Friday, April 17, 2009
Operation Downfall Part Four
Part four of our series on Operation Downfall, the planned invasion of Japan, looks at the Allied plans for Operations Olympic and Coronet.
Royal Aircraft Factory R.E. series
The Royal Aircraft Factory R.E.1 was a refined version of the B.E.2, originally designed to be light enough to carry armour plating without reducing its performance but that was actually used as a test bed for experiments in stability
The Royal Aircraft Factory H.R.E.2 was a floatplane biplane with some similarity to the B.E.2, developed at the Royal Aircraft Factory in 1913-14.
The Royal Aircraft Factory R.E.3 was a two-seat reconnaissance aircraft similar to the R.E.2 with its floats removed but with a more powerful Austro-Daimler engine.
The Royal Aircraft Factory R.E.4 was a design for an aircraft capable of operating from small fields surrounded by high trees.
The Royal Aircraft Factory R.E.5 was the first aircraft in the Factory's Reconnaissance Experiment series to enter production, although only in small numbers.
The Royal Aircraft Factory H.R.E.6 was a design for a three-seat floatplane biplane.
The Royal Aircraft Factory R.E.7 was based on a high altitude version of the R.E.5. Although it was produced in relatively large numbers the Royal Flying Corps never really had a use for the aircraft and its front line career only lasted for six months in the first half of 1916.
The Royal Aircraft Factory R.E.8 was the standard Corps Reconnaissance aircraft of the RFC and RAF in the second half of the First World War and superseded the B.E.2c and B.E.2e, the much maligned aircraft that had performed that role since 1914
The Royal Aircraft Factory R.E.9 was a version of the R.E.8 that had its unequal span wings replaced with the two-bay equal span wings of the B.E.2d.
The Royal Aircraft Factory H.R.E.2 was a floatplane biplane with some similarity to the B.E.2, developed at the Royal Aircraft Factory in 1913-14.
The Royal Aircraft Factory R.E.3 was a two-seat reconnaissance aircraft similar to the R.E.2 with its floats removed but with a more powerful Austro-Daimler engine.
The Royal Aircraft Factory R.E.4 was a design for an aircraft capable of operating from small fields surrounded by high trees.
The Royal Aircraft Factory R.E.5 was the first aircraft in the Factory's Reconnaissance Experiment series to enter production, although only in small numbers.
The Royal Aircraft Factory H.R.E.6 was a design for a three-seat floatplane biplane.
The Royal Aircraft Factory R.E.7 was based on a high altitude version of the R.E.5. Although it was produced in relatively large numbers the Royal Flying Corps never really had a use for the aircraft and its front line career only lasted for six months in the first half of 1916.
The Royal Aircraft Factory R.E.8 was the standard Corps Reconnaissance aircraft of the RFC and RAF in the second half of the First World War and superseded the B.E.2c and B.E.2e, the much maligned aircraft that had performed that role since 1914
The Royal Aircraft Factory R.E.9 was a version of the R.E.8 that had its unequal span wings replaced with the two-bay equal span wings of the B.E.2d.
Royal Aircraft Factory B.E.8 to B.E.12
The Royal Aircraft Factory B.E.8 was a member of the B.E.2 family that was powered by a Gnome rotary engine.
The Royal Aircraft Factory B.E.8a was produced by fitting the rotary engined B.E.8 with the wings of the B.E.2c, giving it ailerons in place of the wing warping controls of the basic B.E.8.
The Royal Aircraft Factory B.E.9 was one of the more unusual aircraft to be designed during the First World War and was a tractor biplane with a gun position mounted in front of the propeller.
The Royal Aircraft Factory B.E.10 was to have been a version of the B.E.2c constructed with a steel-tube fuselage instead of the wooden frame of the standard B.E.2c.
The Royal Aircraft Factory B.E.12 was a single seat version of the B.E.2c with a more powerful engine, originally designed to operate as a bomber or photographic reconnaissance aircraft, tasks for which the second crewman of the B.E.2c was not required
The Royal Aircraft Factory B.E.12a was produced in an attempt to improve the performance of the single seat B.E.12 by giving it the wings from the B.E.2e, which at the time was believed to be a vast improvement on the basic B.E.2c
The Royal Aircraft Factory B.E.12b was a higher powered version of the basic B.E.12 that was designed as a Home Defence aircraft but that entered service after the Zeppelin raids it was designed to counter had almost stopped.
The Royal Aircraft Factory B.E.8a was produced by fitting the rotary engined B.E.8 with the wings of the B.E.2c, giving it ailerons in place of the wing warping controls of the basic B.E.8.
The Royal Aircraft Factory B.E.9 was one of the more unusual aircraft to be designed during the First World War and was a tractor biplane with a gun position mounted in front of the propeller.
The Royal Aircraft Factory B.E.10 was to have been a version of the B.E.2c constructed with a steel-tube fuselage instead of the wooden frame of the standard B.E.2c.
The Royal Aircraft Factory B.E.12 was a single seat version of the B.E.2c with a more powerful engine, originally designed to operate as a bomber or photographic reconnaissance aircraft, tasks for which the second crewman of the B.E.2c was not required
The Royal Aircraft Factory B.E.12a was produced in an attempt to improve the performance of the single seat B.E.12 by giving it the wings from the B.E.2e, which at the time was believed to be a vast improvement on the basic B.E.2c
The Royal Aircraft Factory B.E.12b was a higher powered version of the basic B.E.12 that was designed as a Home Defence aircraft but that entered service after the Zeppelin raids it was designed to counter had almost stopped.
Monday, April 06, 2009
Royal Aircraft Factory B.E.2 family
We start with a list of Royal Aircraft Factory B.E.2/ B.E.12 Squadrons of the First World War.
The Royal Aircraft Factory (R.A.F.) was responsible for the design of most Royal Flying Corps aircraft in the early years of the First World War.
The Royal Aircraft Factory B.E.1 was the first tractor biplane to be designed by Geoffrey de Havilland, and was the immediate predecessor of the B.E.2 and its variants, the mainstay of the early R.F.C.
The Royal Aircraft Factory B.E.2 was the second in the Factory's series of experimental tractor biplanes, and was also the prototype for the B.E.2a and the family of aircraft that followed.
The Royal Aircraft Factory B.E.2a was a two seat tractor biplane that became the standard equipment of the pre-First World War Royal Flying Corps.
The Royal Aircraft Factory B.E.2b was a slightly improved version of the B.E.2a two-seat reconnaissance aircraft, developed early in 1914 to increase crew comfort.
The Royal Aircraft Factory B.E.2c was the most controversial British aircraft of the First World War. Designed to be a stable reconnaissance platform it was a perfectly capable military aircraft until the arrival of the Fokker E.I, when its built-in stability and lack of any defensive armament made it a sitting duck
The Royal Aircraft Factory B.E.2d was a version of the B.E.2c with dual controls and a modified fuel system that was produced in small numbers between October 1915 and early 1916.
The Royal Aircraft Factory B.E.2e was produced in an attempt to improve the military performance of the B.E.2c. Taken in isolation these efforts were successful, for the B.E.2e was the fastest version of the B.E.2, but the improvements weren't enough to compensate for the ever-increasing capacity of German fighter aircraft
The Royal Aircraft Factory B.E.2f was the designation given to existing B.E.2cs that had been modified to the B.E.2e standard by giving them the unequal span wings and modified tail of the newer design.
The Royal Aircraft Factory B.E.2g was the designation given to existing B.E.2ds that had been modified to the B.E.2e standard by giving them the unequal span wings and modified tail of the newer design.
The Royal Aircraft Factory B.E.3 was the third entry in the BE.1/2 family and differed from the earlier aircraft in having heavily staggered wingsThe Royal Aircraft Factory B.E.4 was structurally identical to the B.E.3 but with a more powerful engine
The Royal Aircraft Factory B.E.5 was one of a number of similar aircraft all based on the original B.E.1 built by the Aircraft Factory in the years before the First World War.
The Royal Aircraft Factory B.E.6 was one of a series of early R.A.F. aircraft that were official produced by reconstructing damaged aircraft, in this case the Factory's own S.E.1.
The Royal Aircraft Factory B.E.7 was a higher powered version of the B.E.3 and B.E.4, two experimental members of the B.E.2 family that were distinguished mainly by their staggered wings.
Airco D.H. Aircraft of the First World War
The Airco D.H.1 was the first production aircraft designed by Geoffrey de Havilland after his appointment as Chief Designer for the Aircraft Manufacturing Co. Ltd in June 1914.
The Airco D.H.2 was the first purpose built fighter aircraft to enter British service, and played a major part in the defeat of the Fokker monoplanes and the end of the Fokker scourge.
The Airco D.H.3 was Geoffrey de Havilland's first twin engined aircraft and was designed as a day bomber with the range to hit German industry.
The Airco D.H.4 was the Royal Flying Corps' first purpose-built day bomber, filling a role that until then had been carried out by aircraft that had been designed for other duties.
The Airco D.H.5 was designed in 1916 as a replacement for Geoffrey de Havilland's earlier D.H.2 pusher aircraft, but it was outclassed by its British contemporaries and was most useful as a ground attack aircraft
The Airco D.H.6 was Geoffrey de Havilland's first training aircraft, and was a deliberately simple aircraft designed to be produced in large numbers in preparation for the massive expansion of the R.F.C. planned for 1917.
The Airco D.H.7 was a design for a single-seat single-engined tractor fighter, to be powered by a Rolls-Royce Falcon engine.
The Airco D.H.8 was a design for a pusher aircraft that would have been armed with the 1 ½ pounder Coventry Ordnance Works gun (the C.O.W. Gun)
The Airco D.H.9 was an unsuccessful single engined day bomber designed to replace the D.H.4 but that was let down by its original engine.
The Airco D.H.9A was a single-engined day bomber produced by matching the fuselage of the unsuccessful Airco D.H.9 with a 400hp Liberty 12 engine. The resulting aircraft was one of the most successful bombers of its period and remained in front line service with the RAF until 1931.
The Airco D.H.10 Amiens was a two-engined heavy bomber based on the earlier D.H.3, but that arrived too late to make any contribution to the fighting during the First World War.
The Airco D.H.11 Oxford was designed as a potential replacement for the D.H.10 twin-engined day bomber, but never progressed beyond the prototype stage.
The Airco D.H.12 was to have been a twin engined day bomber based on the D.H.11 Oxford
The Airco D.H.14 Okapi was a single-engined day bomber designed to replace de Havilland's earlier single engined bombers, but that never progressed beyond the prototype stage.
The Airco D.H.15 Gazelle was an experimental version of the D.H.9A, built as a flying test bed for a 500hp B.H.P. Atlantic twelve cylinder watercooled engine
The Airco D.H.2 was the first purpose built fighter aircraft to enter British service, and played a major part in the defeat of the Fokker monoplanes and the end of the Fokker scourge.
The Airco D.H.3 was Geoffrey de Havilland's first twin engined aircraft and was designed as a day bomber with the range to hit German industry.
The Airco D.H.4 was the Royal Flying Corps' first purpose-built day bomber, filling a role that until then had been carried out by aircraft that had been designed for other duties.
The Airco D.H.5 was designed in 1916 as a replacement for Geoffrey de Havilland's earlier D.H.2 pusher aircraft, but it was outclassed by its British contemporaries and was most useful as a ground attack aircraft
The Airco D.H.6 was Geoffrey de Havilland's first training aircraft, and was a deliberately simple aircraft designed to be produced in large numbers in preparation for the massive expansion of the R.F.C. planned for 1917.
The Airco D.H.7 was a design for a single-seat single-engined tractor fighter, to be powered by a Rolls-Royce Falcon engine.
The Airco D.H.8 was a design for a pusher aircraft that would have been armed with the 1 ½ pounder Coventry Ordnance Works gun (the C.O.W. Gun)
The Airco D.H.9 was an unsuccessful single engined day bomber designed to replace the D.H.4 but that was let down by its original engine.
The Airco D.H.9A was a single-engined day bomber produced by matching the fuselage of the unsuccessful Airco D.H.9 with a 400hp Liberty 12 engine. The resulting aircraft was one of the most successful bombers of its period and remained in front line service with the RAF until 1931.
The Airco D.H.10 Amiens was a two-engined heavy bomber based on the earlier D.H.3, but that arrived too late to make any contribution to the fighting during the First World War.
The Airco D.H.11 Oxford was designed as a potential replacement for the D.H.10 twin-engined day bomber, but never progressed beyond the prototype stage.
The Airco D.H.12 was to have been a twin engined day bomber based on the D.H.11 Oxford
The Airco D.H.14 Okapi was a single-engined day bomber designed to replace de Havilland's earlier single engined bombers, but that never progressed beyond the prototype stage.
The Airco D.H.15 Gazelle was an experimental version of the D.H.9A, built as a flying test bed for a 500hp B.H.P. Atlantic twelve cylinder watercooled engine
Monday, March 30, 2009
51 BC – Mopping Up
The siege of Limonum, early 51 B.C., was an unsuccessful attempt by the Andes, one of the last rebellious tribes in Gaul, to capture the chief town of the Pictones tribe.
The battle on the Loire of early 51 B.C. was a Roman victory that effectively ended the Great Gallic revolt on the west coast of Gaul.
The siege of Uxellodunum (spring 51 B.C.) was the last attempt by the Gauls to defend a fortified town against a Roman attack during Caesar's Gallic War.
The defeat of Comius the Atrebatian, late in 51 B.C., was a minor cavalry skirmish noteworthy only for being the last recorded battle of Caesar's Gallic War.
The battle on the Loire of early 51 B.C. was a Roman victory that effectively ended the Great Gallic revolt on the west coast of Gaul.
The siege of Uxellodunum (spring 51 B.C.) was the last attempt by the Gauls to defend a fortified town against a Roman attack during Caesar's Gallic War.
The defeat of Comius the Atrebatian, late in 51 B.C., was a minor cavalry skirmish noteworthy only for being the last recorded battle of Caesar's Gallic War.
52 BC – The Great Gallic Revolt
The siege of Gorgobina (early 52 B.C.) saw Vercingetorix make an unsuccessful attack on a town that was under the protection of Julius Caesar. The Gauls were forced to lift the siege when Caesar approached from the north with his main army and besieged Novidunum, but the attack had forced the Romans to leave their winter quarters much earlier than they would have liked.
The siege of Vellaunodunum (early 52 B.C.) was the first of three Roman attacks on Gallic towns that forced Vercingetorix to abandon his siege of Gorgobina early in the Great Gallic Revolt of 52 B.C.
The siege of Cenabum (early 52 B.C.) was the second of three Roman attacks on Gallic towns that forced Vercingetorix to abandon his siege of Gorgobina, and that saw the Romans capture the town where the great Gallic revolt had begun.
The siege of Noviodunum (probably March 52 B.C.) was the third of three Roman attacks on Gallic towns that forced Vercingetorix to abandon his siege of Gorgobina. It also saw the first direct clash between the main armies of Caesar and Vercingetorix, a minor cavalry action fought outside the town
The battle of Lutetia (May 52 B.C.) was a victory won by Labienus, Caesar's most able lieutenant during the Gallic Wars, over the Senones and Parisii on the left bank of the Seine close to the centre of modern Paris.
The siege of Avaricum (c.March-April 52 B.C.) was the first major clash between Julius Caesar and Vercingetorix during the Great Gallic Revolt, and ended with a Roman victory and the sack of the town.
The unsuccessful siege of Gergovia (May 52 B.C.) was the only major setback suffered by an army led in person by Julius Caesar during the entire Gallic Wars.
The battle of the Vingeanne (July 52 B.C.) was a cavalry battle that saw the Romans and their German auxiliaries defeat a Gallic attack on their column, a defeat that may have been the main reason that Vercingetorix chose to defend the nearby town of Alesia.
The siege of Vellaunodunum (early 52 B.C.) was the first of three Roman attacks on Gallic towns that forced Vercingetorix to abandon his siege of Gorgobina early in the Great Gallic Revolt of 52 B.C.
The siege of Cenabum (early 52 B.C.) was the second of three Roman attacks on Gallic towns that forced Vercingetorix to abandon his siege of Gorgobina, and that saw the Romans capture the town where the great Gallic revolt had begun.
The siege of Noviodunum (probably March 52 B.C.) was the third of three Roman attacks on Gallic towns that forced Vercingetorix to abandon his siege of Gorgobina. It also saw the first direct clash between the main armies of Caesar and Vercingetorix, a minor cavalry action fought outside the town
The battle of Lutetia (May 52 B.C.) was a victory won by Labienus, Caesar's most able lieutenant during the Gallic Wars, over the Senones and Parisii on the left bank of the Seine close to the centre of modern Paris.
The siege of Avaricum (c.March-April 52 B.C.) was the first major clash between Julius Caesar and Vercingetorix during the Great Gallic Revolt, and ended with a Roman victory and the sack of the town.
The unsuccessful siege of Gergovia (May 52 B.C.) was the only major setback suffered by an army led in person by Julius Caesar during the entire Gallic Wars.
The battle of the Vingeanne (July 52 B.C.) was a cavalry battle that saw the Romans and their German auxiliaries defeat a Gallic attack on their column, a defeat that may have been the main reason that Vercingetorix chose to defend the nearby town of Alesia.
Vercingetorix, Cativolcus and Ambiorix
Vercingetorix was the best known, and perhaps the most able, leader of the Gallic opposition to Caesar during the Gallic War of 58-51 B.C.
Cativolcus (d.53 B.C.) was one of two kings of the Eburones tribe during the Gallic War.
Ambiorix (fl.54-53 B.C.) was one of the more successful leaders of the resistance to Caesar during the Gallic Wars, winning one of the few clear cut Gallic victories of the war when he destroyed a Roman legion at Aduataca.
Cativolcus (d.53 B.C.) was one of two kings of the Eburones tribe during the Gallic War.
Ambiorix (fl.54-53 B.C.) was one of the more successful leaders of the resistance to Caesar during the Gallic Wars, winning one of the few clear cut Gallic victories of the war when he destroyed a Roman legion at Aduataca.
The Gallic War, 58-52 BC
The Gallic War (58-51 B.C.) was the conflict in which Julius Caesar first emerged as a great military leader, after an earlier career as an impoverished populist politician. A conflict that began with an attempt to preserve stability on the borders of the Roman province of Transalpine Gaul soon turned into a war of conquest which only ended after Caesar had put down three major Gallic revolts.
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