Library Reference Number: 201
Arnhem
No.298 Squadron was re-formed on 4 November 1943 at RAF Tarrant Rushton, England with the Handley Page Halifax. It trained to air-tow the big General Aircraft Hamilcar glider but began operations in February 1944 dropping SOE agents. During the Normandy landing the squadron air-towed both the Airspeed Horsa and Hamilcar to landing-zones around the beach head. An unusual operation involved parachuting jeeps which had been carried underneath the Halifax. The squadron then returned to SOE duties.
Once home to 3,000 people, Tarrant Rushton Airfield in Dorset played a vital role during the Second World War. Development of the airfield on a plateau to the east of the River Tarrant started in May 1942. Tarrant Rushton had a somewhat chequered career but undoubtedly its greatest moment came when the serried ranks of Halifax tugs and Hamilcar gliders started to move off down the runway carrying elements of the 6th Airborne Division to Normandy. Home to the Royal Air Force and the Glider Pilot Regiment – with its massive Hamilcar and Horsa gliders – Tarrant Rushton landed the first troops in Normandy on D-day, and played an important part in the Arnhem and Rhine Crossing operations.
Market Garden was one of the boldest plans of World War Two. Thirty thousand British and American airborne troops were to be flown behind enemy lines to capture the eight bridges that spanned the network of canals and rivers on the Dutch/German border. But let’s hand over to someone who was there – Alex McCallum a Flight Engineer with No.298 Halifax Squadron describes the scene:-
Dorset had a covering of snow at Tarrant Rushton Airfield as aircrews, Glider pilot Regiment and Paratroops of the 1st Airborne waited to take part in Operation Market Garden. The invasion of the Netherlands intended to end the second world war by six months on September 17th 1944.
There had been closure of the Airfield before it was opened again, outgoing mail was censored. The NAAFI canteen supplied us as we waited, not the usual mugs of tea – but with rum. We could feel the heat rising from it. As I recall it was a Sunday morning. Many congregations had left their churches to witness the largest armada of aircraft on its way.
The Dutch Resistance had warned us that there were enemy panzers around. A light aircraft failed to find them, so the operation proceeded nevertheless.
Our first flight there towing a Horsa glider was uneventful; but our next flight the following day was a bit different. A piece of shrapnel at my feet reminded me how near it was to accompany the smell of explosive.
Our large Halifax was capable of carrying a seven-ton Tetrach tank. Equipment however would be something to consider in backing up our infantry, for the British lines were to supply the armour on one heavily defended road.
On the first day 40 aircraft and gliders were airborne in 23 minutes 10 seconds. On the second day 31 aircraft and gliders were airborne in 19 minutes 15 seconds, and on the third day 21 aircraft in 11 minutes. On our second flight towing a Hamilcar glider, this demanded a close watch on our fuel. We had been given emergency landing availability elsewhere if there was a danger, but we managed to land back at our base.
During this flight a shell had exploded beneath the armour-plated seat at the Navigator’s position. If the hole had been any larger he would have lost the use of his parachute. As it turned out, his wounds were superficial but still needed attention in the rest bay. In trying to assist I ripped off his trousers at the seams to apply bandages much to his annoyance at the thought of having to buy new trousers.
Just as well I knew our Navigator Mac (McLaren); he had left school in 1936 to become a peacetime Navigator. He had ditched in the sea, was picked up as a shipwrecked mariner, crashed a Wellington through a hangar, and was now with our crew at Arnhem.
Our fuel supply was getting short as we arrived at base. I advised our Pilot to land without the usual circuit beforehand; it seemed that had been his intention and we landed safely. Apparently not before time, as our outer starboard engine cut out at the end of the runway. That was our 23rd operation out of 27 and we were also heavily engaged in supplying the French Resistance and others throughout Occupied Europe. This fact must have caught the attention of Hitler, for he authorised us to be executed if captured, regardless of wearing a British uniform. In addition to Arnhem, I suppose we were a slight source of annoyance to Hitler. While waiting to tow the first glider to Pegasus Bridge we had dropped secret agents into Europe from the French Alps to Norway also dropped supplies and arms to the Resistance Workers, and had also dropped in the SAS complete with jeeps. However I knew where to draw the line. Immediately I completed my ops tour I became engaged to Cynthia – I was afraid of US troops who were looking for British wives to take back to the States.
Having completed 18 months and 27 operational flights, I was temporarily grounded and missed the Rhine crossing ‘Varsity,’ but I was still present when the crews returned from this mission. Some spoke of icing problems, but the death toll was tremendous. Those on parachutes were already dead on landing.
On 24th March 1945 the squadrons were fully occupied in 38 Group delivering airborne troops to the far bank of the Rhine. It is of particular note that 60 RAF pilots were lost flying gliders in this action, because of the shortage of glider pilots after Arnhem. It was then that I reflected on what had gone before.
38 Wing had been established on 15th January 1942 under Group Captain Sir Nigel Norman. The Wing’s Order of Battle consisted of 296 and 297 Squadrons. Tragically, the Commander (later Air Commodore) Sir Nigel Norman did not survive the war, and was killed on 19th May 1943. During 1943 changes in all aircraft types and bases were made. From March to August, No.295 Squadron flew transits of Halifax – Horsa combinations from Portreath to North Africa (Operation ‘Beggar’). Subsequently, 296 and 297 Squadrons flew Albemarles and Halifax aircraft in Operation ‘Husky’ (Invasion of Sicily). Later, 295 and 297 towed further gliders to North Africa during the period August to November 1943 for Operation ‘Elaborate.’
On completing my operational tour, I was posted as an Instructor to crews training in Essex. I was glad that a certain flight to Rockall was scrubbed. I recalled that one crew on squadron training ditched there when headwinds caused them to come down in the sea. The flight engineer was a competent swimmer, but it was he who drowned. By New Year 1946, virtually all the squadrons in the Group moved to Upavon.