A fine son of Norfolk.

 

----------------------------------------------------------

 

Horatio Nelson, 1st Viscount Nelson, KB (29 September 1758 – 21 October 1805) was a British flag officer in the Royal Navy. He was noted for his inspirational leadership and superb grasp of strategy and unconventional tactics, which resulted in a number of decisive naval victories, particularly during the Napoleonic Wars. He was wounded several times in combat, losing one arm in the unsuccessful attempt to conquer Santa Cruz de Tenerife and the sight in one eye in Corsica. He was shot and killed during his final victory at the Battle of Trafalgar in 1805.

 

Nelson was born into a moderately prosperous Norfolk family and joined the navy through the influence of his uncle, Maurice Suckling. He rose rapidly through the ranks and served with leading naval commanders of the period before obtaining his own command in 1778. He developed a reputation in the service through his personal valour and firm grasp of tactics but suffered periods of illness and unemployment after the end of the American War of Independence. The outbreak of the French Revolutionary Wars allowed Nelson to return to service, where he was particularly active in the Mediterranean. He fought in several minor engagements off Toulon and was important in the capture of Corsica and subsequent diplomatic duties with the Italian states. In 1797, he distinguished himself while in command of HMS Captain at the Battle of Cape St Vincent.

 

Shortly after the battle, Nelson took part in the Battle of Santa Cruz de Tenerife, where his attack was defeated and he was badly wounded, losing his right arm, and was forced to return to England to recuperate. The following year, he won a decisive victory over the French at the Battle of the Nile and remained in the Mediterranean to support the Kingdom of Naples against a French invasion. In 1801, he was dispatched to the Baltic and won another victory, this time over the Danes at the Battle of Copenhagen. He subsequently commanded the blockade of the French and Spanish fleets at Toulon and, after their escape, chased them to the West Indies and back but failed to bring them to battle. After a brief return to England, he took over the Cádiz blockade in 1805. On 21 October 1805, the Franco-Spanish fleet came out of port, and Nelson's fleet engaged them at the Battle of Trafalgar. The battle was Britain's greatest naval victory, but during the action Nelson, aboard HMS Victory, was fatally wounded by a French sharpshooter. His body was brought back to England where he was accorded a state funeral.

 

Nelson's death at Trafalgar secured his position as one of Britain's most heroic figures. The significance of the victory and his death during the battle led to his signal, "England expects that every man will do his duty", being regularly quoted, paraphrased and referenced up to the modern day. Numerous monuments, including Nelson's Column in Trafalgar Square, London, and the Nelson Monument in Edinburgh, have been created in his memory and his legacy remains highly influential.

 

Horatio Nelson was born on 29 September 1758 in a rectory in Burnham Thorpe, Norfolk, England, the sixth of eleven children of the Reverend Edmund Nelson and his wife Catherine Suckling.[1] He was named after his godfather Horatio Walpole (1723–1809) then 2nd Baron Walpole, of Wolterton.[2] His mother, who died on 26 December 1767 when he was nine years old, was a grandniece of Robert Walpole, 1st Earl of Orford, the de facto first Prime Minister of Great Britain.[3] She lived in the village of Barsham, Suffolk, and married the Reverend Edmund Nelson at Beccles church, Suffolk, in 1749. Nelson's aunt, Alice Nelson was the wife of Reverend Robert Rolfe, Rector of Hilborough, Norfolk and grandmother of Sir Robert Monsey Rolfe.[4] Rolfe twice served as Lord High Chancellor of Great Britain.

 

Nelson attended Paston Grammar School, North Walsham, until he was 12 years old, and also attended King Edward VI’s Grammar School in Norwich. His naval career began on 1 January 1771, when he reported to the third-rate HMS Raisonnable as an ordinary seaman and coxswain under his maternal uncle, Captain Maurice Suckling, who commanded the vessel. Shortly after reporting aboard, Nelson was appointed a midshipman and began officer training. Early in his service, Nelson discovered that he suffered from seasickness, a chronic complaint that dogged him for the rest of his life.

 

HMS Raisonnable had been commissioned during a period of tension with Spain, but when this passed, Suckling was transferred to the Nore guardship HMS Triumph and Nelson was dispatched to serve aboard the West Indiamen of the merchant shipping firm of Hibbert, Purrier and Horton, in order to gain experience at sea.[6] In this capacity he twice crossed the Atlantic, before returning to serve under his uncle as the commander of Suckling's longboat, which carried men and dispatches to and from the shore. Nelson then learned of a planned expedition under the command of Constantine Phipps, intended to survey a passage in the Arctic by which it was hoped that India could be reached: the fabled Northwest Passage. At his nephew's request, Suckling arranged for Nelson to join the expedition as coxswain[7] to Commander Lutwidge aboard the converted bomb vessel HMS Carcass. The expedition reached within ten degrees of the North Pole, but, unable to find a way through the dense ice floes, was forced to turn back. By 1800 Lutwidge began to circulate a story that while the ship had been trapped in the ice, Nelson had seen and pursued a polar bear, before being ordered to return to the ship. Lutwidge's later version, in 1809, reported that Nelson and a companion had given chase to the bear, but on being questioned why, replied that "I wished, Sir, to get the skin for my father."[8]

 

Nelson briefly returned to the Triumph after the expedition's return to Britain in September 1773. Suckling then arranged for his transfer to HMS Seahorse, one of two ships about to sail for the East Indies.

 

Nelson sailed for the East Indies on 19 November 1773 and arrived at the British outpost at Madras on 25 May 1774.[11] Nelson and the Seahorse spent the rest of the year cruising off the coast and escorting merchantmen. With the outbreak of the First Anglo-Maratha War, the British fleet operated in support of the East India Company and in early 1775 the Seahorse was dispatched to carry a cargo of the company's money to Bombay. On 19 February two of Hyder Ali's ketches attacked the Seahorse, which drove them off after a brief exchange of fire. This was Nelson's first experience of battle.[12] The rest of the year he spent escorting convoys, during which he continued to develop his navigation and ship handling skills. In early 1776 Nelson contracted malaria and became seriously ill. He was discharged from the Seahorse on 14 March and returned to England aboard HMS Dolphin.[13] Nelson spent the six-month voyage recuperating and had almost recovered by the time he arrived in Britain in September 1776. His patron, Suckling, had risen to the post of Comptroller of the Navy in 1775, and used his influence to help Nelson gain further promotion.[3][14] Nelson was appointed acting lieutenant aboard HMS Worcester, which was about to sail to Gibraltar.[15]

 

The Worcester, under the command of Captain Mark Robinson, sailed as a convoy escort on 3 December and returned with another convoy in April 1777.[16] Nelson then travelled to London to take his lieutenant's examination on 9 April; his examining board consisted of Captains John Campbell, Abraham North, and his uncle, Maurice Suckling. Nelson passed, and the next day received his commission and an appointment to HMS Lowestoffe, which was preparing to sail to Jamaica under Captain William Locker.[17] She sailed on 16 May, arrived on 19 July, and after reprovisioning, carried out several cruises in Caribbean waters. After the outbreak of the American War of Independence the Lowestoffe took several prizes, one of which was taken into Navy service as the tender Little Lucy. Nelson asked for and was given command of her, and took her on two cruises of his own.[18] As well as giving him his first taste of command, it gave Nelson the opportunity to explore his fledgling interest in science. During his first cruise, Nelson led an expeditionary party to the Caicos Islands,[19] where he made detailed notes of the wildlife and in particular a bird—now believed to be the white-necked jacobin.[20] Locker, impressed by Nelson's abilities, recommended him to the new commander-in-chief at Jamaica, Sir Peter Parker. Parker duly took Nelson onto his flagship, HMS Bristol.[21] The entry of the French into the war, in support of the Americans, meant further targets for Parker's fleet and it took a large number of prizes towards the end of 1778, which brought Nelson an estimated £400 in prize money. Parker subsequently appointed him as Master and Commander of the brig HMS Badger on 8 December.[22]

 

Nelson and the Badger spent most of 1779 cruising off the Central American coast, ranging as far as the British settlements at British Honduras and Nicaragua, but without much success at interception of enemy prizes.[23] On his return to Port Royal he learned that Parker had promoted him to post-captain on 11 June, and intended to give him another command. Nelson handed over the Badger to Cuthbert Collingwood while he awaited the arrival of his new ship, the 28-gun frigate HMS Hinchinbrook,[a] newly captured from the French.[24] While Nelson waited, news reached Parker that a French fleet under the command of Charles Hector, comte d'Estaing, was approaching Jamaica. Parker hastily organized his defences and placed Nelson in command of Fort Charles, which covered the approaches to Kingston.[25] D'Estaing instead headed north, and the anticipated invasion never materialised. Nelson duly took command of the Hinchinbrook on 1 September.[26]

 

The Hinchinbrook sailed from Port Royal on 5 October 1779 and, in company with other British ships, proceeded to capture a number of American prizes.[27] On his return to Jamaica in December, Nelson began to be troubled by a recurrent attack of malaria, but remained in the West Indies in order to take part in Major-General John Dalling's attempt to capture the Spanish colonies in Central America, including an assault on the Inmaculada Concepción Fort, also called Castillo Viejo, on the San Juan River in Nicaragua.[28] The Hinchinbrook sailed from Jamaica in February 1780, as an escort for Dalling's invasion force. After sailing up the mouth of the San Juan River, Nelson with some one thousand men and four small four-pounder cannons, obtained the surrender of Castillo Viejo and its 160 Spanish defenders after a two-week siege.[29] The British blew up the fort when they evacuated six months later after massive deaths due to disease and Nelson was praised for his efforts.[30] Parker recalled Nelson and gave him command of the 44-gun frigate HMS Janus.[31] Nelson had however fallen seriously ill in the jungles of Costa Rica, probably from a recurrence of malaria, and was unable to take command. During his time of convalescence he was nursed by a black "doctoress" named Cubah Cornwallis, the mistress of a fellow captain, William Cornwallis.[32] He was discharged in August and returned to Britain aboard HMS Lion,[33] arriving in late November. Nelson gradually recovered over several months, and soon began agitating for a command. He was appointed to the frigate HMS Albemarle on 15 August 1781.

 

Nelson received orders on 23 October to take the newly refitted Albemarle to sea. He was instructed to collect an inbound convoy of the Russia Company at Elsinore, and escort them back to Britain. For this operation, the Admiralty placed the frigates HMS Argo and HMS Enterprise under his command.[35] Nelson successfully organised the convoy and escorted it into British waters. He then left the convoy to return to port, but severe storms hampered him.[36] Gales almost wrecked Albemarle as she was a poorly designed ship and an earlier accident had left her damaged, but Nelson eventually brought her into Portsmouth in February 1782.[37] There the Admiralty ordered him to fit the Albemarle for sea and join the escort for a convoy collecting at Cork to sail for Quebec.[38] Nelson arrived off Newfoundland with the convoy in late May, then detached on a cruise to hunt American privateers. Nelson was generally unsuccessful; he succeeded only in retaking several captured British merchant ships and capturing a number of small fishing boats and assorted craft.[39]

 

In August he had a narrow escape from a far superior French force under Louis-Philippe de Vaudreuil, only evading them after a prolonged chase.[40] Nelson arrived at Quebec on 18 September.[41] He sailed again as part of the escort for a convoy to New York. He arrived in mid-November and reported to Admiral Samuel Hood, commander of the New York station.[42] At Nelson's request, Hood transferred him to his fleet and Albemarle sailed in company with Hood, bound for the West Indies.[43] On their arrival, the British fleet took up position off Jamaica to await the arrival of de Vaudreuil's force. Nelson and the Albemarle were ordered to scout the numerous passages for signs of the enemy, but it became clear by early 1783 that the French had eluded Hood.[44] During his scouting operations, Nelson had developed a plan to assault the French garrison of the Turks Islands. Commanding a small flotilla of frigates and smaller vessels, he landed a force of 167 seamen and marines early on the morning of 8 March under a supporting bombardment.[45] The French were found to be heavily entrenched and after several hours Nelson called off the assault. Several of the officers involved criticised Nelson, but Hood does not appear to have reprimanded him.[46] Nelson spent the rest of the war cruising in the West Indies, where he captured a number of French and Spanish prizes.[47] After news of the peace reached Hood, Nelson returned to Britain in late June 1783.

 

Nelson visited France in late 1783, stayed with acquaintances at Saint-Omer, and briefly attempted to learn French. He returned to England in January 1784, and attended court as part of Lord Hood's entourage.[49] Influenced by the factional politics of the time, he contemplated standing for Parliament as a supporter of William Pitt, but was unable to find a seat.[50]

 

In 1784 he received command of the frigate HMS Boreas with the assignment to enforce the Navigation Acts in the vicinity of Antigua.[51] The Acts were unpopular with both the Americans and the colonies.[52] Nelson served on the station under Admiral Sir Richard Hughes, and often came into conflict with his superior officer over their differing interpretation of the Acts.[53] The captains of the American vessels Nelson had seized sued him for illegal seizure. Because the merchants of the nearby island of Nevis supported the American claim, Nelson was in peril of imprisonment; he remained sequestered on Boreas for eight months, until the courts ruled in his favour.[54]

 

In the interim, Nelson met Frances "Fanny" Nisbet, a young widow from a Nevis plantation family.[55] Nelson and Nisbet were married at Montpelier Estate on the island of Nevis on 11 March 1787, shortly before the end of his tour of duty in the Caribbean.[56] The marriage was registered at Fig Tree Church in St John's Parish on Nevis. Nelson returned to England in July, with Fanny following later.

 

Nelson remained with Boreas until she was paid off in November that year.[58] He and Fanny then divided their time between Bath and London, occasionally visiting Nelson's relations in Norfolk. In 1788, they settled at Nelson's childhood home at Burnham Thorpe.[59] Now in reserve on half pay, he attempted to persuade the Admiralty and other senior figures he was acquainted with, such as Hood, to provide him with a command. He was unsuccessful as there were too few ships in the peacetime navy and Hood did not intercede on his behalf.[60] Nelson spent his time trying to find employment for former crew members, attending to family affairs, and cajoling contacts in the navy for a posting. In 1792 the French revolutionary government annexed the Austrian Netherlands (modern Belgium), which were traditionally preserved as a buffer state. The Admiralty recalled Nelson to service and gave him command of the 64-gun HMS Agamemnon in January 1793. On 1 February France declared war.

 

In May, 1793, Nelson sailed as part of a division under the command of Vice-Admiral William Hotham, joined later in the month by the rest of Lord Hood's fleet.[62] The force initially sailed to Gibraltar and, with the intention of establishing naval superiority in the Mediterranean, made their way to Toulon, anchoring off the port in July.[63] Toulon was largely under the control of moderate republicans and royalists, but was threatened by the forces of the National Convention, which were marching on the city. Short of supplies and doubting their ability to defend themselves, the city authorities requested that Hood take the city under his protection. Hood readily acquiesced and sent Nelson to carry dispatches to Sardinia and Naples requesting reinforcements.[64] After delivering the dispatches to Sardinia, Agamemnon arrived at Naples in early September. There Nelson met Ferdinand VI, King of Naples,[65] followed by the British ambassador to the kingdom, William Hamilton.[66] At some point during the negotiations for reinforcements, Nelson was introduced to Hamilton's new wife, Emma Hamilton.[67] The negotiations were successful, and 2,000 men and several ships were mustered by mid-September. Nelson put to sea in pursuit of a French frigate, but on failing to catch her, sailed for Leghorn, and then to Corsica.[68] He arrived at Toulon on 5 October, where he found that a large French army had occupied the hills surrounding the city and was bombarding it. Hood still hoped the city could be held if more reinforcements arrived, and sent Nelson to join a squadron operating off Cagliari.

 

Early on the morning of 22 October 1793, the Agamemnon sighted five sails. Nelson closed with them, and discovered they were a French squadron. Nelson promptly gave chase, firing on the 40-gun Melpomene.[70] He inflicted considerable damage but the remaining French ships turned to join the battle and, realising he was outnumbered, Nelson withdrew and continued to Cagliari, arriving on 24 October.[70] After making repairs Nelson and the Agamemnon sailed again on 26 October, bound for Tunis with a squadron under Commodore Robert Linzee. On arrival, Nelson was given command of a small squadron consisting of the Agamemnon, three frigates and a sloop, and ordered to blockade the French garrison on Corsica.[71] The fall of Toulon at the end of December 1793 severely damaged British fortunes in the Mediterranean. Hood had failed to make adequate provision for a withdrawal and 18 French ships-of-the-line fell into republican hands.[72] Nelson's mission to Corsica took on added significance, as it could provide the British a naval base close to the French coast.[72] Hood therefore reinforced Nelson with extra ships during January 1794.[73]

 

A British assault force landed on the island on 7 February, after which Nelson moved to intensify the blockade off Bastia. For the rest of the month he carried out raids along the coast and intercepted enemy shipping. By late February St Fiorenzo had fallen and British troops under Lieutenant-General David Dundas entered the outskirts of Bastia.[74] However Dundas merely assessed the enemy positions and then withdrew, arguing the French were too well entrenched to risk an assault. Nelson convinced Hood otherwise, but a protracted debate between the army and naval commanders meant that Nelson did not receive permission to proceed until late March. Nelson began to land guns from his ships and emplace them in the hills surrounding the town. On 11 April the British squadron entered the harbour and opened fire, whilst Nelson took command of the land forces and commenced bombardment.[75] After 45 days, the town surrendered.[76] Nelson subsequently prepared for an assault on Calvi, working in company with Lieutenant-General Charles Stuart.[77]

 

British forces landed at Calvi on 19 June, and immediately began moving guns ashore to occupy the heights surrounding the town. While Nelson directed a continuous bombardment of the enemy positions, Stuart's men began to advance . On 12 July Nelson was at one of the forward batteries early in the morning when a shot struck one of the sandbags protecting the position, spraying stones and sand. Nelson was struck by debris in his right eye and was forced to retire from the position, although his wound was soon bandaged and he returned to action.[78] By 18 July most of the enemy positions had been disabled, and that night Stuart, supported by Nelson, stormed the main defensive position and captured it. Repositioning their guns, the British brought Calvi under constant bombardment, and the town surrendered on 10 August.[79] However, Nelson's right eye had been irreparably damaged and he eventually lost sight in it.

 

After the occupation of Corsica, Hood ordered Nelson to open diplomatic relations with the city-state of Genoa, a strategically important potential ally.[81] Soon afterwards, Hood returned to England and was succeeded by Admiral William Hotham as commander-in-chief in the Mediterranean. Nelson put into Leghorn, and while the Agamemnon underwent repairs, met with other naval officers at the port and entertained a brief affair with a local woman, Adelaide Correglia.[82] Hotham arrived with the rest of the fleet in December; Nelson and the Agamemnon sailed on a number of cruises with them in late 1794 and early 1795.[83]

 

On 8 March, news reached Hotham that the French fleet was at sea and heading for Corsica. He immediately set out to intercept them, and Nelson eagerly anticipated his first fleet action. The French were reluctant to engage and the two fleets shadowed each other throughout 12 March. The following day two of the French ships collided, allowing Nelson to engage the much larger 84-gun Ça Ira for two and a half hours until the arrival of two French ships forced Nelson to veer away, having inflicted heavy casualties and considerable damage.[84] The fleets continued to shadow each other before making contact again, on 14 March, in the Battle of Genoa. Nelson joined the other British ships in attacking the battered Ça Ira, now under tow from the Censeur. Heavily damaged, the two French ships were forced to surrender and Nelson took possession of the Censeur. Defeated at sea, the French abandoned their plan to invade Corsica and returned to port.

 

Nelson and the fleet remained in the Mediterranean throughout the summer. On 4 July the Agamemnon sailed from St Fiorenzo with a small force of frigates and sloops, bound for Genoa. On 6 July he ran into the French fleet and found himself pursued by several much larger ships-of-the-line. He retreated to St Fiorenzo, arriving just ahead of the pursuing French, who broke off as Nelson's signal guns alerted the British fleet in the harbour.[86] Hotham pursued the French to the Hyères Islands, but failed to bring them to a decisive action. A number of small engagements were fought but to Nelson's dismay, he saw little action.[86]

 

Nelson returned to operate out of Genoa, intercepting and inspecting merchants and cutting-out suspicious vessels in both enemy and neutral harbours.[87] He formulated ambitious plans for amphibious landings and naval assaults to frustrate the progress of the French Army of Italy that was now advancing on Genoa, but could excite little interest in Hotham.[88] In November Hotham was replaced by Sir Hyde Parker but the situation in Italy was rapidly deteriorating: the French were raiding around Genoa and strong Jacobin sentiment was rife within the city itself.[89] A large French assault at the end of November broke the allied lines, forcing a general retreat towards Genoa. Nelson's forces were able to cover the withdrawing army and prevent them being surrounded, but he had too few ships and men to materially alter the strategic situation, and the British were forced to withdraw from the Italian ports. Nelson returned to Corsica on 30 November, angry and depressed at the British failure and questioning his future in the navy.

 

In January 1796 the position of commander-in-chief of the fleet in the Mediterranean passed to Sir John Jervis, who appointed Nelson to exercise independent command over the ships blockading the French coast as a commodore.[91] Nelson spent the first half of the year conducting operations to frustrate French advances and bolster Britain's Italian allies. Despite some minor successes in intercepting small French warships, Nelson began to feel the British presence on the Italian peninsula was rapidly becoming useless.[92] In June the Agamemnon was sent back to Britain for repairs, and Nelson was appointed to the 74-gun HMS Captain.[92] In the same month, the French thrust towards Leghorn and were certain to capture the city. Nelson hurried there to oversee the evacuation of British nationals and transported them to Corsica, after which Jervis ordered him to blockade the newly captured French port.[93] In July he oversaw the occupation of Elba, but by September the Genoese had broken their neutrality to declare in favour of the French.[94] By October, the Genoese position and the continued French advances led the British to decide that the Mediterranean fleet could no longer be supplied; they ordered it to be evacuated to Gibraltar. Nelson helped oversee the withdrawal from Corsica, and by December 1796 was aboard the frigate HMS Minerve, covering the evacuation of the garrison at Elba. He then sailed for Gibraltar.[95]

 

During the passage, Nelson captured the Spanish frigate Santa Sabina and placed Lieutenants Jonathan Culverhouse and Thomas Hardy in charge of the captured vessel, taking the Spanish captain on board Minerve. Santa Sabina was part of a larger Spanish force, and the following morning two Spanish ships-of-the-line and a frigate were sighted closing fast. Unable to outrun them Nelson initially determined to fight but Culverhouse and Hardy raised the British colours and sailed northeast, drawing the Spanish ships after them until being captured, giving Nelson the opportunity to escape.[96] Nelson went on to rendezvous with the British fleet at Elba, where he spent Christmas.[97] He sailed for Gibraltar in late January, and after learning that the Spanish fleet had sailed from Cartagena, stopped just long enough to collect Hardy, Culverhouse, and the rest of the prize crew captured with Santa Sabina, before pressing on through the straits to join Sir John Jervis off Cadiz.

 

Nelson joined Jervis's fleet off Cape St Vincent, and reported the Spanish movements.[99] Jervis decided to give battle and the two fleets met on 14 February. Nelson found himself towards the rear of the British line and realised that it would be a long time before he could bring Captain into action.[99] Instead of continuing to follow the line, Nelson disobeyed orders and wore ship, breaking from the line and heading to engage the Spanish van, which consisted of the 112-gun San Josef, the 80-gun San Nicolas and the 130-gun Santísima Trinidad. Captain engaged all three, assisted by HMS Culloden which had come to Nelson's aid. After an hour of exchanging broadsides which left both Captain and Culloden heavily damaged, Nelson found himself alongside the San Nicolas. He led a boarding party across, crying "Westminster Abbey! or, glorious victory!" and forced her surrender.[100] San Josef attempted to come to the San Nicolas’s aid, but became entangled with her compatriot and was left immobile. Nelson led his party from the deck of the San Nicolas onto the San Josef and captured her as well.[99] As night fell, the Spanish fleet broke off and sailed for Cadiz. Four ships had surrendered to the British and two of them were Nelson's captures.[101]

 

Nelson was victorious, but had disobeyed direct orders. Jervis liked Nelson and so did not officially reprimand him,[101] but did not mention Nelson's actions in his official report of the battle.[102] He did write a private letter to George Spencer in which he said that Nelson "contributed very much to the fortune of the day".[101] Nelson also wrote several letters about his victory, reporting that his action was being referred to amongst the fleet as "Nelson's Patent Bridge for boarding first rates".[100] Nelson's account was later challenged by Rear-Admiral William Parker, who had been aboard HMS Prince George. Parker claimed that Nelson had been supported by several more ships than he acknowledged, and that the San Josef had already struck her colours by the time Nelson boarded her.[103] Nelson's account of his role prevailed, and the victory was well received in Britain: Jervis was made Earl St Vincent and Nelson was made a Knight of the Bath.[104][105] On 20 February, in a standard promotion according to his seniority and unrelated to the battle, he was promoted to Rear-Admiral of the Blue.

 

Nelson was given HMS Theseus as his flagship, and on 27 May 1797 was ordered to lie off Cadiz, monitoring the Spanish fleet and awaiting the arrival of Spanish treasure ships from the American colonies.[107] He carried out a bombardment and personally led an amphibious assault on 3 July. During the action Nelson's barge collided with that of the Spanish commander, and a hand-to-hand struggle ensued between the two crews. Twice Nelson was nearly cut down and both times his life was saved by a seaman named John Sykes who took the blows and was badly wounded. The British raiding force captured the Spanish boat and towed it back to the Theseus.[107][108] During this period Nelson developed a scheme to capture Santa Cruz de Tenerife, aiming to seize a large quantity of specie from the treasure ship Principe de Asturias, which was reported to have recently arrived.

 

The battle plan called for a combination of naval bombardments and an amphibious landing. The initial attempt was called off after adverse currents hampered the assault and the element of surprise was lost.[110] Nelson immediately ordered another assault but this was beaten back. He prepared for a third attempt, to take place during the night. Although he personally led one of the battalions, the operation ended in failure: the Spanish were better prepared than had been expected and had secured strong defensive positions.[111] Several of the boats failed to land at the correct positions in the confusion, while those that did were swept by gunfire and grapeshot. Nelson's boat reached its intended landing point but as he stepped ashore he was hit in the right arm by a musketball, which fractured his humerus bone in multiple places.[111] He was rowed back to the Theseus to be attended to by the surgeon - Thomas Eshelby.[112] On arriving on his ship he refused to be helped aboard, declaring "Let me alone! I have got my legs left and one arm."[111] He was taken to surgeon Eshelby, instructing him to prepare his instruments and "the sooner it was off the better".[111] Most of the right arm was amputated and within half an hour Nelson had returned to issuing orders to his captains.[113] Years later he would excuse himself to Commodore John Thomas Duckworth for not writing longer letters due to not being naturally left-handed.[114] He developed the sensation of Phantom Limb in his lost arm later on and declared that he had 'found the direct evidence of the existence of soul'.[115]

 

Meanwhile a force under Sir Thomas Troubridge had fought their way to the main square but could go no further. Unable to return to the fleet because their boats had been sunk, Troubridge was forced to enter into negotiations with the Spanish commander, and the British were subsequently allowed to withdraw.[116] The expedition had failed to achieve any of its objectives and had left a quarter of the landing force dead or wounded.[116][117] The squadron remained off Tenerife for a further three days and by 16 August had rejoined Jervis's fleet off Cadiz. Despondently Nelson wrote to Jervis: "A left-handed Admiral will never again be considered as useful, therefore the sooner I get to a very humble cottage the better, and make room for a better man to serve the state".[118] He returned to England aboard HMS Seahorse, arriving at Spithead on 1 September. He was met with a hero's welcome: the British public had lionised Nelson after Cape St Vincent and his wound earned him sympathy.[119] They refused to attribute the defeat at Tenerife to him, preferring instead to blame poor planning on the part of St Vincent, the Secretary at War or even William Pitt.

 

Nelson returned to Bath with Fanny, before moving to London in October to seek expert medical attention concerning his amputated arm. Whilst in London news reached him that Admiral Duncan had defeated the Dutch fleet at the Battle of Camperdown.[120] Nelson exclaimed that he would have given his other arm to have been present.[120] He spent the last months of 1797 recuperating in London, during which he was awarded the Freedom of the City of London and an annual pension of £1,000 a year. He used the money to buy Round Wood Farm near Ipswich, and intended to retire there with Fanny.[121] Despite his plans, Nelson was never to live there.[121]

 

Although surgeons had been unable to remove the central ligature in his amputated arm, which had caused considerable inflammation and poisoning, in early December it came out of its own accord and Nelson rapidly began to recover. Eager to return to sea, he began agitating for a command and was promised the 80-gun HMS Foudroyant. As she was not yet ready for sea, Nelson was instead given command of the 74-gun HMS Vanguard, to which he appointed Edward Berry as his flag captain.[122] French activities in the Mediterranean theatre were raising concern among the Admiralty: Napoleon was gathering forces in Southern France but the destination of his army was unknown. Nelson and the Vanguard were to be dispatched to Cadiz to reinforce the fleet. On 28 March 1798, Nelson hoisted his flag and sailed to join Earl St Vincent. St Vincent sent him on to Toulon with a small force to reconnoitre French activities.

 

Nelson passed through the Straits of Gibraltar and took up position off Toulon by 17 May, but his squadron was dispersed and blown southwards by a strong gale that struck the area on 20 May.[124] While the British were battling the storm, Napoleon had sailed with his invasion fleet under the command of Vice-Admiral François-Paul Brueys d'Aigalliers. Nelson, having been reinforced with a number of ships from St Vincent, went in pursuit.[125] He began searching the Italian coast for Napoleon's fleet, but was hampered by a lack of frigates that could operate as fast scouts. Napoleon had already arrived at Malta and, after a show of force, secured the island's surrender.[126] Nelson followed him there, but the French had already left. After a conference with his captains, he decided Egypt was Napoleon's most likely destination and headed for Alexandria. On his arrival on 28 June, though, he found no sign of the French; dismayed, he withdrew and began searching to the east of the port. While he was absent, Napoleon's fleet arrived on 1 July and landed their forces unopposed.[127]

 

Brueys then anchored his fleet in Aboukir Bay, ready to support Napoleon if required.[128] Nelson meanwhile had crossed the Mediterranean again in a fruitless attempt to locate the French and had returned to Naples to re-provision.[129] He sailed again, intending to search the seas off Cyprus, but decided to pass Alexandria again for a final check. In doing so his force captured a French merchant, which provided the first news of the French fleet: they had passed south-east of Crete a month before, heading to Alexandria.[130] Nelson hurried to the port but again found it empty of the French. Searching along the coast, he finally discovered the French fleet in Aboukir Bay on 1 August 1798.

 

Nelson immediately prepared for battle, repeating a sentiment he had expressed at the battle of Cape St Vincent that "Before this time tomorrow, I shall have gained a peerage or Westminster Abbey."[132] It was late by the time the British arrived and the French, anchored in a strong position with a combined firepower greater than that of Nelson's fleet, did not expect them to attack.[133] Nelson however immediately ordered his ships to advance. The French line was anchored close to a line of shoals, in the belief that this would secure their port side from attack; Brueys had assumed the British would follow convention and attack his centre from the starboard side. However, Captain Thomas Foley aboard HMS Goliath discovered a gap between the shoals and the French ships, and took Goliath into the channel. The unprepared French found themselves attacked on both sides, the British fleet splitting, with some following Foley and others passing down the starboard side of the French line.

 

The British fleet was soon heavily engaged, passing down the French line and engaging their ships one by one. Nelson on Vanguard personally engaged Spartiate, also coming under fire from Aquilon. At about eight o'clock, he was with Berry on the quarter-deck when a piece of French shot struck him in his forehead. He fell to the deck, a flap of torn skin obscuring his good eye. Blinded and half stunned, he felt sure he would die and cried out "I am killed. Remember me to my wife." He was taken below to be seen by the surgeon.[135] After examining Nelson, the surgeon pronounced the wound non-threatening and applied a temporary bandage.[136]

 

The French van, pounded by British fire from both sides, had begun to surrender, and the victorious British ships continued to move down the line, bringing Brueys's 118-gun flagship Orient under constant heavy fire. Orient caught fire under this bombardment, and later exploded. Nelson briefly came on deck to direct the battle, but returned to the surgeon after watching the destruction of Orient.[137]

 

The Battle of the Nile was a major blow to Napoleon's ambitions in the east. The fleet had been destroyed: Orient, another ship and two frigates had been burnt, seven 74-gun ships and two 80-gun ships had been captured, and only two ships-of-the-line and two frigates escaped,[138] while the forces Napoleon had brought to Egypt were stranded.[134] Napoleon attacked north along the Mediterranean coast, but Turkish defenders supported by Captain Sir Sidney Smith defeated his army at the Siege of Acre. Napoleon then left his army and sailed back to France, evading detection by British ships. Given its strategic importance, some historians regard Nelson's achievement at the Nile as the most significant of his career, even greater than that at Trafalgar seven years later.

 

Nelson wrote dispatches to the Admiralty and oversaw temporary repairs to the Vanguard, before sailing to Naples where he was met with enthusiastic celebrations.[140] The King of Naples, in company with the Hamiltons, greeted him in person when he arrived at the port and William Hamilton invited Nelson to stay at their house.[141] Celebrations were held in honour of Nelson's birthday that September, and he attended a banquet at the Hamiltons', where other officers had begun to notice his attention to Emma. Jervis himself had begun to grow concerned about reports of Nelson's behaviour, but in early October word of Nelson's victory had reached London. The First Lord of the Admiralty, Earl Spencer, fainted on hearing the news.[142] Scenes of celebration erupted across the country, balls and victory feasts were held and church bells were rung. The City of London awarded Nelson and his captains with swords, whilst the King ordered them to be presented with special medals. The Tsar of Russia sent him a gift, and Selim III, the Sultan of the Ottoman Empire, awarded Nelson the Order of the Turkish Crescent for his role in restoring Ottoman rule in Egypt. Lord Hood, after a conversation with the Prime Minister, told Fanny that Nelson would likely be given a Viscountcy, similar to Jervis's earldom after Cape St Vincent and Duncan's viscountcy after Camperdown.[143] Earl Spencer however demurred, arguing that as Nelson had only been detached in command of a squadron, rather than being the commander in chief of the fleet, such an award would create an unwelcome precedent. Instead, Nelson received the title Baron Nelson of the Nile.

 

Nelson was dismayed by Spencer's decision, and declared that he would rather have received no title than that of a mere barony.[145] He was however cheered by the attention showered on him by the citizens of Naples, the prestige accorded him by the kingdom's elite, and the comforts he received at the Hamiltons' residence. He made frequent visits to attend functions in his honour, or to tour nearby attractions with Emma, with whom he had by now fallen deeply in love, almost constantly at his side.[146] Orders arrived from the Admiralty to blockade the French forces in Alexandria and Malta, a task Nelson delegated to his captains, Samuel Hood and Alexander Ball. Despite enjoying his lifestyle in Naples Nelson began to think of returning to England,[146] but King Ferdinand of Naples, after a long period of pressure from his wife Maria Carolina of Austria and Sir William Hamilton, finally agreed to declare war on France. The Neapolitan army, led by the Austrian General Mack and supported by Nelson's fleet, retook Rome from the French in late November, but the French regrouped outside the city and, after being reinforced, routed the Neapolitans. In disarray, the Neapolitan army fled back to Naples, with the pursuing French close behind.[147] Nelson hastily organised the evacuation of the Royal Family, several nobles and the British nationals, including the Hamiltons. The evacuation got under way on 23 December and sailed through heavy gales before reaching the safety of Palermo on 26 December.[148]

 

With the departure of the Royal Family, Naples descended into anarchy and news reached Palermo in January that the French had entered the city under General Championnet and proclaimed the Parthenopaean Republic.[149] Nelson was promoted to Rear Admiral of the Red on 14 February 1799,[150] and was occupied for several months in blockading Naples, while a popular counter-revolutionary force under Cardinal Ruffo known as the Sanfedisti marched to retake the city. In late June Ruffo's army entered Naples, forcing the French and their supporters to withdraw to the city's fortifications as rioting and looting broke out amongst the ill-disciplined Neapolitan troops.[151] Dismayed by the bloodshed, Ruffo agreed to a general amnesty with the Jacobin forces that allowed them safe conduct to France. Nelson, now aboard the Foudroyant, was outraged, and backed by King Ferdinand he insisted that the rebels must surrender unconditionally.[152] He took those who had surrendered under the amnesty under armed guard, including the former Admiral Francesco Caracciolo, who had commanded the Neapolitan navy under King Ferdinand but had changed sides during the brief Jacobin rule.[153] Nelson ordered his trial by court-martial and refused Caracciolo's request that it be held by British officers, nor was Caracciolo allowed to summon witnesses in his defence. Caracciolo was tried by royalist Neapolitan officers and sentenced to death. He asked to be shot rather than hanged, but Nelson, following the wishes of Queen Maria Carolina (a close friend of his mistress, Lady Hamilton) also refused this request and even ignored the court's request to allow 24 hours for Caracciolo to prepare himself. Caracciolo was hanged aboard the Neapolitan frigate Minerva at 5 o'clock the same afternoon.[154] Nelson kept the Jacobins imprisoned and approved of a wave of further executions, refusing to intervene despite pleas for clemency from the Hamiltons and the Queen of Naples.[155] When transports were finally allowed to carry the Jacobins to France, less than a third were still alive.[156] On 13 August 1799, King Ferdinand gave Nelson the newly created Dukedom of Bronté in the Kingdom of Sicily, in perpetual property, enclosing the Maniace Castle, the accompanying Abbey, and the land and the city of Bronte, this as a reward for his support of the monarchy.[157]

 

Nelson returned to Palermo in August and in September became the senior officer in the Mediterranean after Jervis' successor Lord Keith left to chase the French and Spanish fleets into the Atlantic.[158] Nelson spent the rest of 1799 at the Neapolitan court but put to sea again in February 1800 after Lord Keith's return. On 18 February Généreux, a survivor of the Nile, was sighted and Nelson gave chase, capturing her after a short battle and winning Keith's approval.[159] Nelson had a difficult relationship with his superior officer: he was gaining a reputation for insubordination, having initially refused to send ships when Keith requested them and on occasion returning to Palermo without orders, pleading poor health.[160] Keith's reports, and rumours of Nelson's close relationship with Emma Hamilton, were also circulating in London, and Earl Spencer wrote a pointed letter suggesting that he return home:

 

You will be more likely to recover your health and strength in England than in any inactive situation at a foreign Court, however pleasing the respect and gratitude shown to you for your services may be.

 

The recall of Sir William Hamilton to Britain was a further incentive for Nelson to return, although he and the Hamiltons initially sailed from Naples on a brief cruise around Malta aboard the Foudroyant in April 1800. It was on this voyage that Horatio and Emma's illegitimate daughter Horatia was probably conceived.[162] After the cruise, Nelson conveyed the Queen of Naples and her suite to Leghorn. On his arrival, Nelson shifted his flag to HMS Alexander, but again disobeyed Keith's orders by refusing to join the main fleet. Keith came to Leghorn in person to demand an explanation, and refused to be moved by the Queen's pleas to allow her to be conveyed in a British ship.[163] In the face of Keith's demands, Nelson reluctantly struck his flag and bowed to Emma Hamilton's request to return to England by land.[164]

 

Nelson, the Hamiltons and several other British travellers left Leghorn for Florence on 13 July. They made stops at Trieste and Vienna, spending three weeks in the latter where they were entertained by the local nobility and heard the Missa in Angustiis by Haydn that now bears Nelson's name.[165] By September they were in Prague, and later called at Dresden, Dessau and Hamburg, from where they caught a packet ship to Great Yarmouth, arriving on 6 November.[166] Nelson was given a hero's welcome and after being sworn in as a freeman of the borough and received the massed crowd's applause. He subsequently made his way to London, arriving on 9 November. He attended court and was guest of honour at a number of banquets and balls. It was during this period that Fanny Nelson and Emma Hamilton met for the first time. During this period, Nelson was reported as being cold and distant to his wife and his attention to Emma became the subject of gossip.[167] With the marriage breaking down, Nelson began to hate even being in the same room as Fanny. Events came to a head around Christmas, when according to Nelson's solicitor, Fanny issued an ultimatum on whether he was to choose her or Emma. Nelson replied:

 

I love you sincerely but I cannot forget my obligations to Lady Hamilton or speak of her otherwise than with affection and admiration.[168]

 

The two never lived together again after this.

 

Shortly after his arrival in England Nelson was appointed to be second-in-command of the Channel Fleet under Lord St Vincent.[169] He was promoted to Vice Admiral of the Blue on 1 January 1801,[170] and travelled to Plymouth, where on 22 January he was granted the freedom of the city, and on 29 January Emma gave birth to their daughter, Horatia.[171] Nelson was delighted, but subsequently disappointed when he was instructed to move his flag from HMS San Josef to HMS St George in preparation for a planned expedition to the Baltic.[172] Tired of British ships imposing a blockade against French trade and stopping and searching their merchants, the Russian, Prussian, Danish and Swedish governments had formed an alliance to break the blockade. Nelson joined Admiral Sir Hyde Parker's fleet at Yarmouth, from where they sailed for the Danish coast in March. On their arrival Parker was inclined to blockade the Danish and control the entrance to the Baltic, but Nelson urged a pre-emptive attack on the Danish fleet at harbour in Copenhagen.[173] He convinced Parker to allow him to make an assault, and was given significant reinforcements. Parker himself would wait in the Kattegat, covering Nelson's fleet in case of the arrival of the Swedish or Russian fleets.

 

On the morning of 2 April 1801, Nelson began to advance into Copenhagen harbour. The battle began badly for the British, with HMS Agamemnon, HMS Bellona and HMS Russell running aground, and the rest of the fleet encountering heavier fire from the Danish shore batteries than had been anticipated. Parker sent the signal for Nelson to withdraw, reasoning:

 

I will make the signal for recall for Nelson's sake. If he is in a condition to continue the action he will disregard it; if he is not, it will be an excuse for his retreat and no blame can be attached to him.[175]

 

Nelson, directing action aboard HMS Elephant, was informed of the signal by the signal lieutenant, Frederick Langford, but angrily responded: 'I told you to look out on the Danish commodore and let me know when he surrendered. Keep your eyes fixed on him.'[176] He then turned to his flag captain, Thomas Foley, and said 'You know, Foley, I have only one eye. I have a right to be blind sometimes.' He raised the telescope to his blind eye, and said 'I really do not see the signal.'[176][177] The battle lasted three hours, leaving both Danish and British fleets heavily damaged. At length Nelson dispatched a letter to the Danish commander, Crown Prince Frederick, calling for a truce, which the Prince accepted.[178] Parker approved of Nelson's actions in retrospect, and Nelson was given the honour of going into Copenhagen the next day to open formal negotiations.[179][180] At a banquet that evening he told Prince Frederick that the battle had been the most severe he had ever been in.[181] The outcome of the battle and several weeks of ensuing negotiations was a 14-week armistice, and on Parker's recall in May, Nelson became commander-in-chief in the Baltic Sea.[182] As a reward for the victory, he was created Viscount Nelson of the Nile and of Burnham Thorpe in the County of Norfolk, on 19 May 1801.[183] In addition, on 4 August 1801, he was created Baron Nelson, of the Nile and of Hilborough in the County of Norfolk, this time with a special remainder to his father and sisters.[184][185] Nelson subsequently sailed to the Russian naval base at Reval in May, and there learned that the pact of armed neutrality was to be disbanded. Satisfied with the outcome of the expedition, he returned to England, arriving on 1 July.

 

Nelson was appointed commander-in-chief of the Mediterranean Fleet and given the first-rate HMS Victory as his flagship. He joined her at Portsmouth, where he received orders to sail to Malta and take command of a squadron there before joining the blockade of Toulon.[192] Nelson arrived off Toulon in July 1803 and spent the next year and a half enforcing the blockade. He was promoted to Vice Admiral of the White while still at sea, on 23 April 1804.[193] In January 1805 the French fleet, under Admiral Pierre-Charles Villeneuve, escaped Toulon and eluded the blockading British. Nelson set off in pursuit but after searching the eastern Mediterranean he learned that the French had been blown back into Toulon.[194] Villeneuve managed to break out a second time in April, and this time succeeded in passing through the Strait of Gibraltar and into the Atlantic, bound for the West Indies.[194]

 

Nelson gave chase, but after arriving in the Caribbean spent June in a fruitless search for the fleet. Villeneuve had briefly cruised around the islands before heading back to Europe, in contravention of Napoleon's orders.[195] The returning French fleet was intercepted by a British fleet under Sir Robert Calder and engaged in the Battle of Cape Finisterre, but managed to reach Ferrol with only minor losses.[196] Nelson returned to Gibraltar at the end of July, and travelled from there to England, dismayed at his failure to bring the French to battle and expecting to be censured.[197] To his surprise he was given a rapturous reception from crowds who had gathered to view his arrival, while senior British officials congratulated him for sustaining the close pursuit and credited him for saving the West Indies from a French invasion.[197] Nelson briefly stayed in London, where he was cheered wherever he went, before visiting Merton to see Emma, arriving in late August. He entertained a number of his friends and relations there over the coming month, and began plans for a grand engagement with the enemy fleet, one that would surprise his foes by forcing a pell-mell battle on them.[198]

 

Captain Henry Blackwood arrived at Merton early on 2 September, bringing news that the French and Spanish fleets had combined and were currently at anchor in Cádiz. Nelson hurried to London where he met with cabinet ministers and was given command of the fleet blockading Cádiz. It was while attending one of these meetings on 12 September, with Lord Castlereagh the Secretary of State for War and the Colonies, that Nelson and Major General Arthur Wellesley, the future Duke of Wellington, met briefly in a waiting room. Wellington was waiting to be debriefed on his Indian operations, and Nelson on his chase and future plans. Wellington later recalled, 'He (Nelson) entered at once into conversation with me, if I can call it conversation, for it was almost all on his side and all about himself and, in reality, a style so vain and so silly as to surprise and almost disgust me.'[199] However, after a few minutes Nelson left the room and having been told who his companion was, returned and entered into an earnest and intelligent discussion with the young Wellesley which lasted for a quarter of an hour, on the war, the state of the colonies and the geopolitical situation, that left a marked impression upon Wellesley. This was the only meeting between the two men.

 

Nelson returned briefly to Merton to set his affairs in order and bid farewell to Emma, before travelling back to London and then on to Portsmouth, arriving there early in the morning of 14 September. He breakfasted at the George Inn with his friends George Rose, the Vice-President of the Board of Trade, and George Canning, the Treasurer of the Navy. During the breakfast word spread of Nelson's presence at the inn and a large crowd of well wishers gathered. They accompanied Nelson to his barge and cheered him off, which Nelson acknowledged by raising his hat. Nelson was recorded as having turned to his colleague and stated, "I had their huzzas before: I have their hearts now".[200][201][202] Robert Southey reported that of the onlookers for Nelson's walk to the dock, "Many were in tears and many knelt down before him and blessed him as he passed".[203]

 

Victory joined the British fleet off Cádiz on 27 September, Nelson taking over from Rear-Admiral Collingwood.[204] He spent the following weeks preparing and refining his tactics for the anticipated battle and dining with his captains to ensure they understood his intentions.[205] Nelson had devised a plan of attack that anticipated the allied fleet would form up in a traditional line of battle. Drawing on his own experience from the Nile and Copenhagen, and the examples of Duncan at Camperdown and Rodney at the Saintes, Nelson decided to split his fleet into squadrons rather than forming it into a similar line parallel to the enemy.[206] These squadrons would then cut the enemy's line in a number of places, allowing a pell-mell battle to develop in which the British ships could overwhelm and destroy parts of their opponents' formation, before the unengaged enemy ships could come to their aid.

 

The combined French and Spanish fleet under Villeneuve's command numbered 33 ships of the line. Napoleon Bonaparte had intended for Villeneuve to sail into the English Channel and cover the planned invasion of Britain, but the entry of Austria and Russia into the war forced Napoleon to call off the planned invasion and transfer troops to Germany. Villeneuve had been reluctant to risk an engagement with the British, and this reluctance led Napoleon to order Vice-Admiral François Rosily to go to Cádiz and take command of the fleet, sail it into the Mediterranean to land troops at Naples, before making port at Toulon.[204] Villeneuve decided to sail the fleet out before his successor arrived.[204] On 20 October 1805 the fleet was sighted making its way out of harbour by patrolling British frigates, and Nelson was informed that they appeared to be heading to the west.[207]

  

The Battle of Trafalgar by J. M. W. Turner (oil on canvas, 1822–1824) shows the last three letters of the signal, "England expects that every man will do his duty" flying from Victory.

At four o'clock in the morning of 21 October Nelson ordered the Victory to turn towards the approaching enemy fleet, and signalled the rest of his force to battle stations. He then went below and made his will, before returning to the quarterdeck to carry out an inspection.[208] Despite having 27 ships to Villeneuve's 33, Nelson was confident of success, declaring that he would not be satisfied with taking fewer than 20 prizes.[208] He returned briefly to his cabin to write a final prayer, after which he joined Victory’s signal lieutenant, John Pasco.

 

Mr Pasco, I wish to say to the fleet "England confides that every man will do his duty". You must be quick, for I have one more signal to make, which is for close action.[209]

 

Pasco suggested changing 'confides' to 'expects', which being in the Signal Book, could be signalled by the use of a single flag, whereas 'confides' would have to spelt out letter by letter. Nelson agreed, and the signal was hoisted.[209]

 

As the fleets converged, the Victory’s captain, Thomas Hardy suggested that Nelson remove the decorations on his coat, so that he would not be so easily identified by enemy sharpshooters. Nelson replied that it was too late 'to be shifting a coat', adding that they were 'military orders and he did not fear to show them to the enemy'.[210] Captain Henry Blackwood, of the frigate HMS Euryalus, suggested Nelson come aboard his ship to better observe the battle. Nelson refused, and also turned down Hardy's suggestion to let Eliab Harvey's HMS Temeraire come ahead of the Victory and lead the line into battle.

 

Victory came under fire, initially passing wide, but then with greater accuracy as the distances decreased. A cannonball struck and killed Nelson's secretary, John Scott, nearly cutting him in two. Hardy's clerk took over, but he too was almost immediately killed. Victory’s wheel was shot away, and another cannonball cut down eight marines. Hardy, standing next to Nelson on the quarterdeck, had his shoe buckle dented by a splinter. Nelson observed 'this is too warm work to last long'.[211] The Victory had by now reached the enemy line, and Hardy asked Nelson which ship to engage first. Nelson told him to take his pick, and Hardy moved Victory across the stern of the 80-gun French flagship Bucentaure.[211] Victory then came under fire from the 74-gun Redoutable, lying off the Bucentaure’s stern, and the 130-gun Santísima Trinidad. As sharpshooters from the enemy ships fired onto Victory’s deck from their rigging, Nelson and Hardy continued to walk about, directing and giving orders.

 

Shortly after one o'clock, Hardy realised that Nelson was not by his side. He turned to see Nelson kneeling on the deck, supporting himself with his hand, before falling onto his side. Hardy rushed to him, at which point Nelson smiled

 

Hardy, I do believe they have done it at last… my backbone is shot through.[211]

 

He had been hit by a marksman from the Redoutable, firing at a range of 50 feet (15 m). The bullet had entered his left shoulder, passed through his spine at the sixth and seventh thoracic vertebrae, and lodged two inches (5 cm) below his right shoulder blade in the muscles of his back.

 

Nelson was carried below by sergeant-major of marines Robert Adair and two seamen. As he was being carried down, he asked them to pause while he gave some advice to a midshipman on the handling of the tiller.[212] He then draped a handkerchief over his face to avoid causing alarm amongst the crew. He was taken to the surgeon William Beatty, telling him

 

You can do nothing for me. I have but a short time to live. My back is shot through.[213]

 

Nelson was made comfortable, fanned and brought lemonade and watered wine to drink after he complained of feeling hot and thirsty. He asked several times to see Hardy, who was on deck supervising the battle, and asked Beatty to remember him to Emma, his daughter and his friends.[213]

 

Hardy came belowdecks to see Nelson just after half-past two, and informed him that a number of enemy ships had surrendered. Nelson told him that he was sure to die, and begged him to pass his possessions to Emma.[214] With Nelson at this point were the chaplain Alexander Scott, the purser Walter Burke, Nelson's steward, Chevalier, and Beatty. Nelson, fearing that a gale was blowing up, instructed Hardy to be sure to anchor. After reminding him to "take care of poor Lady Hamilton", Nelson said "Kiss me, Hardy".[214] Beatty recorded that Hardy knelt and kissed Nelson on the cheek. He then stood for a minute or two before kissing him on the forehead. Nelson asked, "Who is that?", and on hearing that it was Hardy, he replied "God bless you, Hardy."[214] By now very weak, Nelson continued to murmur instructions to Burke and Scott, "fan, fan … rub, rub … drink, drink." Beatty heard Nelson murmur, "Thank God I have done my duty", and when he returned, Nelson's voice had faded and his pulse was very weak.[214] He looked up as Beatty took his pulse, then closed his eyes. Scott, who remained by Nelson as he died, recorded his last words as "God and my country".[215] Nelson died at half-past four, three hours after he had been shot.

 

Nelson's body was placed in a cask of brandy mixed with camphor and myrrh, which was then lashed to the Victory's mainmast and placed under guard.[216] Victory was towed to Gibraltar after the battle, and on arrival the body was transferred to a lead-lined coffin filled with spirits of wine.[216] Collingwood's dispatches about the battle were carried to England aboard HMS Pickle, and when the news arrived in London, a messenger was sent to Merton Place to bring the news of Nelson's death to Emma Hamilton. She later recalled,

 

They brought me word, Mr Whitby from the Admiralty. "Show him in directly", I said. He came in, and with a pale countenance and faint voice, said, "We have gained a great Victory." – "Never mind your Victory", I said. "My letters – give me my letters" – Captain Whitby was unable to speak – tears in his eyes and a deathly paleness over his face made me comprehend him. I believe I gave a scream and fell back, and for ten hours I could neither speak nor shed a tear.[217]

 

King George III, on receiving the news, is alleged to have said, in tears, "We have lost more than we have gained."[218] The Times reported

 

We do not know whether we should mourn or rejoice. The country has gained the most splendid and decisive Victory that has ever graced the naval annals of England; but it has been dearly purchased.[218]

 

The first tribute to Nelson was fittingly offered at sea by sailors of Vice-Admiral Dmitry Senyavin's passing Russian squadron, which saluted on learning of the death.

 

Nelson's body was unloaded from the Victory at the Nore. It was conveyed upriver in Commander Grey's yacht Chatham to Greenwich and placed in a lead coffin, and that in another wooden one, made from the mast of L'Orient which had been salvaged after the Battle of the Nile. He lay in state in the Painted Hall at Greenwich for three days, before being taken upriver aboard a barge, accompanied by Lord Hood, chief mourner Sir Peter Parker, and the Prince of Wales.[220] The Prince of Wales at first announced his intention to attend the funeral as chief mourner, but later attended in a private capaci

This image is excerpted from a U.S. GAO report:

www.gao.gov/products/GAO-16-717

 

COMBATING WILDLIFE TRAFFICKING: Agencies Are Taking a Range of Actions, but the Task Force Lacks Performance Targets for Assessing Progress

 

Size 8 BNOB never used 10/10 little big. Offer up

Brand New In Box and Never Worn

7, 7.5, and 8

Modern Combat scene on Magnus Lauglo's modular landscape, Sunday 7 August.

Modern Combat scene on Magnus Lauglo's modular landscape, Sunday 7 August.

A customized M1911 designed to be easier to use, more reliable and to be more user friendly. Enhanced features are:

 

Shaved beavertail to prevent slide bite.

Skeletonized trigger.

Textured grip for more comfortable handling and better grip.

Lightweight frame cutouts.

Red tritium night sights.

Cut down grip safety for quick draw firing.

Flush-fit magazine with an 8+1 capacity.

High profile, ambi mag release to make reloading easier.

Combat style ring hammer.

HD slide.

Longer cocking serations at rear of slide.

 

Hope you like it :3

adidas combat speeds good condition

Hot Wheels

No. 102/2002 Grave Rave 4/4

NAMAC Beurs, Houten

BCWF Wrestling - Battons-nous pour les sinistres - Future Shock Tom Fulton Vs Airone Firewall

 

Future Shock Tom Fulton Def. (Tap Out) Airone Firewall

 

( La bws est de retour. Et cette fois c'est pour une bonne cause! Les benefices gagnes pour ce show seront verse pour aider les sinistres du 14, 15 et 16 juillet. )

covered in mud - what combat boots were made for

Taken: NJ, USA.

Ski clothes have changed a lot over the last few decades, going from "warm, tough, bulky, heavy" to light high fashion items with little resemblance to the original concept.

The development of new waterproof, breathable light fabrics have facilitated the charge to look "smart on the slopes".

 

----------------------------

Candid shot Mayrhoffen, Austria.

  

Une DCA a été positionné à Beyrouth sur le front de mer, on voit le serveur indiquer au tireur la position de l’avion

Les autres participants pour se protéger sont à plat ventre dans le sable

 

Pour une bonne compréhension, regardez les 4 photos de se reportage

PACIFIC OCEAN (Feb. 23, 2018) An MH-60S Sea Hawk helicopter, assigned to Helicopter Sea Combat Squadron (HSC) 25, hovers above a Mark VI patrol boat, assigned to Coastal Riverine Group 1, during a joint search and rescue exercise with U.S. Coast Guard Sector Guam. HSC-25 maintains a 24-hour search and rescue and medical evacuation alert posture, directly supporting the U.S. Coast Guard, Sector Guam and Joint Region Marianas. (U.S. Navy Combat Camera photo by Mass Communication Specialist 1st Class Cory Asato)

A close up of the cockpit of a Combat Sent Reconnaissance plane.

...............

55th Wing

---------------------------------------

Please visit my Aircraft Set

The Dassault-Breguet "Super Etendard" ("Banner" in French) is a light embarked fighter bomber , successfully tested in combat, on various attack missions in Argentina, Iraq, Yugoslavia, Afghanistan and recently in Libya.

 

It is a development of the Dassault Étendard IV attack aircraft in parallel with the new "Air-surface" version of the Aérospatiale anti-ship missile, the AM 39 "Exocet". The first test prototype flew on October 28, 1974. The French Navy initially ordered 60 units of the new model, which were delivered in June 1978.

 

The Argentine Navy acquired 14 "Super Etendard" in 1980, after the US. UU. He denied the possibility of replacing his A-4Q "Skyhawk's" with the new F-18 naval fighters and being able to continue, the operations embarked from the light aircraft carrier ARA Twenty-fifth of May, whose remaining useful life was calculated in 10 years. They were enrolled from 0751/3-A-201 to 0764/3-A-214, and were assigned to the 2nd Hunting and Attack Aircraft Squadron of the Naval Aviation Command.

 

Argentine pilots trained in France between November 1, 1980 and August 31, 1981, used similar Navy aircraft, completing their training from the Aircraft Carrier (R-98) "Clemenceau".

 

On December 7, 1981 they officially join the 2nd Squadron with the reception, in Argentina of the first 5 devices of the series, together with 5 missiles AM-39 "Exocet".

By April 2, 1982, at the start of the Falklands War, they had received only 45 hours of flight in this type of aircraft and the integration by French technicians of the interface between the plane and the missile was pending.

 

Although the French technicians returned to their country due to pressure from England and NATO, the Argentine Navy personnel managed to complete the assembly work. Finally, during the Falklands War, operating from the Admiral Hermes Quijada Air Base, in Río Grande Tierra del Fuego.

 

MISSION OF THE UNIT: Execute Offensive Naval Air Operations, destroying or neutralizing surface units, in order to contribute to the defense of the MALVINAS ISLANDS. Participating aircraft: 4 SUPER ETENDARD (3-A-202; 3-A-203; 3-A-204 and 3-A-205).

 

April 1: The take-off and landing race tests were started with the configuration planned before the possibility of operating on short tracks such as PUERTO ARGENTINO.

 

April 10: A flight refueling practice was carried out with a FAA KC-130 aircraft. The commissioning of the AM-39 system was completed, completing all the tests for the four aircraft that stood out.

April 12: Aerospatiale staff visit canceled.

 

April 15 and 16: Attack practices were carried out on the Destroyer ARA "SANTISIMA TRINIDAD" analyzing the capabilities of the enemy's radar and how to evade its detection. Recall that this ship was twin at Type 42, the backbone of the Royal Navy's air defense.

 

April 17: The practice of a complete mission with two planes was carried out. It was resupplied from a KC-130 aircraft located 300 MN from the take-off airfield with an attack on the Destroyer mentioned in the previous paragraph located 230 MN from the tank. The position was given by an S-2E, 15 minutes before launch.

On April 18, the NAVAL AVIATION COMMAND ordered the deployment of the four airplanes to the ALMIRANTE AERONAVAL BASE QUIJADA in order to complete their training, now in the area of ​​operations.

 

On 19, a section (3-A-202/204) was highlighted to the south and 20 the other section (3-A-203/205). Maintenance personnel and spare parts were transported in transport aircraft.

On May 1, when hostilities began, the radar of PUERTO ARGENTINO reported the presence of three targets at 095º and 15 miles. The NAVAL AVIATION COMMAND ordered the Squadron to carry out an attack, for which 3-A-204 (CC COLOMBO) and 3-A-203 (TF MACHETANZ) were enlisted. The maneuver began without inconvenience, but the 3-A-204 began to have a loss of fuel that endangered the mission, so it had to be canceled.

 

On May 4, a classic mission of efficient coordination of exploratory aircraft (2-P-112) and attack aircraft (3-A-202 and 3-A-203) was accomplished, which caused the sinking of the HMS Destroyer "SHEFFIELD ". flying at low altitude to not be detected, it launched two Exocet AM / 39 missiles of which one hit HMS Sheffield and, although it did not explode, caused an uncontrollable fire with the fuel it was carrying and had not yet been consumed. The ship's wrecks sank on May 10, 1982.

 

On May 25, by the method of analyzing the movement of airplanes on its radar, PUERTO ARGENTINO reported the presence of a large target and 5 mediums at latitude 50º55 '(S) longitude 56º00' (W). This mission was accomplished with 3-A-203 (CC CURILOVIC) and 3-A-204 (TN BARRAZA). The target turned out to be container ship MV Atlantic Conveyor, being attacked at 4:41 p.m. Two "Exocet" AM / 39 missiles hit the port near the stern, causing an opening in the hull the size of a house and large fires on board. It sinks on May 28, 1982.

 

On the 26th they returned to COMPORANTE ESPORA on 3-A-203 and 3-A-204.

On May 30 PUERTO ARGENTINO reported the position of a British GT at latitude 51º42 (S) longitude 54º40 '(W). He also reported the possible presence of a picket at 160º and 60 miles, the composition of the force being unknown.

 

The execution of a double refueling in flight was planned with detailed precision. For its part, the ARGENTINE AIR FORCE Command expressed its desire to carry out the operation jointly, for which the participation of 4 A4-C planes in this attack was requested. The two KC-130 took off on May 30 to 1125 from RIO GALLEGOS and the six attackers, to 1243 from RIO GRANDE, heading towards the established meeting point.

 

The fifth missile was launched against the HMS Invincible aircraft carrier, failing the target according to the English and damaging it according to the Argentines. Of the four Air Force A-4Cs, two were shot down and the other two pilots continued their attack on the aircraft carrier, carrying out the ground bombardment and subsequent evasion maneuvers. When they dropped their bombs, they observed a large fire on board. First Lieutenant URETA and Ensign ISAAC, separately, said they had attacked a large ship, with a flat deck and starboard superstructure, which was damaged and was throwing smoke.

 

On June 1, both planes returned to COMPORANTE ESPORA to meet the rest of the Squadron because the last "EXOCET" had already been launched.

 

Finally, on June 13, it was ordered to highlight a section to RIO GRANDE for Guiding Attack Groups, but this order was canceled on 14.

 

After the Falklands War, the Naval Aviation Command (COAN) of the Argentine Navy received the remaining Super Étendard units previously requested, which completed the 14 aircraft requested.

 

After the reforms in the light aircraft carrier (PAL) ARA Twenty-five of May (V-2) (POMA), they began to operate, forming part of their GAE (Embarked Air Group), on April 18, 1983, Captain Corvette Augusto Bedacarratz, first landed on the aircraft carrier May 25 (POMA).

 

Until mid-1988 they continued to be part of the GAE, together with the Grumman S-2 Tracker and the Douglas A-4Q "Skyhawk", on that date the POMA entered a period of reforms that were never completed and the ship was finally scrapped to late 90s, in Alang India.

Track number "1" probably in Long Binh /author unknown/.

redesign of the ''bucket-head''....introducing the CM-002 ''Felix''

Rct. Samuel Symes, Platoon 2093, Golf Company, 2nd Recruit Training Battalion, sights in on a simulated enemy Oct. 28, 2014, on Parris Island, S.C. Recruits learn basic field-related skills all Marines must know. These skills will be broadened during follow-on training at Camp Lejeune, N.C. Symes, 18, from Center Moriches, N.Y., is scheduled to graduate Nov. 21, 2014. Parris Island has been the site of Marine Corps recruit training since Nov. 1, 1915. Today, approximately 20,000 recruits come to Parris Island annually for the chance to become United States Marines by enduring 13 weeks of rigorous, transformative training. Parris Island is home to entry-level enlisted training for 50 percent of males and 100 percent of females in the Marine Corps. (Photo by Cpl. Caitlin Brink)

A Combat Trained Tactical Scientist, often used in situations where there is a need for both combat and scientific support. They are highly trained in squad based tactics and in the fields of science, especially bio-research.

SAN DIEGO (July 21, 2022) – An MH-60S Sea Hawk attached to “Blackjacks” of Helicopter Sea Combat Squadron (HSC) 21 conducts flight operations during Rim of the Pacific (RIMPAC) 2022 in Southern California. Twenty-six nations, 38 ships, three submarines, more than 170 aircraft and 25,000 personnel are participating in RIMPAC from June 29 to Aug. 4 in and around the Hawaiian Islands and Southern California. The world’s largest international maritime exercise, RIMPAC provides a unique training opportunity while fostering and sustaining cooperative relationships among participants critical to ensuring the safety of sea lanes and security on the world’s oceans. RIMPAC 2022 is the 28th exercise in the series that began in 1971. (U.S. Navy photo by Mass Communication Specialist 3rd Class Larissa T. Dougherty) 220721-N-PQ495-1025

 

** Interested in following U.S. Indo-Pacific Command? Engage and connect with us at www.facebook.com/indopacom | twitter.com/INDOPACOM | www.instagram.com/indopacom | www.flickr.com/photos/us-pacific-command; | www.youtube.com/user/USPacificCommand | www.pacom.mil/ **

Yahooo.. am back to combat for 4 hours everyday :D and this is my new cafe in the RP zone, Still in the building mode..

Credits@

Furniture by Sooth.. thank you <3

10

Fit up to an 8

Wednesday, 5th November 2008

 

View On Black

 

CPKF Marines

 

The Commonwealth Peace Keeping Forces Marine Division was commissioned for space and low/zero/hostile atmospheric combat environment campaign scenarios.

 

The 95th is a special unit equipped with extra gear - more so than their colleagues in the general infantry (51st to 80th CPKF Marine Platoons).

 

The core of the the CPKF Marine division consists of six companies (300+ troopers) plus support from specialst units like Hunter's Platoon, The Vengance Squad and the Combat Assault Squad (pictured above) attached to the Vega Company.

 

--

This photograph is part of my Peace Keeper Minifigs set on Flickr.

--

Image and text copyright © 2008-present Joriel Jimenez

Please use with permission and full attribution

 

Explore! #214 5th November 2008

The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed "The Wooden Wonder". The Mosquito was also known affectionately as the "Mossie" to its crews. Originally conceived as an unarmed fast bomber, the Mosquito was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace.

 

When the Mosquito began production in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs - 4,000 lb (1,812 kg) "cookies" - in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.

 

As a night fighter, from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, notably defeating Operation Steinbock in 1944. Starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a night fighter and intruder supporting RAF Bomber Command's heavy bombers and reduced bomber losses during 1944 and 1945. As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay, where significant numbers were sunk or damaged) and intercepting transport ship concentrations.

 

The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European theatre, and the Mediterranean and Italian theatres. The Mosquito was also used by the RAF in the South East Asian theatre, and by the Royal Australian Air Force (RAAF) based in the Halmaheras and Borneo during the Pacific War.

 

By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer. The later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour (340 km/h) at 11,000 feet (3,400 m), better than the 100 miles per hour (160 km/h) Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but simplified production and reduced construction time.

 

Air Ministry bomber requirements and concepts:

 

On 8 September 1936, the British Air Ministry issued Specification P.13/36 which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 pounds (1,400 kg) for 3,000 miles (4,800 km) with a maximum speed of 275 miles per hour (443 km/h) at 15,000 feet (4,600 m); a maximum bomb load of 8,000 pounds (3,600 kg) which could be carried over shorter ranges was also specified. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to the production of the Avro Manchester and Handley Page Halifax.

 

In May 1937, as a comparison to P.13/36, George Volkert, the chief designer of Handley Page, put forward the concept of a fast unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds (1,400 kg) of bombs at a cruising speed of 300 miles per hour (480 km/h). There was support in the RAF and Air Ministry; Captain R N Liptrot, Research Director Aircraft 3 (RDA3), appraised Volkert's design, calculating that its top speed would exceed the new Supermarine Spitfire. There were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non-strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and the Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than sometimes acknowledged though it was unlikely that the Air Ministry envisaged it not using light alloy components.

  

Project Mosquito:

 

Once design of the DH.98 had started, de Havilland built mock-ups, the most detailed at Salisbury Hall, in the hangar where E0234 was being built. Initially, this was designed with the crew enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a more conventional canopy.

 

The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production, decided there was no production capacity for aircraft like the DH.98, which was not expected to be in service until early 1941. Although Lord Beaverbrook told Air Vice-Marshal Freeman that work on the project had better stop, he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production was to focus on five existing types, namely the Supermarine Spitfire, Hawker Hurricane, Vickers Wellington, Armstrong-Whitworth Whitley and the Bristol Blenheim. Work on the DH.98 prototype stopped, and it seemed that the project would be shut down when the design team were denied the materials with which to build their prototype.

 

The Mosquito was only reinstated as a priority in July 1940, after de Havilland's General Manager L.C.L Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941, and this, only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Oxford trainers and repairing Hurricanes as well as the licence manufacture of Merlin engines. In promising Beaverbrook 50 Mosquitoes by the end of 1941, de Havilland was taking a gamble, because it was unlikely that 50 Mosquitos could be built in such a limited time; as it transpired only 20 Mosquitos were built in 1941, but the other 30 were delivered by mid-March 1942.

 

During the Battle of Britain, nearly a third of de Havilland's factory time was lost because the workers took cover in the factory's bomb shelters. Nevertheless, work on the prototype went quickly, such that E0234 was rolled out on 19 November 1940.

 

In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. It was still uncertain whether the fighter version should have dual or single controls, or should carry a turret, so three prototypes were eventually built: W4052, W4053 and W4073. The latter, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays as half-built wing components had to be strengthened for the expected higher combat load requirements. The nose sections also had to be altered, omitting the clear perspex bomb-aimer's position, to solid noses designed to house four .303 machine guns and their ammunition.

 

Overview:

 

The Mosquito was a fast, twin-engined aircraft with shoulder-mounted wings. The most-produced variant, designated the FB Mk VI (Fighter-bomber Mark 6), was powered by two Merlin Mk 23 or Mk 25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk VI was four Browning .303 machine guns and four 20 mm Hispano cannon while the offensive load consisted of up to 2,000 pounds (910 kg) of bombs, or eight RP-3 unguided rockets.

 

Construction:

 

The oval-section fuselage was a frameless monocoque shell built in two halves being formed to shape by band clamps over a mahogany or concrete mould, each holding one half of the fuselage, split vertically. The shell halves were made of sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength— such as along cut-outs— stronger woods replaced the balsa filler; the overall thickness of the birch and balsa sandwich skin was only 7⁄16 inch (11 mm). This sandwich skin was so stiff that no internal reinforcement was necessary from the wing's rear spar to the tail bearing bulkhead. The join was along the vertical centre line. This split construction greatly aided the assembly of the internal equipment as it allowed the technicians easy access to the fuselage interior. While the glue in the plywood skin dried, carpenters cut a sawtooth joint into the edges of the fuselage shells, while other workers installed the controls and cabling on the inside wall. When the glue completely dried, the two halves were glued and screwed together. The fuselage was strengthened internally by seven bulkheads made up of two plywood skins parted by spruce blocks, which formed the basis on each half for the outer shell. Each bulkhead was a repeat of the spruce design for the fuselage halves; a balsa sheet sandwich between two plywood sheets/skins. Bulkhead number seven carried the fittings and loads for the tailplane and rudder, The type of glue originally used was Casein, which was later replaced by "Aerolite", a synthetic urea-formaldehyde, which was more durable. Many other types of screws and flanges (made of various woods) also held the structure together.

 

The fuselage construction joints were made from balsa wood and plywood strips with the spruce multi-ply being connected by a balsa V joint, along with the interior frame. The spruce would be reinforced by plywood strips at the point where the two halves joined to form the V-joint. Located on top of the joint the plywood formed the outer skin. During the joining of the two halves ("boxing up"), two laminated wooden clamps would be used in the after portion of the fuselage to act as support. A covering of doped Madapolam (a fine plain woven cotton) fabric was stretched tightly over the shell and a coat of silver dope was applied, after which the exterior camouflage was applied. The fuselage had a large ventral section cut-out, which was braced during construction, to allow it to be lowered onto the wing centre-section. Once the wing was secured the lower panels were replaced, and the bomb bay or armament doors fitted.

 

The all-wood wing was built as a one-piece structure and was not divided into separate construction sections. It was made up of two main spars, spruce and plywood compression ribs, stringers, and a plywood covering. The outer plywood skin was covered and doped like the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater. The wing contained metal framed and skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although, for strength, the engine mounts were all metal as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction. The outer leading wing edge had to be brought 22 inches (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder and elevator, were aluminium framed and fabric covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).

 

In November 1944, several crashes occurred in the Far East. At first, it was thought these were as a result of wing structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to "lift" from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating that "the accidents were not caused by the deterioration of the glue but by shrinkage of the airframe during the wet monsoon season". However a later inquiry by Cabot & Myers definitely attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford which found faults in six different Marks of Mosquito (all built at de Havilland's Hatfield and Leavesden plants) which showed similar defects, and none of the aircraft had been exposed to monsoon conditions or termite attack; thus it was concluded that there were construction defects found at the two plants. It was found that the "Standard of glueing...left much to be desired”. Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in the Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem, a sheet of plywood was set along the span of the wing to seal the entire length of the skin joint along the main spar.

 

Information regarding the de Havilland DH98 Mosquito has been taken from excerpts contained on Wikipedia

 

Aston Martin Ulster Roadster (1936)

 

In 1927 Aston Martin was taken over by race driver A. C. Bertelli. He designed a 1.5-litre, SOHC engine which would eventually power the LeMans-racing Ulster. Thoughout the years the engine was devloped to include dry sump lubrication.

 

The Aston Martin Ulster stands as one of the most respected pre-war racecars. It was largely based on the Mark II which came before it.

 

The Ulster had a breif two year race program. During this time they dominated the British Tourist Trophy at Goodwood. In 1934, Ulsters took first, second and third place. The best LeMans result was achieved in 1935. Chassis LM20 raced to third overall which put it first in the 1101 to 1500cc class.

 

After the race efforts, Aston Martin readied a production version of the LeMans cars. Twenty-One of these cars were built of which all are accounted for today.

 

Aston Martin Ulster information used from:

 

www.supercars.net/cars/2084.html

 

In the 1980's a small number (7) replicas of the Aston Martin Ulster Roadster were manufactured as a kit car:

 

Fergus Mosquito (Aston Martin Ulster replica)

 

Kop Hill Climb - 25th September 2011

 

Fergus Mosquito - an Aston Martin Ulster replica.

 

Only seven were made in Kingsbridge, Devon, in the 1980s, using donor Morris Marina B-series engines and other parts.

 

UIJ233 is the best of the 7 replicas.

 

These two models, the de Havilland DH98 Mosquito aircraft and the Aston Martin Ulster Roadster of 1936 have been created in Lego miniland scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts" - featuring automotive vehicles named after, inspired by or related to aircraft.

Seen these on display at states

Air combat under the basket. It ended with a foul here, btw.

 

Welser Basketball Club - Fürstenfeld Panthers

94:81

2:1 in the Best of Five Series of the Austrian Championships Semifinals.

 

Got another colorway to add to the collection I don't have a lot of the newer colors so if you guys have Combats or Varners you want to part with after the season let me know!

This is Egill "Gillz" Einarsson as Týr, the god of single combat, victory and heroic glory. Photo taken by me but post processed by Hallmar "Mari" Makeup by Eva Hrönn and Iðunn. The opponents, from top to bottom are Jóhann, Þórir and Einar.

Ace Combat Assault Horizon

ReShade 0.12 + Master Effect Reborn

Ace Combat: Assault Horizon

Reshade

4k (Cropped)

 

In-game theater mode with HUD turned off

See more photos on www.FashionSnag.com! Shop the jacket below.

 

Jacket: rstyle.me/~3KmvV

 

Facebook: www.facebook.com/FashionSnag

Instagram: instagram.com/fashionsnag

Twitter: twitter.com/fashionsnag

Bloglovin: www.bloglovin.com/blog/1004270

France

10,9,9 All FS/T

offer on here or text me 734-812-4633

Author : @Kiri Karma

Comiccon Brussels 2023 - Spring - WCL - Divers

 

Photos diverses prisent avant et apres le show.

Various photos taken before and after the show.

 

( Comic con brussels is your celebration of geek culture in the heart of europe!

 

You will find us at the beautiful Tour & Taxis site near the Brussels North train station. At Comic Con Brussels you will find Dealers, Artists, Actors, ... It's a Con that brings together all the things you love:

Comics, cosplay, gaming, films, manga, collectibles, anime, tv series, clothing, toys, gadgets and lots more!!! )