Military History Blog on the Web

494th Bombardment Group and 864th, 865th, 866th and 867th Bombardment Squadrons

noreply@blogger.com (John Rickard) — Thu, 17 Jul 2008 17:10:53 -0500

The 494th Bombardment Group (Heavy) operated the B-24 Liberator with the Seventh Air Force in the Pacific from late in 1944 to the end of the Second World War. The 864th Bombardment Squadron, 865th Bombardment Squadron and 866th Bombardment Squadron were all formed as part of the 494th Bombardment Group, the last B-24 Liberator group to be deployed from the United States during the Second World War.

21st, 27th and 867th Bombardment Squadrons, AAF

noreply@blogger.com (John Rickard) — Thu, 17 Jul 2008 17:10:33 -0500

The 21st Bombardment Squadron (Heavy) was one of a small number of USAAF units to take part in the fighting on the Aleutian Islands, becoming one of the first squadrons to make a land-based attack on the Japanese home islands.
The 27th Bombardment Squadron spent 1942 and 1943 flying anti-submarine warfare patrols and training replacement crews before moving to the Central Pacific in November 1943 to take part in the island hopping campaign.Despite its eventual high number the 867th Bombardment Squadron was in action almost from the start of the American involvement in the Second World War, flying anti-submarine warfare patrols for eighteen months before joining the Seventh Air Force as a heavy bomber squadron with the 494th Bombardment Group.

Operations Hurry, Hats, Squawk and Coat

noreply@blogger.com (John Rickard) — Thu, 17 Jul 2008 17:08:30 -0500

Operation Hurry (1-4 August 1940) was a Royal Navy operation whose main purpose was to ferry twelve Hawker Hurricane aircraft to Malta, where they were desperately needed to reinforce the beleaguered garrison
Operation Hats (30 August-5 September 1940) was one of a series of complex operations carried out by the Royal Navy after the entry of Italy into the Second World War effectively split the British Mediterranean fleet in two.
Operation Squawk (31 August-1 September 1940) was a deception operation carried out as part of Operation Hats, a major fleet movement in the Mediterranean, and was designed to convince the Italians that Admiral Somerville’s Force H from Gibraltar was heading for GenoaOperation Coat (15-20 November 1940) was the second attempt to ferry Hurricane fighters to the beleaguered island of Malta by aircraft carrier, but unlike the first attempt the operation ended in failure

Admiral Sir James Somerville

noreply@blogger.com (John Rickard) — Thu, 17 Jul 2008 17:07:45 -0500

Admiral Sir James Somerville (1882-1949) was one of the most able British admirals of the Second World War, serving at Dunkirk, as the commander of Force H at Gibraltar and as Commander-in-Chief of the Eastern Fleet, despite having only been declared fit for light duties at the start of the war.

Operation Collar and The action off Cape Spartiavento (Sardinia)

noreply@blogger.com (John Rickard) — Mon, 14 Jul 2008 16:08:48 -0500

Operation Collar (24-30 November 1940) was a British naval operation launched from both ends of the Mediterranean, with the intention of combining the movement of two small convoys with the redistribution of British naval forces.
The action off Cape Spartiavento (Sardinia) of 27 November 1940 was an inconclusive clash between elements of the British and Italian fleets which came about because of Italian efforts to interfere with Operation Collar.

Admirals Dudley Pound, John Cunningham and Lord Cork

noreply@blogger.com (John Rickard) — Mon, 14 Jul 2008 16:06:35 -0500

Sir Dudley Pound was the First Sea Lord, the professional head of the Royal Navy from early in 1939 until just before his death in October 1943.
Sir John Cunningham was a British admiral who rose to become Commander-in-Chief in the Mediterranean from 1943 until the end of the Second World War.
William Boyle, 12th Earl of Cork and Orrery was a British admiral who was appointed to command the Allied forces involved in the attack on Narvik in April-May 1940

Bell P-39 Airacobra and related aircraft

noreply@blogger.com (John Rickard) — Fri, 11 Jul 2008 10:28:25 -0500

We start with a look at the development of the P-39 Airacobra

Bell P-39 Airacobra in American Service: The Bell P-39 Airacobra was the least well regarded fighter aircraft to serve in large numbers with the USAAF during the Second World War, but despite this it did perform some useful services on New Guinea and Guadalcanal early in the war in the Pacific

Bell P-39 Airacobra in Soviet Service: The Bell P-39 Airacobra had a terrible reputation amongst British and American pilots, but it rapidly became one of the favourite fighters in the Soviet Union. Of the top six Soviet air aces, four scored the majority of their victories in the Kobra.

The Bell P-400/ Airacobra I was the export version of the P-39 Airacobra, originally developed in response to a French order of 30 March 1940 for 170 aircraft.

The Bell Airacobra first entered service with the RAF, in October 1941, but only flew a handful of sorties before it was withdrawn from the front line.

The Bell P-39C Airacobra was the first production version of the Airacobra, although only twenty aircraft were produced before production moved on to the P-39D.

The Bell P-39D Airacobra was the first version of the Airacobra to be produced in large numbers, and the first to reach the Soviet Union, where the aircraft would achieve its main successes.

The Bell XP-39E Airacobra was an experimental version of the Airacobra originally produced as a test bed for the Continental V-1430 engine.

The Bell P-39F Airacobra was produced in order to cope with a shortage of Curtiss Electric propellers and used the 10ft 4in Aeroproducts propeller.

The Bell P-39G Airacobra was to have been similar to the earlier P-39D-2 lend lease aircraft, but using a different propeller to replace the Curtiss Electric. None were produced.

The Bell P-39J Airacobra designation was given to the last twenty-five aircraft ordered as P-39F Airacobras.

The Bell P-39K Airacobra designation was given to the first 210 aircraft that had originally been ordered as the P-39G.

The Bell P-39L Airacobra designation was given to 250 aircraft produced with the Allison V-1710-63 engine and a 10ft 4in Curtiss Electric propeller

The Bell P-39M Airacobra designation was given to 240 aircraft powered by the Allison V-1710-67 (E8) engine, a lowered powered model than was then standard in the Airacobra, but one that gave more power at 15,000ft than the -63 used in the P-39K and P-39L.

The Bell P-39N Airacobra was the first version of the Airacobra to be produced in truly large numbers, with a total of production run of 2,095 aircraft in three main sub-series.

The Bell P-39Q was the last version of the Airacobra, and was produced in greater numbers than any earlier version, with the 4,905 built representing just over half of the total production run of 9,529 aircraft.

The Bell XFL-1 Airabonita was a variant of the Airacobra that was produced for the US Navy as a possible replacement for its fleet of aging biplanes.

The Bell P-59A Airacomet was the first American jet fighter to take to the air, making its maiden flight on 1 October 1942.
The Bell XP-83 was developed in an attempt to produce a long range jet powered escort fighter.

Bell XP-52, XP-59 and XP-77 fighter aircraft

noreply@blogger.com (John Rickard) — Fri, 04 Jul 2008 15:56:32 -0500

The Bell XP-52 (Model 16) twin-boomed pusher aircraft was one of a number of unusual designs for fighter aircraft produced in the United States during the Second World War.
The Bell XP-59 (Model 16) was the designation given to a short-lived project to produce a twin-boom pusher fighter powered by a Pratt & Whitney R-2800 engine.
The Bell XP-77 was a lightweight wooden fighter aircraft produced to solve a problem that never materialised.

Hawker Hurricane and HMS Queen Elizabeth galleries

noreply@blogger.com (John Rickard) — Thu, 03 Jul 2008 16:28:49 -0500

We return from a short break with picture galleries on the Hawker Hurricane and on HMS Queen Elizabeth

Carpio, Rio Mayor, El Boden, Aldea de Ponte and Bornos

noreply@blogger.com (John Rickard) — Fri, 06 Jun 2008 13:23:44 -0500

The combat of Carpio of 25 September 1811 was a minor clash between Wellington’s cavalry screen and part of a French army under Marmont that had just raised the blockade of Ciudad Rodrigo.
The skirmish of Rio Mayor of 19 January 1811 was one of the very few significant clashes to take place while Masséna’s army was camped at Santarem, after his retreat from the lines of Torres Vedras.
The combat of El Bodon of 25 September 1811 was a lucky escape for the British and Portuguese army on the Spanish border in the autumn of 1811.
The combat of Aldea de Ponte of 27 September 1811 was a rearguard action fought during Wellington’s retreat from Fuente Guinaldo to Alfayates in the aftermath of the combat of El Boden.
The combat of Bornos of 5 November 1811 was the only fighting to take place during one of Marshal Soult’s repeated attempts to catch the Spanish General Ballasteros, who had proved himself to be a master of small scale warfare in the south of Andalusia

Sieges of Tortosa and Tarragona, 1810-11

noreply@blogger.com (John Rickard) — Fri, 06 Jun 2008 13:22:30 -0500

The siege of Tortosa of 16 December 1810-2 January 1811 was the first of three successful French attacks on Spanish-held cities that briefly appeared to give the French control of eastern Spain.
The siege of Tarragona of 3 May-28 June 1811 was the second of three sieges that saw the French seize the last major cities in Spanish hands in the east of the country in a twelve month period, an achievement that seemed like it might given them a chance to finally secure their control of the area

Almazan, Villagarcia and Baza, 1810

noreply@blogger.com (John Rickard) — Tue, 03 Jun 2008 17:16:24 -0500

The combat of Almazan of 10 July 1810 demonstrated the difficulties the French facing in moving even quite large bodies of reinforcements to their armies in Spain.
The battle of Villagarcia of 11 August 1810 was a French victory that ended a Spanish attempt to liberate Seville, but that also demonstrated the vulnerability of the French position in Andalusia.
The combat of Baza of 4 November 1810 was a French victory won on the borders of Murcia and Granada, which ended a Spanish attempt to threaten the French position in Granada.

Siege of Cadiz and battle of Barrosa

noreply@blogger.com (John Rickard) — Tue, 03 Jun 2008 17:15:50 -0500

The siege of Cadiz of 5 February 1810-24 August 1812 was the longest and arguably most important of the many sieges that punctuated the Peninsular War.
The campaign that led to the battle of Barrosa demonstrated the weakness of the French position in Andalusia during the two and a half years that they occupied the province.
The battle of Barrosa of 5 March 1811 was the end result of one of the most significant attempts made by the garrison of Cadiz to lift the French siege of Cadiz

Nos.24, 25, 26 and 27 Squadron

noreply@blogger.com (John Rickard) — Tue, 03 Jun 2008 17:14:50 -0500

Throughout the Second World War No.24 Squadron served as a communications and transport squadron, operating a wide range of aircraft.
No.25 Squadron served as a night fighter squadron throughout the Second World War, first with the Blenheim, then the Beaufighter and finally with the Mosquito
No.26 Squadron began the Second World War as an army co-operation squadron equipped with the Westland Lysander, but spent much of the war as a tactical reconnaissance and daylight intruder squadron.
At the start of the Second World War in the east No.27 Squadron was a Blenheim-equipped fighter squadron based in Malaya. After only two months the squadron had been forced to retreat to Sumatra, where it ceased to exist. It was reformed later in the year and operated as a Beaufighter equipped ground attack squadron for the rest of the war.

Lockheed Ventura, B-34, B-37, PV-1 and PV-2

noreply@blogger.com (John Rickard) — Thu, 29 May 2008 16:34:44 -0500

The Lockheed Ventura was a medium bomber ordered for the RAF after the early success of the Lockheed Hudson, but was not as successful as the earlier aircraft, entering service too late to serve in the day bomber role it was designed to perform.
The Lockheed Model 37 was the USAAF designation given to 264 Ventura II medium bombers taken over from RAF orders after Pearl Harbor.
The Lockheed B-34 was the lend-lease designation given to the Lockheed Ventura, but of the 200 aircraft produced under this designation only 66 actually went to the RAF or Commonwealth airforces (as the Ventura IIA), while the remaining 124 were retained by the USAAF
The Lockheed B-37 was a medium bomber based on the Ventura, produced in very small numbers for the USAAF.
The Lockheed PV-1 was the designation given to the Ventura bomber in service with the US Navy.
The Lockheed PV-2 Harpoon was the final production version of the Ventura bomber, modified to make it a better maritime patrol aircraft.

US Navy aircraft designations of the Second World War

noreply@blogger.com (John Rickard) — Thu, 29 May 2008 16:34:05 -0500

We start today with a look at the often confusing system of aircraft designations used by the US Navy during the Second World War.

Nos.20, 21, 22 and 23 Squadrons

noreply@blogger.com (John Rickard) — Wed, 28 May 2008 14:09:05 -0500

No.20 Squadron spent the entire Second World War in India and Burma, flying army co-operation and reconnaissance missions from 1942-February 1943 and ground attack missions for the rest of the war.
For most of the Second World War No.21 Squadron was a light bomber squadron, operating the Blenheim, Ventura and Mosquito, with a break from June 1940-March 1942 when it served as an anti-shipping unit with Coastal Command.
No.22 Squadron began the Second World War as a torpedo bomber of Coastal Command, before moving to the Far East in March-April 1942. After spending the next two years flying anti-submarine patrols and convoy escort missions, it converted to the Beaufighter and spent 1945 as a ground attack squadron in Burma.
No.23 Squadron spent the entire Second World War serving as a night fighter squadron, first in a defensive role, but from December 1940 as an intruder squadron, from bases in Britain and on Malta and Sardinia.

Combats of Margalef, Tremendal, Hostalrich and Barba del Puerco

noreply@blogger.com (John Rickard) — Wed, 28 May 2008 14:07:55 -0500

The combat of Margalef of 23 April 1810 saw the defeat of a Spanish army attempting to help the besieged garrison of Lerida.
The combat of Tremendal of 23-24 November 1809 was a rare French success against one of the elusive bands of Spanish guerrillas.
The combat of Hostalrich of 7 November 1809 was a minor French victory in Catalonia, which played a significant part in their victory in the third siege of Gerona (24 May-11 December 1809).
The skirmish of Barba del Puerco of 19-20 March 1810 was a minor clash between part of Craufurd’s line of outposts on the Portuguese border and part of the French army gathering in preparation for Massina’s invasion of Portugal.

Sieges of Lerida, Mequinenza, Fuengirola and third Gerona

noreply@blogger.com (John Rickard) — Wed, 28 May 2008 14:07:00 -0500

The siege of Lerida of 15 April-14 May 1810 was one of a series of sieges that saw the French extend their control over eastern Spain, and removed a major obstacle on the road between Saragossa and Barcelona.
The siege of Mequinenza of 15 May-18 June 1810 saw the French capture the strategically important town, at the highest navigable point on the Ebro.
The siege of Fuengirola of 13-15 October 1810 was a minor disaster suffered by the British in southern Spain during an ambitious attempt to help the hard-pressed guerrillas of Granada.
The third siege of Gerona of 24 May-11 December 1809 was one of the great epics of Spanish resistance during the Peninsular War, which despite ending in a French victory would act as a rallying call for Spanish resistance for the rest of the war.

Lockheed Hudson

noreply@blogger.com (John Rickard) — Sun, 25 May 2008 13:42:55 -0500

The Lockheed Hudson was one of the most important American produced aircraft during the early years of the Second World War, serving as the backbone of RAF Coastal Command well into 1942.
The RAAF was the second service to order the Lockheed Hudson, and the most important operator of the aircraft after the RAF.
The Lockheed Hudson served with 39 RAF Squadrons and a large number of Commonwealth squadrons between 1939 and 1945
The RCAF was the second most important operator of the Lockheed Hudson by numbers, receiving a total of 248 aircraft
The Lockheed Hudson served with the RNZAF from 1941 until the end of the Second World War, first in the general reconnaissance and bomber role and later as a transport aircraft.

The Lockheed Hudson Mk.I was one of a number of American military aircraft developed and produced to satisfy overseas orders, in this case from the RAF.
The Lockheed Hudson Mk.II was the designation given to twenty aircraft equipped with constant-speed Hamilton Standard Hydromatic propellers in place of the two-position Hamilton Standard propeller used on the Hudson Mk.I.
The Lockheed Hudson Mk.III was a significant improvement on the earlier versions of the aircraft with three extra .303in machine guns, one in a retractable ventral position and two in beam positions, removing a blind spot below the aircraft
The Lockheed Hudson Mk.IV was the eventual designation given to 100 aircraft ordered for the RAAF and originally given the Australian designations Hudson Mk.I and Mk.II.
The Lockheed Hudson Mk.V was the final version of the aircraft produced under direct RAF contracts before the start of the lend-lease scheme.
The Lockheed Hudson Mk.VI was the lend-lease version of the Hudson Mk.V
The Lockheed A-28 was the USAAF designation for Pratt & Whitney powered Lockheed Hudsons, introduced under the terms of the lend-lease act.
The Lockheed A-29 was the USAAF designation given to Lockheed Hudsons powered by Wright R-1820 engines and produced under the lend-lease agreement.
The Lockheed AT-18 was an advanced trainer based on the Lockheed Hudson.
The Lockheed PBO-1 was the designation given to twenty A-29 Hudson maritime patrol aircraft that served with the US Navy.

Nos.48, 518, 520, 578, 614, 624, 640 and 644 Squadrons

noreply@blogger.com (John Rickard) — Sun, 25 May 2008 13:41:51 -0500

No.48 Squadron served with Coastal Command from 1939-1942, before moving to Gibraltar to support Operation Torch. On its return to Britain at the start of 1944 it joined Transport Command and took part in D-Day, the battle of Arnhem and the crossing of the Rhine.
20 May
No.518 Squadron was a meteorological unit of Coastal Command, formed in July 1943 at Stornoway to fly weather recording flights over the mid-Atlantic.
No.520 Squadron was a meteorological squadron which formed at Gibraltar in September 1943, operated a mix of long and short range aircraft for flights over the Atlantic.
No. 578 Squadron was formed from C Flight of No.51 Squadron on 14 January 1944 as a Halifax bomber squadron in No.4 Group, and was part of the main bomber force to the end of the war.
No.614 'County of Glamorgan' Squadron spent the first three years of the Second World War training with the army, before moving to North Africa to take part in the fighting in Tunisia before being disbanded in July 1944. It was then reformed from No.462 Squadron RAAF, and operated as a bomber and special duties squadron to the end of the war.
No.624 Squadron was formed in Algeria in September 1943 from No.1575 (Special Duties) Flight, and flew supply drop missions over southern Europe until disbanded in September 1944. It reformed in December 1944 and flew mine-spotting missions over the Mediterranean until November 1945.
No. 640 Squadron was formed from C Flight of No. 158 Squadron in January 1944 as part of No.4 Group and took part in the main bombing offensive against Germany as part of Bomber Command's main bomber force.
No.644 Squadron was formed in February 1944 in preparation for the invasion of Europe, and towed gliders to D-Day, Arnhem and across the Rhine.

Sieges of Tarifa, Ciudad Rodrigo 1812 and Valencia

noreply@blogger.com (John Rickard) — Mon, 19 May 2008 13:36:57 -0500

The siege of Tarifa of 20 December 1811-5 January 1812 was an unsuccessful French attempt to capture one of the few remaining Spanish-held strongholds in Andalusia.
The siege of Ciudad Rodrigo of 8-19 January 1812 was a major success for Wellington’s British and Portuguese army, and marked a significant turning point in the Peninsular War - the moment when the French lost the initiative in Spain
The combat of Navas de Membrillo of 29 December 1811 was a minor clash between a British and Portuguese expedition under General Hill and part of the French garrison of Estremadura.
The siege of Valencia of 25 December 1811-9 January 1812 was the final major French success during the Peninsular War, and saw French power in eastern Spain reach its maximum extent.
The French invasion of Valencia of September 1811-January 1812 was the last major French success during the Peninsular War, and saw them virtually complete the conquest of eastern Spain, but at the same time they were forced to weaken their forces on the Portuguese border, allowing Wellington to begin the campaign that led to Salamanca, and the beginning of the end for the French in Spain.

Siege and battle of Saguntum, combats of Mislata and Aldaya, 1811

noreply@blogger.com (John Rickard) — Fri, 16 May 2008 13:32:47 -0500

The siege of Saguntum of 23 September-26 October 1811 was a French victory during their invasion of Valencia, but one that slowed down their campaign and ended any chance of the expected easy victory.
The battle of Saguntum of 25 October 1811 saw the defeat of a Spanish army under General Joachim Blake which was attempted to raise the French siege of Saguntum.
The combat of Mislata of 26 December 1811 was a rare Spanish success during the fighting around Valencia in the winter of 1811-12, but failed to stop the French trapping a Spanish army in the city of Valencia
The combat of Aldaya of 26 December 1811 was a French victory during their crossing of the Guadalaviar River which saw them drive off most of General Blake’s Spanish cavalry.

Nos.433, 434, 502, 511 and 517 Squadrons

noreply@blogger.com (John Rickard) — Thu, 15 May 2008 12:44:08 -0500

No.433 "Porcupine" Squadron was an RCAF heavy bomber squadron that almost uniquely operated from the same base, at Skipton-on-Swale from its formation in September 1943 until it was disbanded in October 1945.
No.434 "Bluenose" Squadron was a RCAF heavy bomber squadron, formed in June 1943 as part of No.6 (RCAF) Group. It was named after the schooner "Bluenose", a successful racing ship and fishing boat, which became a symbol of Nova Scotia.
No.502 'Ulster' Squadron served with Coastal Command throughout the Second World War, and on 30 November 1941 became the first Coastal Command squadron to make a successful attack on a U-boat using air-to-surface radar.
No.511 Squadron was a transport squadron which operated on a small number of long range routes from 1942 until the end of the war.
No.517 Squadron was a meteorological squadron, forming as part of Coastal Command from No.1404 (Met) Flight in August 1943.

Frank Jack “Black Jack” Fletcher

noreply@blogger.com (John Rickard) — Thu, 15 May 2008 12:43:50 -0500

Frank Jack 'Black Jack' Fletcher, 1885-1973, was an American admiral who played a major part in the early naval battles in the Pacific during the Second World War, but who gained a reputation for being over-cautious and was sidelined after the battle of the Eastern Solomons.