Container Light Equipment

C.L.E. Mark III

The Mark III is slightly shorter, measuring 1.68 metres in length and 36.5 centimetres in diameter. It is fully cylindrical and constructed from either all-metal or metal-framed plywood. Its empty weight is 51.5 kilograms. Initially, the maximum load is 159 kilograms, but this is later raised to 181 kilograms after field experience.

The Mark III has a twin internal locking system. A rectangular cut-out at the parachute end allows access to the locking handle. Four lamps are built into the cone for night visibility. By 1943, the Mark III becomes the standard container, replacing earlier types unless a specific load requires a longer design.

C.L.E. Mark III Type C

The Mark III Type C is used exclusively by the Special Air Service. It is 1.55 metres long and otherwise similar to the Mark III. It has three external latches, no metal cone, and a rubber dampening pad instead. Painted black, it is designed for covert use. Its gross loaded weight is 159 kilograms, with a payload of 93 kilograms.

Its parachute deployment differs. A spring-ejected auxiliary parachute deploys the main chute. This allows it to be dropped from under 122 metres altitude. This system avoids reliance on a static line.

Type E Container

The Type E container is rectangular and fitted with a hinged lid. It is designed for the Number 18 wireless telegraphy set. The contents are cushioned with felt pads and rubber absorbers. No size is given in the 1943 manual, but the empty weight is listed as 40.5 kilograms. When packed with the No. 18 W/T set, the total weight is 86 kilograms. The 1960 manual no longer references the Type E. All known examples are painted olive drab green.

Type F Container

The Type F is also rectangular but longer than the Type E. It measures 1.74 metres long, 36.5 centimetres tall, and 36.5 centimetres wide. It is built to carry larger wireless sets, such as the No. 11, 19, 21, or 22. These are packed in felt pads with rubber cushioning. The empty weight is 42 kilograms. Loaded weight varies by set, with a maximum of 154 kilograms. These containers are also olive drab green.

Type H Container

The Type H is based on the CLE Mark III and is intended for Special Air Service, Special Operations Executive, and resistance operations. It is lighter than other types. The casing is not reinforced. Instead, it uses a cellular construction with a rubber nose cone. The total weight is 149 kilograms, with a payload of 106.5 kilograms.

The container is held together by rods threaded through its body. As the shell separates, each section forms a cell that can be carried by one person using the handle. Two cells can be strapped together and slung over the shoulder. Cell components are lettered for quick identification. This system allows resistance units to distribute contents rapidly upon reception.

The original 1942 Type H is 1.68 metres in length. Later models vary in length depending on requirements. Only the parachute and rubber nose cone need to be buried. A spade is often strapped to the outside for this purpose.

Parachute deployment is the same as the Mark III. It uses a spring-ejected auxiliary chute to release the main parachute, allowing low-altitude drops under 122 metres.

Multimedia

Markings on Containers

C.L.E. containers are marked with both painted and sticker indicators. Canister tips may be colour-coded. Some markings indicate specific equipment types, though documentation remains incomplete. Known examples include:

• “Motor cycle”: Indicates a packed motorcycle or Welbike
• “C5”: Denotes explosives
• “Medical” with a red cross: Signifies medical supplies

SAS-Specific Markings

Special Air Service supply containers are divided into internal sections. Each section is marked externally to allow rapid identification at drop zones. The standard markings include:

• H1: Explosives and accessories
• H2: Machine guns and ammunition
• H3: Various armaments
• H4: Incendiary devices
• H5: Sabotage equipment

Parachute Types

Cargo parachutes used during the war are made from silk, rayon, or cotton blends. They are sewn with natural-coloured heavyweight cotton thread. Standardisation begins in 1942 to ensure compatibility across operations.

The Type R Mk1 parachute is made from rayon and intended for light loads. The GQ Irvin Type X is the most common parachute used for canisters. It is made from a cotton blend and comes in various sizes to match different weight categories:

• Up to 18 kilograms: 3.66 metre canopy
• 19 to 36 kilograms: 4.88 metre canopy
• 37 to 54 kilograms: 6.10 metre canopy
• 55 to 72 kilograms: 7.32 metre canopy
• 73 to 91 kilograms: 8.53 metre canopy

For very heavy equipment, the 42F parachute is used. It features a 12.8 metre canopy and is suited for multiple panniers or large items.

Parachute Colours and Supply Codes

Parachutes are often colour-coded to indicate the nature of the supplies. Olive drab green is the original colour, but other colours are introduced to distinguish contents. The colour-coding system varies by operation and is not always standardised. Supply canisters are also marked accordingly.

During the D-Day landings, the following colours are reported:

• Red: Ammunition and ordnance
• Yellow: Medical supplies
• Light blue: Food
• White: General supplies
• Green: Signals equipment

For Operation Market Garden (Arnhem), the scheme changes slightly:

• Red: Ammunition and ordnance
• Yellow: Signals equipment
• Light blue: Fuel
• White: Medical supplies
• Green: Rations

During Operation Varsity, black parachutes are used for Special Operations Executive and resistance drops. These are selected for their low visibility.

Delivery Methods of Supply Containers

The delivery of supply containers during the Second World War is a crucial element of airborne and clandestine operations. It evolves rapidly between 1941 and 1945 as Allied forces adapt to the logistical demands of dropping men and equipment behind enemy lines.

The primary aircraft used for container delivery is the Douglas C-47 Dakota. Originally designed as a transport aircraft, the C-47 is modified for airborne operations. Each aircraft is fitted with six hard-points inside the fuselage. These are used to secure C.L.E. containers for dispatch during parachute operations. The containers are positioned along a roller track system on the floor of the aircraft, allowing dispatchers to release them in quick succession. These modifications allow containers to be dropped either just before or immediately after the parachutists exit the aircraft. This ensures that the equipment lands close to the troops who need it.

In many airborne drops, the containers are timed to follow the main stick of parachutists. A small delay is often introduced to prevent collisions in the air. Dispatchers use static lines, adjustable chute lengths, and coded intervals to ensure the drops are both safe and accurate. Failure to deliver containers correctly can leave airborne forces without ammunition, radios, or heavy weapons, potentially compromising the entire mission.

This technical detail is often missed in post-war depictions and scale models. Many show parachutists under canopy without any sign of accompanying supply containers. In reality, these drops are tightly coordinated, and containers are always part of the initial wave.

Other aircraft types also play a role in container delivery. Medium and heavy bombers such as the Short Stirling, Handley Page Halifax, and Avro Lancaster are often used to deliver supplies to resistance groups in occupied Europe. These aircraft use their internal bomb bays or underwing hard-points to carry C.L.E. containers or wicker panniers. The containers are mounted where bombs would normally be loaded. Upon reaching the drop zone, bomb bay doors open, and the containers are released by the bomb-aimer using the same controls designed for bombing runs.

Fighter-bombers such as the Hawker Typhoon and P-47 Thunderbolt can also be adapted to carry single canisters on hard-points. Though limited in payload, they are used for precision supply drops to forward elements or isolated resistance cells, particularly in France and the Low Countries. Low-altitude flying and high speed make them effective for evading enemy air defences during daylight drops.

At night, supply drops are often coordinated with Special Operations Executive or Special Air Service teams on the ground. Reception parties signal their position using pre-arranged torch patterns or radio beacons. Aircraft release containers at low altitude, often between 120 and 300 metres, to ensure accuracy. Canisters fitted with low-opening chutes are used for these missions. In some cases, aircraft are brought down to tree-top level for precise supply placement.

Gliders also contribute to container delivery during major airborne operations, particularly during D-Day and Operation Market Garden. The Airspeed Horsa and General Aircraft Hamilcar gliders carry large quantities of containers internally. Upon landing, the gliders are offloaded quickly, and the containers are distributed by airborne troops. This method reduces reliance on parachutes and allows for heavier equipment to be delivered in a single lift.

Specialist container types, such as the Type H, are developed to support resistance movements in France, Belgium, and the Netherlands. These are designed with low-visibility features and rapid unloading in mind. In Special Operations Executive operations, drops are coordinated with minimal warning and maximum discretion. Aircraft make single passes, often without radio contact, to reduce the risk of interception.

By the end of the war, container delivery has become a fine-tuned discipline involving aircrews, dispatchers, ground signals, coded drop timings, and container marking systems. Accurate delivery can determine the success of an operation, especially where resistance or airborne units are outnumbered and undersupplied. The combination of aircraft modifications, specialist containers, and tactical planning ensures that Allied forces can project power deep behind enemy lines.

Multimedia