wore goggles and a steel helmet in case the windscreen was shattered by flak.
Paratroopers in the main formations envied the pathfinders who had gone ahead with the radar beacons. They would already be on the ground, having jumped shortly after midnight, before the Germans realized what was happening. Many men feigned sleep, but only a few managed to doze off. General Maxwell Taylor, the tall commander of the 101st Airborne, even took off his harness and stretched out on the floor with some pillows. He looked forward to the jump with keen anticipation. It would be his fifth and thus gain him his wings.
As the aircraft reached the Channel Islands, German flak batteries on Jersey and Guernsey opened fire. One paratrooper remarked that it was ironic to get such a welcome from ‘two islands named after nice moo cows’. A Royal Navy motor torpedo boat, MTB 679, signalled the point where the aircraft were to turn east for their run over the Cotentin peninsula to their drop zones. Once the French coast was in sight, pilots passed back the warning that they had less than ten minutes to go. On General Taylor’s plane, they had trouble waking their commander and getting him back into his harness. He had insisted on being first out of the door.
Once the aircraft reached the coastline, they entered a dense fog bank which the meteorologists had not predicted. Paratroopers who could see out were alarmed by the thick white mist. The blue lights at the end of each wing became invisible. The pilots, unable to see anything, were frightened of collision. Those on the outside of the formation veered off. Confusion increased when the aircraft emerged from the fog bank and came under fire from flak batteries on the peninsula. Pilots instinctively went to full throttle and took evasive action, even though this was strictly against their orders.
Because they were flying at little more than 1,000 feet, the aircraft were within range of German machine guns as well as flak. Paratroopers were thrown around inside the fuselage as their pilot weaved and twisted the plane. Bullets striking the plane sounded ‘like large hailstones on a tin roof’. For those going into action for the first time, this provided the shocking proof that people were really trying to kill them. One paratrooper who suffered a shrapnel wound in the buttock was made to stand so that a medic could patch him up right there. General Taylor’s order that no paratrooper would be allowed to stay on board was taken to the letter. Apart from a dozen who were too badly wounded by flak to jump, there appear to have been only two exceptions: one was a paratrooper who had somehow released his emergency chute by mistake inside the aircraft, the other a major who suffered a heart attack.
On the USS Quincy , the sky control team at the top of the cruiser’s superstructure watched in dismay. ‘Often, a yellow ball would start glowing out in the middle of a field of red tracers. This yellow ball would slowly start to fall, forming a tail. Eventually, it would smash into the black loom of land, causing a great sheet of light to flare against the low clouds. Sometimes the yellow ball would explode in mid-air, sending out streamers of burning gasoline. This tableau always brought the same reactions from us sky control observers: a sharp sucking-in of the breath and a muttered “Poor goddamn bastards”.’
The red light by the door went on four minutes from the drop zone. ‘Stand up and hook up!’ came the shout from the dispatcher. Some of the heavily burdened men had to be hauled to their feet. They clipped their static line to the overhead cable running the length of the fuselage, then the order was yelled to check equipment and number off. This was followed by the command, ‘Stand in the door!’ But as the aircraft continued to jink or shudder from hits, men were thrown around or slid on the vomit-streaked floor. The flak and tracer were coming up around them ‘in big arcs of
Paratroopers in the main formations envied the pathfinders who had gone ahead with the radar beacons. They would already be on the ground, having jumped shortly after midnight, before the Germans realized what was happening. Many men feigned sleep, but only a few managed to doze off. General Maxwell Taylor, the tall commander of the 101st Airborne, even took off his harness and stretched out on the floor with some pillows. He looked forward to the jump with keen anticipation. It would be his fifth and thus gain him his wings.
As the aircraft reached the Channel Islands, German flak batteries on Jersey and Guernsey opened fire. One paratrooper remarked that it was ironic to get such a welcome from ‘two islands named after nice moo cows’. A Royal Navy motor torpedo boat, MTB 679, signalled the point where the aircraft were to turn east for their run over the Cotentin peninsula to their drop zones. Once the French coast was in sight, pilots passed back the warning that they had less than ten minutes to go. On General Taylor’s plane, they had trouble waking their commander and getting him back into his harness. He had insisted on being first out of the door.
Once the aircraft reached the coastline, they entered a dense fog bank which the meteorologists had not predicted. Paratroopers who could see out were alarmed by the thick white mist. The blue lights at the end of each wing became invisible. The pilots, unable to see anything, were frightened of collision. Those on the outside of the formation veered off. Confusion increased when the aircraft emerged from the fog bank and came under fire from flak batteries on the peninsula. Pilots instinctively went to full throttle and took evasive action, even though this was strictly against their orders.
Because they were flying at little more than 1,000 feet, the aircraft were within range of German machine guns as well as flak. Paratroopers were thrown around inside the fuselage as their pilot weaved and twisted the plane. Bullets striking the plane sounded ‘like large hailstones on a tin roof’. For those going into action for the first time, this provided the shocking proof that people were really trying to kill them. One paratrooper who suffered a shrapnel wound in the buttock was made to stand so that a medic could patch him up right there. General Taylor’s order that no paratrooper would be allowed to stay on board was taken to the letter. Apart from a dozen who were too badly wounded by flak to jump, there appear to have been only two exceptions: one was a paratrooper who had somehow released his emergency chute by mistake inside the aircraft, the other a major who suffered a heart attack.
On the USS Quincy , the sky control team at the top of the cruiser’s superstructure watched in dismay. ‘Often, a yellow ball would start glowing out in the middle of a field of red tracers. This yellow ball would slowly start to fall, forming a tail. Eventually, it would smash into the black loom of land, causing a great sheet of light to flare against the low clouds. Sometimes the yellow ball would explode in mid-air, sending out streamers of burning gasoline. This tableau always brought the same reactions from us sky control observers: a sharp sucking-in of the breath and a muttered “Poor goddamn bastards”.’
The red light by the door went on four minutes from the drop zone. ‘Stand up and hook up!’ came the shout from the dispatcher. Some of the heavily burdened men had to be hauled to their feet. They clipped their static line to the overhead cable running the length of the fuselage, then the order was yelled to check equipment and number off. This was followed by the command, ‘Stand in the door!’ But as the aircraft continued to jink or shudder from hits, men were thrown around or slid on the vomit-streaked floor. The flak and tracer were coming up around them ‘in big arcs of
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