We begin the week with a greatly expanded article on the battle of Baugé, a Scottish victory during the Hundred Years War, but one that was fought on French soil.
Sir John Steward, lord of Darnley, was a member of a distant cadet branch of the house of Stewart who came to prominence during the Scottish involvement in the fighting in France during the 1420s.
John Steward, third earl of Buchan, was the second son of Robert Stewart, first duke of Albany (c.1340-1420), the de facto ruler of Scotland for most of the period from 1388 until his death. He was also one of the leaders of the Scottish army that serving in France from 1419, defeating an English army at Bauge in 1421.
Archibald Douglas, earl of Wigtown, fifth earl of Douglas and duke of Touraine, was a Scottish magnate and soldier who’s most significant military achievement was the Franco-Scottish victory at Baugé in 1421
Wednesday, February 27, 2008
Battle of Corunna and actions at Cacabellos, Constantino, Lugo and Betanzos
The action at the defile of Cacabellos, 3 January 1809, was a minor British victory during Sir John Moore’s retreat to Corunna.
The skirmish at Constantino of 5 January 1809 was a rear-guard action during Sir John Moore’s retreat to Corunna in the winter of 1808-1809.
The fighting at Lugo on 7 January 1809 was the closest that the British and French came to fighting a full scale battle during Sir John Moore’s retreat to Corunna over the winter of 1808-1809.
The straggler's battle at Betanzos of 10 January 1809 was an incident late in Sir John Moore’s retreat to Corunna in the winter of 1808-1809.
The battle of Corunna, 16 January 1809, was the final fight during Sir John Moore’s retreat from Spain in the winter of 1808-1809.
The skirmish at Constantino of 5 January 1809 was a rear-guard action during Sir John Moore’s retreat to Corunna in the winter of 1808-1809.
The fighting at Lugo on 7 January 1809 was the closest that the British and French came to fighting a full scale battle during Sir John Moore’s retreat to Corunna over the winter of 1808-1809.
The straggler's battle at Betanzos of 10 January 1809 was an incident late in Sir John Moore’s retreat to Corunna in the winter of 1808-1809.
The battle of Corunna, 16 January 1809, was the final fight during Sir John Moore’s retreat from Spain in the winter of 1808-1809.
Storm of Mataro, first and second sieges of Gerona
The storm of Mataro of 17 June 1808 was a minor French victory that came just before General Duhesme’s first attempt to capture Gerona in June 1808.
The first siege of Gerona, 20-21 June 1808, was the first of three French attempts to seize this city, which blocked their lines of communication between Barcelona and Perpignan
The second siege of Gerona, 24 July-16 August 1808, was a second unsuccessful French attempt to capture the city of Gerona
The first siege of Gerona, 20-21 June 1808, was the first of three French attempts to seize this city, which blocked their lines of communication between Barcelona and Perpignan
The second siege of Gerona, 24 July-16 August 1808, was a second unsuccessful French attempt to capture the city of Gerona
Battle of Evora, sack of Cordova
The battle of Evora of 29 July 1808 was a French victory during the Portuguese rebellion of 1808.
The sack of Cordova of 7 June 1808 was an early indication of the ferocity which would be a distinguishing feature of the Spanish uprising against French Rule
The sack of Cordova of 7 June 1808 was an early indication of the ferocity which would be a distinguishing feature of the Spanish uprising against French Rule
Saturday, February 23, 2008
Panzer II Light Tank
The Panzer II Light Tank was the second German tank to enter mass production during the period of German rearmament in the 1930s and was the most common tank during 1939 and 1940
The Panzerkampfwagen II Ausf a/1. a/2 and a/3 were the three earliest experimental development versions of the Panzer II.
The Panzerkampfwagen II Ausf b was the second major development version of the Panzer II light tank.
The Panzerkampfwagen II Ausf c was the final development version of the Panzer II light tank.
The Panzerkampfwagen II Ausf A, Ausf B and Ausf C were the most common production versions of the Panzer II light tank.
The Panzerkampfwagen II Ausf D and Ausf E were virtually indistinguishable fast tanks, only very slightly related to the standard Panzer II light tank.
The 15cm slG33 auf Fahrgestell Panzerkampfwagen II (Sf) was the second attempt to mount the 15cm sIG 33 infantry howitzer on a tank chassis.
The Marder II was a self propelled anti-tank gun produced by mounting a 7.5cm PaK40/2 anti tank gun on the chassis of a Panzer II Ausf F 22 February
The Panzerkampfwagen II Ausf F was the last standard version of the Panzer II light tank.
The Panzerkampfwagen II Ausf L “Luchs” (Lynx) was the only one of a series of reconnaissance tanks based on the Panzer II to be produced in significant numbers.
The Wespe (wasp) was the last, and most numerous, of a series of self propelled guns based on the Panzer II fuselage and carried the German army’s standard 10.5cm howitzer (the Leichte Feldhaubitze 18M or leFH18M).
The Flammpanzer II was an unsuccessful attempt to produce mount flame-throwers on an armoured vehicle, for use against enemy bunkers.
The 7.62cm PaK36(t) auf Fahrgestell Panzerkampfwagen II Ausf D was an early and successful attempt to mount an anti-tank gun on a tank chassis. 21 February
The Panzerkampfwagen II Ausf a/1. a/2 and a/3 were the three earliest experimental development versions of the Panzer II.
The Panzerkampfwagen II Ausf b was the second major development version of the Panzer II light tank.
The Panzerkampfwagen II Ausf c was the final development version of the Panzer II light tank.
The Panzerkampfwagen II Ausf A, Ausf B and Ausf C were the most common production versions of the Panzer II light tank.
The Panzerkampfwagen II Ausf D and Ausf E were virtually indistinguishable fast tanks, only very slightly related to the standard Panzer II light tank.
The 15cm slG33 auf Fahrgestell Panzerkampfwagen II (Sf) was the second attempt to mount the 15cm sIG 33 infantry howitzer on a tank chassis.
The Marder II was a self propelled anti-tank gun produced by mounting a 7.5cm PaK40/2 anti tank gun on the chassis of a Panzer II Ausf F 22 February
The Panzerkampfwagen II Ausf F was the last standard version of the Panzer II light tank.
The Panzerkampfwagen II Ausf L “Luchs” (Lynx) was the only one of a series of reconnaissance tanks based on the Panzer II to be produced in significant numbers.
The Wespe (wasp) was the last, and most numerous, of a series of self propelled guns based on the Panzer II fuselage and carried the German army’s standard 10.5cm howitzer (the Leichte Feldhaubitze 18M or leFH18M).
The Flammpanzer II was an unsuccessful attempt to produce mount flame-throwers on an armoured vehicle, for use against enemy bunkers.
The 7.62cm PaK36(t) auf Fahrgestell Panzerkampfwagen II Ausf D was an early and successful attempt to mount an anti-tank gun on a tank chassis. 21 February
Wednesday, February 20, 2008
Admirals Bertram Ramsay and William Wake-Walker
Sir Bertram Ramsay was a British admiral best known for his role in organising the evacuation from Dunkirk in 1940 and for planning the naval part of the D-Day landings in 1944.
Sir William Wake-Walker was a British admiral best know for his role in the hunt for the Bismarck in May 1941.
Sir William Wake-Walker was a British admiral best know for his role in the hunt for the Bismarck in May 1941.
Siege of Calais and Battle of Boulogne, May 1940
The siege of Calais of 23-26 May 1940 saw some of the most desperate fighting during the German campaign in the west in 1940. A combined French and British force was able to hold off heavy German attacks for three critical days, allowing the Allies to consolidate their hold on Dunkirk, but at the cost of the virtual destruction of the garrison.
The battle of Boulogne of 22-25 May 1940 saw a British and French garrison hold off a determined German attack, before the British were evacuated by sea.
The battle of Boulogne of 22-25 May 1940 saw a British and French garrison hold off a determined German attack, before the British were evacuated by sea.
Operation Cycle and Operation Aerial
Operation Cycle was the code name for the evacuation of British and Allied troops from Havre on 10-13 June 1940
Operation Aerial was the code name given to the evacuation of British and Allied troops from the ports of north west France between 15 and 25 June 1940.
Operation Aerial was the code name given to the evacuation of British and Allied troops from the ports of north west France between 15 and 25 June 1940.
John Vereker, sixth Viscount Gort
John Vereker, sixth Viscount Gort, was a British soldier best known for his period in command of the B.E.F. in 1939-1940, which ended with the evacuation from Dunkirk.
Operation Dynamo, the evacuation from Dunkirk
Operation Dynamo, the evacuation from Dunkirk of 27 May-4 June 1940, is one of the most celebrated military events in British history, and yet it was the direct result of one of the most crushing defeats suffered by the British army. Over nine days nearly 300,000 men from the BEF were evacuated from Dunkirk, an action that allowed Britain to stay in the war.
Thursday, February 14, 2008
Gloster Meteor
The Gloster E.28/39 was the first British aircraft to be powered by a jet engine, making its maiden flight in 1941.
We begin a series of articles on the Gloster Meteor with a look at the development of the aircraft.
The Gloster Meteor F Mk.I was the first Allied jet aircraft to enter service during the Second World War, and the first production version of an aircraft that would remain in front line RAF service until 1961
The Gloster Meteor F Mk.II was the designation for a version of the Meteor powered by de Havilland H.1 engines. Only one was built.
The Gloster Meteor F Mk.III was the first version of the Meteor to be produced in large numbers, and the first truly satisfactory version of the aircraft.
The designation Meteor FR Mk.5 was given to a single Gloster Meteor F.Mk.4 (VT347) experimentally modified to operate as a fighter-reconnaissance aircraft
The Gloster Meteor F.Mk.6 was a proposal for an improved version of the Meteor jet, using long engine nacelles and the Derwent 7 engine. None were built.
The Gloster Meteor T Mk.7 was a two seat trainer, based on the Meteor F Mk.4.
The Gloster Meteor F Mk.8 was the last and best day fighter version of the Meteor, and equipped the majority of home based RAF fighter squadrons in the early 1950s.
The Gloster Meteor FR Mk.9 was a low level fighter-reconnaissance version of the Meteor Mk.8.
The Gloster Meteor PR Mk.10 was a high level unarmed reconnaissance aircraft.
The Gloster Meteor NF Mk.11 was the first of a series of night fighters based on the Meteor and designed to fill a short term need for a replacement for the Mosquito
The Gloster Meteor NF Mk.12 was the second development of the Meteor night fighter, this time based around the American APS-21 radar (AI Mk.21 in RAF service)
The Gloster Meteor NF Mk.13 was a tropicalised version of the NF Mk.11, forty of which were converted on the production line to equip the RAF in the Middle East
The Gloster Meteor NF Mk.14 was the final night fighter version of the Meteor, featuring an improved clear-vision sliding canopy and slightly more powerful engines than the earlier NF Mk.12.
The Gloster Meteor U Mk.15 was an unmanned target drone created from converted surplus F Mk.4 fighters
The Gloster Meteor U Mk.16 was an unmanned target drone based on the F Mk.8.
The Gloster Meteor TT Mk.20 was a target towing aircraft based on the NF Mk.11
The Gloster Meteor U Mk.21 was an unmanned drone, similar to the U Mk.16 and like that aircraft based on the F Mk.8 fighter, but built for use in Australia
The Gloster E.5/42 was a design for a single engined jet fighter that saw some development work in 1943 as an alternative in case the Meteor project was delayed by problems with the Whittle W2.B jet engine.
The Gloster Meteor was sold to twelve countries, remaining in service in some of them well into the 1970s.
A list of the Gloster Meteor Squadrons of the RAF
The Gloster Meteor was the only Allied jet aircraft to see combat during the Second World War, making its debut a few days after the Me 262
The Gloster Meteor has a limited post-war combat career, despite remaining in serving until 1961
We begin a series of articles on the Gloster Meteor with a look at the development of the aircraft.
The Gloster Meteor F Mk.I was the first Allied jet aircraft to enter service during the Second World War, and the first production version of an aircraft that would remain in front line RAF service until 1961
The Gloster Meteor F Mk.II was the designation for a version of the Meteor powered by de Havilland H.1 engines. Only one was built.
The Gloster Meteor F Mk.III was the first version of the Meteor to be produced in large numbers, and the first truly satisfactory version of the aircraft.
The designation Meteor FR Mk.5 was given to a single Gloster Meteor F.Mk.4 (VT347) experimentally modified to operate as a fighter-reconnaissance aircraft
The Gloster Meteor F.Mk.6 was a proposal for an improved version of the Meteor jet, using long engine nacelles and the Derwent 7 engine. None were built.
The Gloster Meteor T Mk.7 was a two seat trainer, based on the Meteor F Mk.4.
The Gloster Meteor F Mk.8 was the last and best day fighter version of the Meteor, and equipped the majority of home based RAF fighter squadrons in the early 1950s.
The Gloster Meteor FR Mk.9 was a low level fighter-reconnaissance version of the Meteor Mk.8.
The Gloster Meteor PR Mk.10 was a high level unarmed reconnaissance aircraft.
The Gloster Meteor NF Mk.11 was the first of a series of night fighters based on the Meteor and designed to fill a short term need for a replacement for the Mosquito
The Gloster Meteor NF Mk.12 was the second development of the Meteor night fighter, this time based around the American APS-21 radar (AI Mk.21 in RAF service)
The Gloster Meteor NF Mk.13 was a tropicalised version of the NF Mk.11, forty of which were converted on the production line to equip the RAF in the Middle East
The Gloster Meteor NF Mk.14 was the final night fighter version of the Meteor, featuring an improved clear-vision sliding canopy and slightly more powerful engines than the earlier NF Mk.12.
The Gloster Meteor U Mk.15 was an unmanned target drone created from converted surplus F Mk.4 fighters
The Gloster Meteor U Mk.16 was an unmanned target drone based on the F Mk.8.
The Gloster Meteor TT Mk.20 was a target towing aircraft based on the NF Mk.11
The Gloster Meteor U Mk.21 was an unmanned drone, similar to the U Mk.16 and like that aircraft based on the F Mk.8 fighter, but built for use in Australia
The Gloster E.5/42 was a design for a single engined jet fighter that saw some development work in 1943 as an alternative in case the Meteor project was delayed by problems with the Whittle W2.B jet engine.
The Gloster Meteor was sold to twelve countries, remaining in service in some of them well into the 1970s.
A list of the Gloster Meteor Squadrons of the RAF
The Gloster Meteor was the only Allied jet aircraft to see combat during the Second World War, making its debut a few days after the Me 262
The Gloster Meteor has a limited post-war combat career, despite remaining in serving until 1961
Thursday, February 07, 2008
Today we complete our series of articles on the Consolidated B-24 Liberator
Today we complete our series of articles on the Consolidated B-24 Liberator
A look at the development of the Consolidated B-24 Liberator, the US military aircraft produced in the largest numbers
We look at the service record of the B-24 Liberator with the Eighth Air Force in England, the B-24 in the Mediterranean and the B-24 in the Pacific.
We add a list of Consolidated B-24 Liberator Groups of the USAAF
A look at the development of the Consolidated B-24 Liberator, the US military aircraft produced in the largest numbers
We look at the service record of the B-24 Liberator with the Eighth Air Force in England, the B-24 in the Mediterranean and the B-24 in the Pacific.
We add a list of Consolidated B-24 Liberator Groups of the USAAF
Wednesday, February 06, 2008
Operation Tidalwave, 1 August 1943
Operation Tidalwave, 1 August 1943, was a low level attack on the oil refineries at Ploesti, carried out by B-24 Liberators from bases in North Africa.
Consolidated B-24 Liberator variants
The Consolidated LB-30 was the USAAF designation for 75 Liberator IIs taken from an RAF order in the aftermath of Pearl Harbor
The Consolidated B-24G Liberator was the designation given to B-24 Liberators built by North American at Dallas. It would become the third version of the aircraft to be built with a nose turret
The Consolidated B-24J Liberator was built in larger numbers than any version of the aircraft, with a total of 6,678 aircraft being built by all five factories involved in the Liberator Production Pool.
The single Consolidated XB-24K Liberator saw the first attempt to fit a single vertical tail to the B-24 with the aim of improving the stability of the aircraft
The Consolidated B-24L Liberator was an attempt to improve the performance of the aircraft by reducing its weight.
The Consolidated B-24M Liberator was the final production version of the aircraft, and was produced by the two remaining Liberator factories – Consolidated at San Diego and Ford at Willow Run.
The Consolidated XB-24N Liberator was a second attempt to fit the B-24 with a single fin and would have been the standard version of the aircraft if the war had continued into 1946
The Consolidated F-7 was a photographic reconnaissance version of the B-24 Liberator, produced at the Army Modification Centres.
The Consolidated C-109 Tanker was a fuel transport aircraft based on the B-24.
The Consolidated PB4Y-1 Liberator was the US Navy’s designation for the B-24, used to fly long range anti-submarine patrols
The Consolidated C-87 Liberator Express was produced in response to a USAAF request for long range transport aircraft.
The Consolidated RY Liberator was the US Navy designation for transport aircraft based on the B-24 Liberator, known as the C-87 in the USAAF.
The Consolidated XB-41 Liberator was a prototype for a heavily armed escort fighter based on the B-24
The Consolidated B-24G Liberator was the designation given to B-24 Liberators built by North American at Dallas. It would become the third version of the aircraft to be built with a nose turret
The Consolidated B-24J Liberator was built in larger numbers than any version of the aircraft, with a total of 6,678 aircraft being built by all five factories involved in the Liberator Production Pool.
The single Consolidated XB-24K Liberator saw the first attempt to fit a single vertical tail to the B-24 with the aim of improving the stability of the aircraft
The Consolidated B-24L Liberator was an attempt to improve the performance of the aircraft by reducing its weight.
The Consolidated B-24M Liberator was the final production version of the aircraft, and was produced by the two remaining Liberator factories – Consolidated at San Diego and Ford at Willow Run.
The Consolidated XB-24N Liberator was a second attempt to fit the B-24 with a single fin and would have been the standard version of the aircraft if the war had continued into 1946
The Consolidated F-7 was a photographic reconnaissance version of the B-24 Liberator, produced at the Army Modification Centres.
The Consolidated C-109 Tanker was a fuel transport aircraft based on the B-24.
The Consolidated PB4Y-1 Liberator was the US Navy’s designation for the B-24, used to fly long range anti-submarine patrols
The Consolidated C-87 Liberator Express was produced in response to a USAAF request for long range transport aircraft.
The Consolidated RY Liberator was the US Navy designation for transport aircraft based on the B-24 Liberator, known as the C-87 in the USAAF.
The Consolidated XB-41 Liberator was a prototype for a heavily armed escort fighter based on the B-24
B-24 Liberator units of the Eighth Air Force
The 34th Bombardment Group spent the first few months of the Second World War protecting the American coast, before becoming a training squadron. Finally from April 1944 the group joined the Eighth Air Force, operating the B-24 and then B-17 over Europe.
The 44th Bombardment Group was one of those Eighth Air Force units that flew the B-24 for the entire war, spending an unusually large amount of its time on tactical missions, as well as contributing detachments to the fighting in Italy.
The 93rd Bombardment Group was one of those Eighth Air Force units that operated the B-24 Liberator through the Second World War, taking part in the Strategic bombing campaign as well as sending three detachments to the Mediterranean and taking part in the attack on Ploesti
The 389th Bombardment Group was a B-24 unit of the Eighth Air Force that gained its first combat experience on detachment to North Africa between July and October 1943
The 392nd Bombardment Group was a B-24 Liberator group of the Eighth Air Force which operated from Wendling from July 1943 until June 1945.
The 445th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force which operated from Tibenham from November 1943 to the end of the war in Europe.
The 446th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force which operated from Flixton, England from November 1943 until the end of the war in Europe.
The 448th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force that operated from Seething from December 1943 until the end of the war in Europe.
The 453rd Bombardment Group was a B-24 Liberator unit that was active from Old Buckenham in England from February 1944 until the end of the war in Europe.
The 466th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force, based at Attlebridge, Norfolk, from March 1944 to the end of the war in Europe.
The 467th Bombardment Group was a B-24 Liberator unit within the Eighth Air Force that was based at Rackheath, Norfolk, from March 1944 until the end of the war in Europe.
The 482nd Bombardment Group provided a pathfinder force for the heavy bombers of the Eighth Air Force.
The 486th Bombardment Group was a heavy bomber unit of the Eighth Air Force, entering combat with the B-24 in May 1944 but converting to the B-17 two months later.
The 487th Bombardment Group was a heavy bomber unit of the Eighth Air Force, based at Lavenham, Suffolk, from August 1944 until the end of the war in Europe.
The 489th Bombardment Group was a B-24 Liberator unit within the Eighth Air Force, noteworthy for containing the only man to be awarded the Medal of Honor while flying an Eighth Air Force B-24 from Britain
The 490th Bombardment Group was a heavy bomber unit of the Eighth Air Force that entered combat just before the D-Day landings, attacking German airfields.
The 491st Bombardment Group was a B-24 Liberator group of the Eighth Air Force that entered combat early in June 1944, just before the D-Day landings.
The 492nd Bombardment Group was a unit of the Eighth Air Force, but despite being a heavy bombardment group it actually spent most of its time in Europe flying Carpetbagger missions, transporting agents and supplies to resistance movements in Occupied EuropeThe 493rd Bombardment Group was a heavy bomber unit of the Eighth Air Force, that entered combat in May 1944, just in time to take part in the operations to support the D-Day landings.5 February
The 44th Bombardment Group was one of those Eighth Air Force units that flew the B-24 for the entire war, spending an unusually large amount of its time on tactical missions, as well as contributing detachments to the fighting in Italy.
The 93rd Bombardment Group was one of those Eighth Air Force units that operated the B-24 Liberator through the Second World War, taking part in the Strategic bombing campaign as well as sending three detachments to the Mediterranean and taking part in the attack on Ploesti
The 389th Bombardment Group was a B-24 unit of the Eighth Air Force that gained its first combat experience on detachment to North Africa between July and October 1943
The 392nd Bombardment Group was a B-24 Liberator group of the Eighth Air Force which operated from Wendling from July 1943 until June 1945.
The 445th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force which operated from Tibenham from November 1943 to the end of the war in Europe.
The 446th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force which operated from Flixton, England from November 1943 until the end of the war in Europe.
The 448th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force that operated from Seething from December 1943 until the end of the war in Europe.
The 453rd Bombardment Group was a B-24 Liberator unit that was active from Old Buckenham in England from February 1944 until the end of the war in Europe.
The 466th Bombardment Group was a B-24 Liberator unit of the Eighth Air Force, based at Attlebridge, Norfolk, from March 1944 to the end of the war in Europe.
The 467th Bombardment Group was a B-24 Liberator unit within the Eighth Air Force that was based at Rackheath, Norfolk, from March 1944 until the end of the war in Europe.
The 482nd Bombardment Group provided a pathfinder force for the heavy bombers of the Eighth Air Force.
The 486th Bombardment Group was a heavy bomber unit of the Eighth Air Force, entering combat with the B-24 in May 1944 but converting to the B-17 two months later.
The 487th Bombardment Group was a heavy bomber unit of the Eighth Air Force, based at Lavenham, Suffolk, from August 1944 until the end of the war in Europe.
The 489th Bombardment Group was a B-24 Liberator unit within the Eighth Air Force, noteworthy for containing the only man to be awarded the Medal of Honor while flying an Eighth Air Force B-24 from Britain
The 490th Bombardment Group was a heavy bomber unit of the Eighth Air Force that entered combat just before the D-Day landings, attacking German airfields.
The 491st Bombardment Group was a B-24 Liberator group of the Eighth Air Force that entered combat early in June 1944, just before the D-Day landings.
The 492nd Bombardment Group was a unit of the Eighth Air Force, but despite being a heavy bombardment group it actually spent most of its time in Europe flying Carpetbagger missions, transporting agents and supplies to resistance movements in Occupied EuropeThe 493rd Bombardment Group was a heavy bomber unit of the Eighth Air Force, that entered combat in May 1944, just in time to take part in the operations to support the D-Day landings.5 February
Friday, February 01, 2008
Napoleonic Treaties: Alessandra, Steyer, Lunéville and Florence
The Convention of Alessandria of 15 June 1800 ended Napoleon’s victorious Italian campaign of 1800.
The Armistice of Steyer of 25 December 1800 ended the fighting in the Revolutionary Wars.
The Peace of Lunéville of 9 February 1801 ended the Revolutionary Wars and was a major French triumph.
The Treaty of Florence of 28 March 1801 confirmed French dominance in Italy.
The Armistice of Steyer of 25 December 1800 ended the fighting in the Revolutionary Wars.
The Peace of Lunéville of 9 February 1801 ended the Revolutionary Wars and was a major French triumph.
The Treaty of Florence of 28 March 1801 confirmed French dominance in Italy.
Marshal Lefebvre and General Lefebvre-Desnouettes
Francois Joseph Lefebvre, Duke of Danzig, 1755-1820, was one of Napoleon's more experienced marshals, rising to the rank of general of division during the revolutionary wars. Despite this he rarely held an independent command and did not take command of a large battle until Zornoza in 1808.
Charles Lefebvre-Desnouettes was a very capable French cavalry commander who fought in most major campaigns of the Revolutionary and Napoleonic Wars. He was present at Marengo and Austerlitz, fought in Spain in 1808, took part in the invasion of Russia in 1812 and was wounded at Waterloo.
Charles Lefebvre-Desnouettes was a very capable French cavalry commander who fought in most major campaigns of the Revolutionary and Napoleonic Wars. He was present at Marengo and Austerlitz, fought in Spain in 1808, took part in the invasion of Russia in 1812 and was wounded at Waterloo.
Consolidated B-24 Liberator
The Consolidated Liberator III was the British designation for the B-24D, serving with thirteen squadrons, seven of them performing maritime patrol duties.
The Consolidated Liberator IV was apparently the designation given to the B-24E for RAF service, but no squadrons appear to have used that aircraft.
The Consolidated Liberator VI was the RAF designation for the B-24H and early B-24Js, the first production versions of the aircraft to be built with a nose turret and was the most numerous RAF version of the Liberator
The Consolidated Liberator VII was the British designation for the C-87 Liberator Express long range transport plane.
The Consolidated Liberator VIII was the RAF designation for late production B-24Js. The type equipped twenty three squadrons, although ten of those were post-war transport squadrons, leaving thirteen wartime operators of the aircraft
The Consolidated Liberator IX was the RAF designation given to 27 RY-3 transport aircraft. This was a transport aircraft based on the PB4Y-2 Privateer, a specifically naval version of the B-24 Liberator.
The six Consolidated LB-30As were the first production version of the Liberator bomber to be produced, entering RAF Service in 1941.
The Consolidated Liberator I was the first version of the aircraft to see active service with the RAF, carrying out anti-submarine patrols with No.120 Squadron.
The Consolidated Liberator II was the final version of the aircraft to be build as part of the original French order for the LB-30 and the first to feature the long nose that became a standard feature of all later versions.
The Consolidated Liberator GR V was a version of the Liberator III/ B-24D modified for service with Coastal Command.
The Consolidated Liberator IV was apparently the designation given to the B-24E for RAF service, but no squadrons appear to have used that aircraft.
The Consolidated Liberator VI was the RAF designation for the B-24H and early B-24Js, the first production versions of the aircraft to be built with a nose turret and was the most numerous RAF version of the Liberator
The Consolidated Liberator VII was the British designation for the C-87 Liberator Express long range transport plane.
The Consolidated Liberator VIII was the RAF designation for late production B-24Js. The type equipped twenty three squadrons, although ten of those were post-war transport squadrons, leaving thirteen wartime operators of the aircraft
The Consolidated Liberator IX was the RAF designation given to 27 RY-3 transport aircraft. This was a transport aircraft based on the PB4Y-2 Privateer, a specifically naval version of the B-24 Liberator.
The six Consolidated LB-30As were the first production version of the Liberator bomber to be produced, entering RAF Service in 1941.
The Consolidated Liberator I was the first version of the aircraft to see active service with the RAF, carrying out anti-submarine patrols with No.120 Squadron.
The Consolidated Liberator II was the final version of the aircraft to be build as part of the original French order for the LB-30 and the first to feature the long nose that became a standard feature of all later versions.
The Consolidated Liberator GR V was a version of the Liberator III/ B-24D modified for service with Coastal Command.
RAF Squadrons
No. 88 Squadron served as a medium bomber squadron throughout the Second World War, beginning and ending the war supporting the Army as it fought in Europe, although in very different circumstances.
No. 90 Squadron was the first RAF squadron to operate the Flying Fortress, but in an early ineffective version. It was later reformed as a Stirling and then Lancaster bomber squadron.
No. 96 Squadron went through two incarnations during the Second World War, first as a night fighter unit (1940-1944) and then as a transport unit in India.
No. 97 Squadron was one of the small number of squadrons to use the Avro Manchester, before converting to the Lancaster at the start of 1942.
No. 98 Squadron began the war as a training unit operating the Fairey Battle, before being reformed as a Mitchell bomber squadron late in 1942.
No. 99 Squadron (Madras Presidency) spent most of the Second World War operating the Vickers Wellington, first from Britain and later from India, where it eventually converted to the Liberator.
No. 90 Squadron was the first RAF squadron to operate the Flying Fortress, but in an early ineffective version. It was later reformed as a Stirling and then Lancaster bomber squadron.
No. 96 Squadron went through two incarnations during the Second World War, first as a night fighter unit (1940-1944) and then as a transport unit in India.
No. 97 Squadron was one of the small number of squadrons to use the Avro Manchester, before converting to the Lancaster at the start of 1942.
No. 98 Squadron began the war as a training unit operating the Fairey Battle, before being reformed as a Mitchell bomber squadron late in 1942.
No. 99 Squadron (Madras Presidency) spent most of the Second World War operating the Vickers Wellington, first from Britain and later from India, where it eventually converted to the Liberator.
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