World War II Airborne Demonstration Team Foundation

 

Remember, Honor, Serve

301st Troop Carrier Squadron

 

Background
The story of the 301st Troop Carrier Squadron, like many other units of the US Army Air Force, did not begin until well after the USA entered World War II. In fact, when the Japanese attacked Pearl Harbor on December 7th, 1941 it is fair to say that very little development or strategic thinking had been done to identify the requirements and resources that would become necessary during the coming conflict. Only a small Troop Carrier structure lay on paper while the only real units in existence, at that time, supported the recently established Test Platoon. Additionally there was a small force of transport planes loosely linked to the organizations they supported. It is no mean feat, therefore; that only a few months later, one of the largest expansions of the Army Air Force’s men and materiel had begun. The resources necessary to support campaigns in the Pacific Theater as well as within Europe, Middle East and Africa campaigns were huge. To put this into perspective, in mid 1938 there were around 20,000 personnel in the Army Air Force, operating from some 17 airfields and by 1944 this had grown to over 2.3 million operating in over 780 airfields. In addition, some 458 were in training in 1939 and this had grown to over 37,000 by 1942.

Initially, the Army Air Force looked to civilian commercial pilots and crews together with their airline industry aircraft, to support the first stages of this expansion. A new air transport command was established under General Harold “Hap” Arnold, whose primary role was to reach agreement with civilian airlines and crews to enable the fulfillment of military contracts. Over time, these civilians were militarized and recruited into the military or replaced by military personnel, but they certainly made a great contribution to the establishment of a growing troop carrier organization. As the Army Air Force grew, so did the structure and control operations around it, leading to the development of the 1st Troop Carrier Command.

In mid-1942, troop carrier operations in the European Theater began in earnest when two troop carrier groups were assigned to support the allied invasion of North Africa and was followed shortly in 1943 by a further expansion for the invasion of Sicily. With the Allies committed to an invasion of mainland Europe scheduled for the spring of 1944, the vast recruitment and training campaign carried on at speed and was well established to supply the quality and quantity of troop carrier resources needed to execute these upcoming operations.

As the number of groups began to grow, units had difficulty absorbing the increasing number of graduates on one end and providing the necessary number of cadres for the new units that were being formed on the other end. A method adopted by Britain’s Royal Air Force called the Operational Training Unit solved this problem and provided for the use of certain parent groups, with authorized over-strength, to supply a mixture of new and experienced crew members. These parent groups provided cadres for newly activated groups, who then assumed responsibility for their ongoing training. Graduates from flight school were then used to keep both parent and newly formed groups up to strength. Cadre leaders were sent from their group to an intensive 30 day course at the Army Air Force School of Applied Tactics in Orlando, Florida, before being returned to direct the training of their new group. This meant that it would take approximately 6 months from the assignment of the original cadre until the newly activated group was ready for combat and improved the delivery of well trained crews.

Operating Structure
The evolvement of a completely new table of organization had to take place to provide the necessary logistics to support the implementation of the growth of the Army Air Force. Over time, this comprised of the Troop Carrier Command and below this, Troop Carrier Wings, Groups and Squadrons. The 301st Troop Carrier Squadron itself was part of the 50th Troop Carrier Wing’s 441st Troop Carrier Group and part of the IXth Air Force in Europe. Unlike in the Pacific Theater, the main role of the Troop Carrier Squadron in Europe was airborne deployment, closely followed by the tasks of air-supply, evacuation, repatriation and transport, with many man hours being taken up with training and preparation for the invasion of mainland Europe. The terrain, the distances required and the nature of the warfare made it this way. In the Pacific a squadron’s role was primarily transport, evacuation and air-supply with airborne deployments being of lesser importance. Therefore, it was in this climate that on May 25th, 1943, the 301st Troop Carrier Squadron was constituted as part of the 441st Troop Carrier Group and activated on August, 1st, 1943. An experienced cadre was brought in from other established Groups to supplement newly qualified crews under the command of Major Ernest Pate.

History
When it was activated, the 301st Troop Carrier Squadron began its long journey into the European Theater at Sedalia Air Field, Missouri. Here, the squadron was brought up to strength and thoroughly trained on the C-47 aircraft, the workhorse of the squadron, and parachute deployment. As training continued, individual pilots would be dispatched for advanced training at other airfields throughout the USA. On January 18th, 1944, the squadron along, with its parent Wing, was relocated to Camp Mackall, North Carolina for further airborne and glider training as well as intensive combat training. Later on February 22nd, 1944, the 301st was moved to Baer Field, Indiana in preparation for deployment overseas. Final orders for deployment were issued in March 1944 and the 301st Troop Carrier Squadron, together with the other Squadrons making up the 441st Troop Carrier Group headed for England, luckily flying their own aircraft rather than suffering a longer journey by sea. Leaving Florida on February 29th 1944, the 301st TCS made their way to England via the southern route that too in Puerto Rico, British Guinea, Brazil, South Africa, Liberia, Senegal and Morocco; arriving in England on 15th March 1944.
 

 
The crew relax on the long transatlantic journey.

On arrival in England the 301st TCS was assigned to the 9th Air Force’s 50th Troop Carrier Wing and was based at Langar, Nottinghamshire with the registration insignia Z4. Langar was to become the new home of the 301st and the base for many of its future operations. As the crews settled into a new country and their new accommodation, combat training was almost at its peak and the 301st TCS took on a heavy training and transportation schedule. The 301st, together with the other squadrons making up the 9th Troop Carrier Command, were now preparing for their part in the invasion of Hitler’s “Fortress Europe”. Training and preparations were intensive, with practice jumps and glider towing mixed in with the requirement to fulfill other cargo transportation duties. On April 15th, 1944, the 301st Troop Carrier Squadron was appointed a new leader who would take them into combat, when Captain Lloyd G. Neblett was made their Commanding Officer. Ten days later, the squadron relocated to Merryfield, Devon in final preparation for the invasion of Europe. Final briefings, last minute adjustments and a late requirement to paint their C-47 aircraft with “Invasion Colors” all added to the excitement. The aircraft assigned to combat duty were given final checks and inspections for the missions and all squadron personnel were placed on alert and obliged to wear and carry their complete defense equipment at all times.

 

301st aircraft over England on training flights

These final briefings for Operation “ALBANY” would see the Troop Carriers leave their bases and assemble at a location codenamed “ELKO”, from where they would set course towards the English Channel. On reaching the English coastline at Portland Bill, the formation would descend to a height of 500ft. A few minutes after crossing this point, all aircraft lights had to be turned off, leaving only the aircraft’s formation lights showing. Heading southwest, the formation continued for 57 miles to their next checkpoint code named “HOBOKEN” which was a ship anchored slightly north of the Island of Guernsey. Here the formation would change course and head southeast towards Normandy’s Cotentin Peninsula and their final checkpoint. For the 301st Troop Carrier Squadron, this was codenamed “MULESHOE” and meant that they would be less than 15 minutes from their allotted drop zone.

 
301st Squadron over England and towing gliders
 

On the evening of June 5th, 1944 all across the south of England at the airfields of Uppottery, Exeter, Merryfield, Fulbeck, Greenham Common, Barkston Heath, Saltby, Folkingham, Spanhoe, Cottesmore, Aldermaston, Welford Park, Membury and Ramsbury the air crews of the IXth Troop Carrier Command made their final preparations for their first combat airborne deployment. Eighteen aircraft of the 301st Troop Carrier Squadron loaded elements of the101st Airborne’s 501st Parachute Infantry Regiment, each carrying up to18 fully equipped paratroopers together with their initial supplies of ammunition, weapons, rations and signal equipment. Three hundred and eleven paratroopers in all and weighed down with some 99, 786lbs of equipment in total set out on this epic journey, some never to return.

Troopers ready to load up

Mission Statistics “Operation Albany” Dropping June 6th, 1944 at 0130hrs

Troops Carried June 5th/6th, 1944
2nd Battalion 501st PIR
C Company 326 Airborne Engineer Battalion (Platoons 1 & 3)
Detachment 316 Airborne Medical Company
Total paratroopers carried 311
Total weight of equipment 24, 430lbs
 

Aircraft Registration	Chalk Number	Crew Names	Number of Paratroopers
42-93036	46	Maj WH Parkhill Lt CF Shook Lt JH Neil Sgt WJ Stewart Sgt WK Maddox	18 men plus mortars and ammunition.
42-101035	47	Lt GR Hendricks Lt RH Hutchings Lt EE Todd Sgt JW Jones Sgt DL Oppliger	18 men plus weapons
43-15644	48	Capt LG Neblett Lt TF O’Brien Lt RG Bauernfiend Sgt WR Brown Sgt HJ Neumann	18 men plus 2 LMG, Ammunition, Raft and weapons
42-101031	49	Lt JG Alleman Lt HJ Skahen Lt P Thompson Sgt W Mosely Sgt ME St. John	19 men plus bicycles, ammunition, food-rations
42-02681	50	Lt MR Trelles Lt TS Hancock Sgt RL Moucka Sgt ML McGinnis	15 men plus ammunition
42-101035	51	Lt JL Van Aman Lt ML Flowers Sgt JB Slicer Jr. Cpl CG Kollinzas	17 men plus 60mm Mortar and ammunition
43-15219	52	Lt NW Tuck Lt KE Vinton Lt NR Wilson Sgt AJ Chupka Sgt MJ Wagner	17 men plus LMG and ammunition
42-10132	53	Lt VC Davis Lt HG Smith Sgt JM Eubanks Sgt JC Yamashes	16 men plus LMG and ammunition
42-101025	54	Lt EF Hennig Lt AA Dorrance Jr Sgt B Kramer Cpl JE Davison	18 men plus wire, ammunition and rafts
42-101026	55	Capt EW Peters Lt CE Bratton Lt LJ Tully Sgt WA Fricks Sgt HR Jung	18 men plus signal equipment, Baz 300 radio, flame-thrower, rations and ammunition
42-101030	56	Lt LZ Katz Lt GM Grosso Sgt CR Gregston Jr Sgt CW Bell	18 men plus LMG, 1 Ex LMG, Medical and ammunition
43-15216	57	Lt RJ Waite Jr Lt BA Roberts Sgt HM Walker Sgt HL Archambeault	18 men plus LMG, 60mm Mortar, medical and ammunition
42-101028	58	Lt FJ Trenck Lt RC Beckwith Lt WG Toland Sgt E Hinkle Sgt LF Clement	17 men plus LMG, Ammunition, Medical and rations
42-101034	59	Lt GH Alban Lt PL Robinson Sgt RM Sheafer Sgt EA Stahurski	17 men plus 60mm mortar, 2 LMGs and ammunition
42-101033	60	Lt CW Birch Lt DL Merlie Sgt CR Margelewicz Sgt JR Davidson	17 men plus LMG, rubber boat, ammunition and rations
42-101029	61	Lt TE Keeter Lt CA Brandt Jr Lt WL Borman Sgt PD Hewitt Sgt RE Sheffield	17 men plus LMG, 2 ex LMGs, flame-thrower, medical, ammunition and rifles
43-03038	62	Lt RA Manni Lt RE Weap Sgt MW Skinner Sgt Maj Rosenthal	15 men plus 60mm mortar, ammunition and rations
42-92911	63	Capt RG Dean Lt WJ Weihe Lt S Art Sgt EE Moeller Cpl FE Johnson	18 men plus LMG, CE11 Baz, Flame-thrower, communication wire and ammunition

For their actions this day the squadron was awarded a Presidential Unit Citation, while the commanding officer Capt Lloyd G Neblett was awarded the Distinguished Flying Cross for his actions. Aircraft 42-101025 piloted by Lt EF Hennig was shot down with the loss of all crew and paratroopers aboard.

301st on return from Normady

Mission Statistics “Operation Hackensack”

Gliders Towed June 7th 1944
2nd Battalion 401st GIR
2nd Battalion 325 GIR
Service Company 325 GIR
Command Vehicles for 505, 507 and 508 PIRs
Total Glider Personnel (including crew) 110
Total weight of equipment 22,142lbs
 

Aircraft Registration	Chalk Number	Glider Towed	Number of Glider men and equipment
43-101032	25	43-39687	15 men plus water cans (5 Gal), boxes grenades, CL HE light (81mm)
42-101035	26	43-41400	15 men plus water cans (5 Gal) and CL 81mm (Hvy)
42-92911	27	43-41415	15 men plus water can (5 Gal) and CL 81mm (Hvy)
42-100867	28	43-19775	15 men plus water can (5 Gal), CL 81mm (Hvy), AT Launcher and HE light boxes
42-101028	29	43-39789	5 men plus water can truck (1/4 ton), MG 30 cal, Hvy chests, HMG and ammo
42-101034	30	42-74015	7 men plus water can trailer (1/4 ton) CL 60mm HEL, chest, 30 Cal MG, ammo, and box AT mines
42-101029	31	42-56478	6 men plus water can truck (1/4 ton) and launcher rockets
42-101030	32	43-4103	7 men plus water can trailer (1/4 ton) Cl 60mm HEL, AT Mines (boxes) and mine detector
42-93938	33	43-41404	6 men plus water can truck (1/4 ton) and AT Rockets
42-92681	34	43-39949	7 men plus water can trailer (1/4 ton), CL 60mm HEL, BX AT Grenades, Mine detector
42-101035	35	42-40125	5 men plus water can truck(¼ ton) HMG, complete chests, MG Ammo
42-101031	36	43-15216	7 men plus water can trailer, ¼ ton CL 60mm ammo HE, BX AT mines, Chests 30 Cal MG Ammo

The following glider pilots and co-pilots went into action with the 82nd Airborne Division

Lt Porter
Lt Tudor
Lt Shanks
Lt Thompson
FO McBride
FO Stritto
FO Lattin
FO FH Pierce
FO JW Pierce
FO Lundeen
FO Magarian
FO Sander
FO Libbey
FO Mashew,
FO Powers
FO Fox
FO Maltby
FO Lucich
FO Webb
FO Musolf
FO McDuffie
FO Minshall
FO Zett
FO Williams

301st Glidermen

 

On return from combat duties, the men of the 301st Troop Carrier Squadron remained on standby, but as their main invasion duties had been completed, by June 8th, 1944, their status returned to normal and the men returned to their regular barracks in the Squadron area at Merryfield. They even resumed training for their next call to action. By June 9th, 1944, all restrictions were lifted as 24 hour passes and special privileges became available to combat crews. By June 10th all activities were back to normal and the Squadron resumed normal support operations.

By late June the 301st Troop Carrier Squadron had moved into its next phase of operation which saw it support the ground troops in France, as well as evacuate wounded and prisoners back to the UK from mainland Europe. A key necessity of the breakout was the continued re-supply by sea and air. The 301st TCS has a role to support General Patton’s 3rd Army in Europe as well as to prepare for any future airborne operations that may arise.

In early August 1944, the with Allies advancing across Northern France, a decision was taken to open a second French front, to put further pressure on the German forces in France. Operation Dragoon would see the 441st Troop Carrier Group, minus the 301st Troop Carrier Squadron developing invasion plans again. While the majority of the 441st TCG headed for Italy, the 301st Troop Carrier Squadron was held back to train for a possible deployment of paratroopers. Their mission, to liberate Paris. However, like many more Airborne invasion plans at this time, events took over and the mission was eventually scrapped. The role of re-supply became the regular daily routine as planned mission after planned missions were called off. Flying out of Merryfield, the 301st continued to support the advance of the troops and after Paris was liberated, they finally found themselves moved to bases on the French mainland.

On September 8th, 1944, the squadron left its UK base of operations and moved closer to continental forward depots and the assault troops and relocating to France. Here it established a base of Operations at A-63, Villeneuve/Vetrus some 28 miles east of Paris. No sooner had the Squadron begun this move, when notification came through that a new operation was being planned, and this time it appeared that it would not be cancelled so the unit immediately made plans to return to the UK and was assigned a base back at Langar. Preparations for Operation Market Garden had begun, with a little over 7 days of notice, there was no time for major training, however by this time the crews were experienced combat veterans. Even with all the preparations for the operation continuing, the 301st TCS still maintained its re-supply missions out of Langar right up to the September 14th, 1944 when all crews received passes to Nottingham.

On September 16th, 1944, the first crew briefings were held in the group briefing room at Langar for serial A-19’s initial mission and final preparations began. Early on the morning of September 17th, 1944 church services were held and then assembly commenced at 0900 when paratroopers and crews met for the first time and final adjustments were made. A somber preparation was enhanced by the American Red Cross who operated a snack bar serving coffee and donuts to the assembled men. At 1115 the first aircraft of the 22 ships flown by the 301st TCS that day took off and headed for the Group Assembly point call March, before heading east to Holland.

301st Ready with 82nd Airborne Troopers

The Troop Carrier plan for Operation Market Garden would see 1,174 aircraft carrying 16,320 paratroopers with 1,008,504lbs of equipment and supplies across two flight routes to the continent, a northern and southern. The 301st were ordered to operate the northern route, which would see them depart Langar to assemble at a point over central England called “MARCH”. From here the convoy would head southeast to the English coast crossing at point “ANTIGUA” before heading east over Schouwen Island. Their final mark would be taken at point “COLUMBIA” from where they would make their final approach into point “ELLIS” and Drop Zone “O”. With total Allied air superiority, the most significant danger to the slow moving aircraft came from flak and machine gun fire. This was generally light and sporadic but when the convoy neared the drop zones the formation was engulfed by intense ground fire from all directions. Small arms, 20mm, 40mm and 88mm guns sent an array of destruction from the vicinity of the Maas-Waal Canal and the roads, railway and wood just short of the drop zone. At 1335 the paratroopers of the 82nd Airborne Division were dropped onto DZ ‘O’.

Not all 22 C-47s of the 301st TCS returned safely and it was by no means and easy journey. Unlike at Normandy three months before, most paratroopers were correctly dropped on their drop zones, while the fact that the jump was made in daylight, left the slow moving C-47s an easy target. On the way to the DZ, the right engine of Major Lloyd Neblett’s aircraft was damaged by flak and he was forced to jettison his parapacks prematurely in anticipation of having to make a forced landing. However, he was able to regain control of his aircraft and successfully drop his troops. During this attack, his navigator Lt. Richard Bauernfiend and crew chief Warrant Officer Silas Dickey were wounded by the flak. In addition to Major Neblett’s aircraft, the C47s operated by Capt. Earl Peters was hit by flak that blew out the right engine and started a fire. When the left engine ceased Capt. Peters was forced to give the troops on board the signal to jump ½ mile short of the DZ and then make a crash landing. No further casualties were caused by the crash, but Capt. Peters suffered burns from the fire while Radio Operator Sgt. Howard Jung sustained a foot injury and had to be carrier from the wreckage by Capt Peters, Lt. Donald Merlie, Lt William Toland and Sgt Walter Fricke. Of the 22 aircraft flown by the squadron, 7 were damaged to such an extent that they could not be repaired in time for the follow-up missions while another 7 suffered minor damage.

301st Glidermen ready for action
 

Lt Ralph Waite returned to England with all his troopers aboard as the number one man had refused to jump while the second could not jump because flak had damaged his parachute. This blocked the door and meant that the remainder of the stick could not exit. Lt. Robert Beckwith also returned with one paratrooper who refused to jump.
 

301st Troop Carrier Squadron Damage Report – Serial A-19, September 17th, 1944
 

Aircraft #	Pilot	Damage
1026	Capt. Peters	Destroyed by fire
1028	Lt. Waite	40 holes to wings, belly and main gas tank
5644	Maj. Neblett	Right engine oil cooler damaged and holes in wings, nacelles, cockpit and fuselage
6045	Lt. Hancock	Holes in wings, elevators and left auxiliary gas tank
0866	Lt. Bratton	Bullet holes in wing and elevator. Flak in rudder which had to be replaced
6042	Lt. Brandt	Holes in wing, stabilizer and rudder. Ignition harness and 2 cylinders replaced. Main wing spar hit
2911	Lt. Weyhing	Right wing spar out
1029	Capt Keeter	Holes to right cargo door
1032	Lt. Davis	Holes in trim tabs
1033	Lt. Birch	Holes in cowling and fairing
0868	Lt. Manni	Holes in wing
5219	Lt. Tuck	Holes in rudder and stabilizer
3036	Lt Col Parkhill	Holes in elevator and fuselage
3720	Lt Beckwith	Holes in fuselage, ailerons, flaps and elevator.

To enable the squadron to participate in the second phase of Operation Market Garden it had to borrow 4 aircraft from other groups to replace the 7 that were not operational for the mission on September 18th, when aircraft of the 301st TCS operated as Serial A-56 and towed 20 gliders of the 100 Troop Carrier Squadron to Holland with a payload of 3,750 lbs.

The first briefing for this mission took place on September 17th, with a second briefing for the tug pilots on the morning of the September 18th. Later at 1000 the pilots were called back and modifications to the briefing were made and a scheduled departure set for 1259. Again, the final route would see the 301st TCS travel on the northern route to Holland as per the previous day. For this mission the serial leader was Lt. Col. Ernest Pate the Operations Officer for the 441st Troop Carrier Group and he led the aircraft armada to Holland without major incident. Again, over the Dutch Coast and to the landing zones, moderate and accurate ground fire was experienced, particularly over Schouwen Island with heavy gunfire emanating from the vicinity of Dinteloord and the Reichs Wald and several aircraft were again hit. The majority of gliders were observed to land well and on their correct landing zones, but some were seen to go over on their backs when their pilots put the nose of the glider down in ploughed fields. All aircraft returned to base without further incident.

On September 19th, 1944, the 301st TCS was again readying for combat duties, this time 18 aircraft were required to re-supply the 82nd Airborne’s ‘O’ Drop Zone. However, bad weather required the mission to be postponed and the aircraft were called back to base to prepare for yet another Glider Tow operation. The crews were alerted on September 21st and 22nd to operate the mission, but as they prepared, the weather closed in and again both were postponed. Finally on September 23rd, the weather broke and the squadron’s gliders were able to be towed as serial A-67 heading for Landing Zone ‘O’ by elements of the 99th and 100th TCS. Take-off took place at 1321 with the operation this time taking the southern route to Holland. Heavy gunfire hampered the journey and nearly every glider was hit by some kind of enemy fire. Two tugs were shot down and a further glider had to make an emergency landing when its tow rope was severed by enemy fire.

The 20 C-47s of the 301st TCS, led by Maj. Lloyd Neblett, finally took off at 1630 towing gliders of the 302nd TCS. Like the 99th and 100th TCS, the 301st had to ride a gauntlet of fire to the landing zone and several sustained direct hits while many of the glider troops inside sustaining injuries. Lt. Thomas Hancock’s plane received a.30 caliber hit that severed the rudder cable and he was forced to release his towed glider and return to base without rudder control. The glider landed without further mishap, but was well short of its planned landing zone. All other gliders were taken to their allotted landing zones and released at 1000ft MSL at 1717hrs. The remaining C-47s then made their way back to Langar where they all landed safely at 2000hrs.

On September 24th, 1944, the squadron again received orders to move to the continent of Europe and its base at station Villeneuve/Ventrus. Bad weather hindered the movement and the squadron was forced to abort its journey and land at Merryfield, Somerset, England instead. At 0810hrs the following morning the September 25th, the weather improved to the extent that the journey could be continued and the 66 officers and 106 enlisted men of the squadron settled into their new home base at Villeneuve/Ventrus. Accommodation was in tents and preparations began for the setting up of a more permanent base. On September 27th, new order came through that put the 301st TCS on the move once again, this time to station A-43 at St. Marceau some 14 miles north of Le Mans, where they had to be operational by October 1st, 1944. An advance part of one officer and six enlisted men flew to St Marceau of September 28th to establish the process.


301st celebrating

With continuous shuttle of aircraft throughout September 30th, 1944, all personnel except for supply and combat crews had relocated to their new tented village which offered only the most basic of services at this time. As the new location took shape, the squadron remained operational, working from its old base at Villeneuve/Ventrus and given the circumstances of the move, it is a credit to them that such operational readiness could have been maintained. In addition to the move, the squadron was still delivering re-supply as 12 aircraft transported 57,600lbs of tank tracks from station A-22, Colleville to station A-90, Toul/Croiz de Metz on September 28th. A further 61,200lbs of clothing was transported from A-22 to A-90 on September 29th and 45,000lbs of overcoats from station A-22 to station A-90 on September 30th. And on October 1st, 1944 the 301st Troop Carrier Squadron was ready at St. Marceau.

The squadron continued to support the advance of the ground forces in Central Europe from St. Marceau until once again they were required to move their base, this time to station A-41 Dreux which was achieved on November 3rd 1944. Once again the 301st TCS resumed its support role transporting much needed supplies to the front areas and evacuating prisoners and wounded to the rear. Things almost started to become routine, that is until the Germans made a surprise counter-attack through the Ardenne Forest and the Battle of the Bulge began on December 16th, 1944.

On the December 23rd, 1944, the 301st Troop Carrier Squadron was once again called to combat as its aircraft readied at Dreux Airfield A-41 with fellow members of the 441st Troop Carrier Group, the 99th and 302nd Squadrons, to support the beleaguered troops in Bastogne. Frustrated by the poor weather, the December 23rd, 1944 was the first opportunity the Army Air Force had to bring in supplies and on what turned out to be a cloudless day with good visibility, the 301st TCS headed for the UK to pick up supplies from Aldermaston before proceeding to Belgium. Preceded by two Pathfinder Group Aircraft carrying Jake McNiece, Jack Agnew and a further 18 Pathfinder men with signaling equipment, the re-supply mission left Aldermaston with 21 C-47 aircraft following the signal sent by the Pathfinders. Behind the first convoy containing the 301st TCS was a second armada of 40 further aircraft and followed later that afternoon by yet another series of 199 aircraft from the 53rd Troop Carrier Wing. With the re-supply mission being supported by fighter and ground attack aircraft the immediate danger had been thwarted. However, subsequent further re-supply mission were still needed and the re-supply to the area continued through December 27th 1944.

The 301st TCS quickly returned to its re-supply role and undertook regular cargo flights between Dreux and Le Bourget as well as flights to the Netherlands, Italy and North Africa. Whenever the call came, the 301st TCS was on the move. Regular supply duties carried on through the last part of 1944 well into the spring of 1945, when the Allies began planning their next major offensive action. On March 16th 1945 Lloyd Neblett received a well deserved promotion to the rank of Lieutenant Colonel in the middle of the planning period for the Allies next major offensive. Even though the war was coming to an end, everyone knew that this one would be no picnic as it would involve the German mainland itself and a determined enemy defending their homeland. Since the beginning of 1945 the Allies had been planning for the final phase of the defeat of Germany and the crossing of the Rhine. Preparations for Operation Varsity had begun in late 1944 and it was only a matter of time before the climate was ready to implement.

By mid-March 1945, the Allies were pressing on the banks of the River Rhine and the last major offensive action would see the eventual crossing of the river by an air and land task force and a strike towards the end of the war through the heart of Germany itself. Preparations were well advanced as the planners created Operation Varsity and the final airborne invasion in the European Theater of War. On March 24th 1945, preceded by several days of air bombardment and artillery fire, the 301st TCS was once again brought into action as part of the invasion force of some 17,000 airborne troops.

Operating from their base at Dreux, the 301st TCS was part of the 441st TCGs delivery of gliders consisting of 72 C-47 aircraft single towing Waco gliders. Unlike many other squadrons, the 301st was restricted to single towing by the size of the runway and marshalling facilities at Dreux all headed for landing zone N, an area some 1.5 miles long and 0.5 mile wide, set to the east side of the Diersfordter Wald, 4 miles north of Wesel. In all, 1321 troops and 382 tons of equipment and supplies were headed to LZ N, which included 143 jeeps, 97 trailers and carts, 20 guns and mortars, together with the men of the 139th Engineer Battalion and a mélange of medics, signal men and staff personnel.
Take off and assembly was punctual and without serious incident between 0830 and 0900 on the morning of March 24th 1945. The journey towards Germany was also without major incident and enemy ground fire was described as meager and ineffective. However, as they approached LZ N the fire became somewhat intensive, however most of this was directed at the gliders with the C-47s being left alone. The first release of the gliders was made at approximately 1115 and all C-47 crews of the 301st TCS had returned to their base by 1505, mission accomplished.

With the Allies pressing the German Army on both east and western fronts, it was only a matter of time before the war would end. However, this did not mean that the Troop Carries had it easy. In April 1945 the planes of the 9th Troop Carrier Command flew over 16, 350 sorties across Europe and with the German resistance being concentrated into a smaller area, this meant that their fire power was more heavily concentrated too, making supply flight to the front line troops hazardous in the extreme. Even so, the Troop Carriers were able to delivered over 44 million tons of freight and over 7 million gallons of gasoline to the rapidly moving ground forces. As the ground forces pushed eastwards towards Berlin, the ground and air supply lines were stretched to their fullest as every opportunity was being exploited.

This led to one of the most dangerous missions the 301st TCS had to face when, on April 8th 1944, General Patton’s spearhead Combat Command A of the 10th Armored Division pushed so fast and far into enemy territory that it became cut off from its supply line. Surrounded by units of a German Alpine Regiment and a Battalion of SS Training units, they quickly became short of ammunition and gasoline and the call for supplies was met by 22 truck from VI Corps, who attempted to break through. The German defenders were intent of forcing home their advantage and prevented the ground re-supply, destroying the convoy. At this point, the only real alternative was a re-supply by air.
On April 9th 1944, 34 aircraft of the 441st Troop Carrier Group took off from Dreux loaded with gasoline, ammunition and K-rations. Hedgehopping all the way, they headed in the direction of Crailsheim, Germany where the beleaguered Combat Command A held a perimeter around a small cow pasture only 1, 500 yards from the enemy. On approach to the field, one aircraft crashed in the mist and fog while the remaining 33 planes of the 441st TCG landed within the sod field to a barrage of mortar, shell and small arms fire. Delivering their cargo and evacuating some 42 wounded soldiers, the elements of the 441st TCG escaped with 4 planes sustaining major damage from the gunfire.

Early the very next morning, April 10th, the 301st TCS was set the task of re-supplying Combat Command A at Crailsheim. Knowing the German defenders were waiting, the 16 aircraft took off from Dreux carrying 31, 000lbs of .50 caliber ammunition, 31, 590lbs of 105mm shells and 21, 600lbs of rations, supplies that would prove life savers for the stranded troops. Despite the shelling and heavy mortar fire hampering their efforts, the complete cargo was delivered and all aircraft returned to Dreux by 1000hrs. These vital supplies undoubtedly enabled the beleaguered armored units to fight their way out of their encirclement. Lieutenant General Patch, Commander of the 7th Army and Major General E Brooks, Commander of VI Corps, both commended the crews of the 301st TCS and the 441st TCG for their magnificent and courageous efforts and the fine co-ordination of the Troop Carrier Command and Army ground forces involved. Major General Edward H Brooks echoed the sentiments when he declared, “I desire to commend the officers and men of the 441st Group, 50th Troop Carrier Wing, who were responsible for flying a total of fifty C-47 aircraft carrying supplies to the airfield at Crailsheim (S7062), Germany on 9 and 10 April 1945. The supplies consisting of gasoline, artillery and small arms ammunition and rations, were flown in to support elements of the 10th Armored Division, part of VI Corp, which had affected a breakthrough from the northwest on 6 April. Subsequently, the enemy had succeeded in cutting the supply route behind our armored elements, as a result of which the air supply mission was requested. While your planes were at Crailsheim, the airfield was under enemy mortar, artillery and Nebelwerfer fire and enemy infantry occupied positions only 1,500 yards away. As a result of enemy action one plane was destroyed on the field. The supplies thus obtained by our armor contributed materially to their ability successfully to continue operations resulting in the elimination of many Germans and the capture of over 2,000. In addition, forty-six of our walking wounded were evacuated. I consider the supply by the C-47’s in this action to have been an outstanding event in the history of air-ground cooperation.. With such support armor can operate in an even more aggressive and daring role than heretobefore. I salute the officers and men responsible for this splendid accomplishment.”

General A.N. Patch paid tribute when he stated, “The aerial supply mission executed by the 441st Group on April 9th and 10th placed sorely need operational supplies in the hands of troops of the 10th Armored Division at Crailsheim Airdrome at a time when failure of the mission would have meant failure of the ground troops to attain and hold their objectives. Intelligent planning and fine unit coordination were apparent in the smoothness with which the operation was carried out. The courage of the pilots and crew members and their cool efficiency under fine in landing and unloading at the airfield actually under attack by enemy ground forces reflected the highest traditions of our military service. It gives me great pleasure to express my respect and appreciation for this fine performance and to convey the thanks of the men you served. The value of this service cannot be overestimated.”

With the war coming to and end, the Commander of the 301st TCS was able to secure a long deserved leave home to the USA and on April 13th 1945, Lloyd began the long journey home, while Captain Robert G Dean assumed temporary Command of the 301st TCS. With this, Lloyd Neblett found himself in the USA when Victory in Europe was announced on May 8th 1945. Unable to return to his unit in France due to regulations, Colonel Neblett found himself stranded stateside for the duration.

301st at Berlin’s Templehof Airport

Meanwhile on May 20th 1945 the Squadron was once again on the move as they made their new base at St. Andre de L’Eure, France, before moving again on June 28th 1945 to Halle, before finally finding themselves at Berlin, Germany’s Templehoff Airdrome on July 4th 1945 where they became the first Allied Troop Carrier Squadron to land at Berlin’s airport. This location would be their home for the next year before the Squadron was moved back to the USA under the command of Captain LeRoy King where it was located at Bolling Field DC until May 1946. Thus ended the overseas exploits of the 301st Troop Carrier Squadron, 441st Troop Carrier Group, 50th Troop Carrier Wing of the 9th USAAF.

However, the story carries on today, as the heritage of those original Troop Carriers of World War II is now in the hands of a new group of men. Now re-named the 301st Airlift Squadron and based at Travis Air Force Base in California, the squadron is more familiar with the new C-17 aircraft than the old warhorse the C-47, but the WWII veterans still hold much in common with today’s heroes.