Night Raiders by Stan Stokes.

Anxious to retaliate against German bombing raids on Great Britain, the RAF devised a strategic bombing strategy of its own. Sir Arthur Harris, Chief of the RAFs Bomber Command, stated: The Nazis entered this war with the rather childish delusion that they were going to bomb everyone, and nobody was going to bomb them...they sowed the wind, and now they are going to reap the whirlwind. The Avro Lancaster Mk. B.I. heavy bomber, certainly one of the most important aircraft of World War II, played a major role in the British retaliation. The 7,366 Lancasters which were produced completed 156,000 missions, and because of their large payload dropped a total of 608,612 tons of bombs. The Lancaster evolved from the twin engine Manchester medium bomber which was modified to accept four engines. The Lancasters success stemmed partially from its large payload. Specially modified Lancasters were capable of carrying the 22,000 pound Grand Slam bomb. The Lancaster was operated by a crew of seven or eight, had a maximum speed of 286 MPH, and a range of 2,527 miles. The Lancaster was powered by four 1,640 HP Rolls Royce Merlin water cooled in-line engines. Lancasters were heavily armed with either eight or ten 7.7 MM Colt-Browning machine guns, but they proved no match for the Luftwaffes experienced fighter pilots, and the Lancasters were decimated during daytime bombing raids on Germany. The RAF responded by shifting to a policy of night time strategic bombing, and by wars end most major German cities lay in rubble. The Lancaster was simply built, easy to repair, and could absorb heavy damage. The aircraft underwent very little major alteration during its life. Both the wings and fuselage were designed in large independent sections which bolted together, which dramatically enhanced the repair of damaged aircraft. In Night Raiders, Stan Stokes captures an Avro Lancaster during one of the first night raids on Berlin. Illuminated by the full moon above and the incendiary fires below, the destructive terror of this weapon of war is vividly captured by the artist. As the war progressed Germany improved the effectiveness of its night fighter force and it was not uncommon for losses on any mission to be in the 5-10% range. The whirlwind was not without cost to the RAF. Very few RAF Lancaster crews successfully survived their tours of duty, and in 1942-43 the average life expectancy of a Lancaster aircraft was only 6-7 missions. Despite this high price, the RAFs bombing campaign against Germany clearly hastened the end of the War.

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Signed by Flt Lt Robert Ferguston.

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ITEM CODE STK0204

Royal Navy Ace by Stan Stokes.

Tommy Sopwith was born in 1888. He became the second person to fly the English Channel, and he established the Sopwith Aviation Company in 1912. His first successful aircraft design was the Sopwith Tabloid. This was a very modern aircraft when introduced in 1913. With its top speed of 92-MPH the Tabloid won the 1914 Schneider Trophy race. Two other early Sopwith designs were the Bat Boat, one of the first flying boats flown by the Naval Wing, and the Three-Seater, a large observation aircraft. Sopwith proliferated many other designs during the Great War, including the Snipe, Pup, Dolphin, Salamander, Strutter, and Camel. Sopwiths triplane was introduced in 1917. It evolved from the need for an aircraft with a superior rate of climb. By reducing the length and width of the wings, and by adding a third wing, the desired results were achieved. The triplane was a sound design with good rate of climb and very good maneuverability. It was somewhat underpowered when compared with its German adversaries. It was powered with either a 110-HP or 130-HP Clerget engine. The Sopwith Triplane utilized a convention design with I-sections and longertrons made of spruce wood. The fabric was separated from the structural members by thin strips of spruce, and the forward section of the fuselage was covered with sheet aluminum. The Triplane had a steerable tailskid, and the undercarriage was built with streamlined steel tubing. This diminutive aircraft was 26 feet 6 inches in span and just under 19 feet in length. The maximum speed of the aircraft was 117-MPH; attainable at 5,000 feet altitude. With a service ceiling of 20,500 feet the Triplane had a maximum endurance of 90 minutes. Maneuverability was a hallmark of Sopwith designs and the triplane was no exception to this rule. Many Royal Naval Air Service pilots flew the Triplane. For most of 1917 the pilots of Navy 1, 8, and 10 squadrons in Flanders flew Triplanes. Sopwith also produced a 200-HP Hispano-Suiza powered triplane that had larger wings to compensate for the increased engine weight. More than 20,000 aircraft were built of Sopwith design prior to the companys merger with Hawker in 1933. Captain R.A. Little was the RNASs highest-scoring ace with a total of 47 victories. He had fifteen victories (Nos 22-36) that were attained while flying the Sopwith Triplane with No 8 Squadron RNAS between April 1917 and July 1917.

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ITEM CODE STK0022

Fast and Furious by Stan Stokes.

Thomas Sopwith was a distinguished British aviator who organized the Sopwith Aviation Company. Sopwith produced an aircraft which won the coveted Schneider Trophy race. With the start of WW I, Sopwith Aviation shifted its focus to military aircraft, and was to become one the major suppliers to both the Royal Air Corps and the Royal Naval Air Service. In October of 1914 two Sopwith Tabloids flew a 200-mile round trip strike against the airship sheds at Dusseldorf and Cologne. The Sopwith Strutter firmly entrenched Sopwith as a producer of quality-built aircraft. The Strutter was a precursor of the Sopwith Pup, which would serve as the Royal Navys first carrier aircraft. The first production Pup was delivered to the Royal Navy in 1916. Most Pups were powered by a 80-HP Le Rhone radial engine, which gave the Pup a top speed of 115-MPH and an endurance of three hours. Many Navy Pups were modified to utilize a tripod mounted Lewis gun which could be fired forward or upwards through a cutout in the upper wing. Sopwith Pups were also utilized on battlecruisers. In fact, a Pup launched from the HMS Yarmouth downed the Zeppelin L.23 in August of 1917. The Royal Navys HMS Furious was the first dedicated aircraft carrier in the world. The Furious was initially laid down as a battlecruiser, but the design was modified during construction to include a flying deck forward of the main bridge. This configuration allowed aircraft to be launched as the Furious steamed into the wind. An attempt at recovery by having aircraft side slip on to the deck proved ineffective with one of the early attempts resulting in the death of the pilot, Squadron Commander E. H. Dunning, who had made the worlds first successful carrier landing on a ship underway only days earllier. The Royal Navy decided to further modify the Furious by adding a second deck aft of the bridge. The fore and aft decks were connected by a narrow ramp on either side of the funnel and bridge, and this permitted aircraft to be to moved between the two decks. Sets of longitudinal wires were set across the aft deck, and were designed to catch the skids of the Sopwith Pups during landings. Recovering aircraft was still tricky, and a rope barrier was erected aft of the mainmast to prevent aircraft which overshot from crashing into the superstructure of the ship. The first carrier-based naval air strike in history was carried out against the Zeppelin hangars at Tondern by the Furious on July 19, 1918. Seven Sopwith Camels, each carrying two 50-pound bombs were utilized for this mission. This important moment in the history of naval aviation is captured magnificently in Stan Stokes highly detailed painting entitled Fast and Furious.

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ITEM CODE STK0005

Double Trouble by Stan Stokes.

The Bristol Beaufighter was one of the most successful twin-engine fighters utilized by the RAF during WW II. The forerunner of the Beaufighter was the Bristol Beaufort, which was the first modern torpedo bomber to enter service. The Beaufort, known officially as the Type-152 was derived from the earlier Type-150, which in turn had been influenced by the Bristol Blenheim. About the time the first Beauforts were being flight tested, the aircrafts chief designer, Leslie Frise, commenced a study to see if the Beauforts airframe could be adapted to create a twin engine fighter design. The modified design (Type-156) incorporated a narrower fuselage, a shorter nose section utilizing a single-seat cockpit, and a dorsal observers position. The prototype Beaufighter made its first flight in July of 1939. A year of flight testing and refinement followed. Only Hercules III engines were available for the first production models. This gave the first marks performance roughly comparable to a Hawker Hurricane. Most Beaus were armed with four nose-mounted canon and an additional six machine guns in the wings. This gave the Beaufighter an impressive amount of firepower. As the Battle of Britain raged priority was given to modifying existing aircraft to the night fighter role. German bombers were relatively free from RAF fighters when attacking at night. The Beaufighter represented an ideal platform for this night fighter role. It was fast enough at 360-MPH to catch German bombers, it was heavily armed, and the observers position was an ideal spot to incorporate a radar operators controls. These night fighter versions were painted a matte black. On October 25, 1940 a Beaufighter recorded its first night victory. The Beaus utilized a transmitting antenna mounted on the nose, and receiving antennas mounted on the leading section of both wings. As the War progressed the Beaufighter would also become an important ground attack and fighter/bomber for the RAF. As depicted in Stan Stokes dramatic painting entitled Double Trouble, an RAF Beaufighter piloted by Group Captain John Cunningham downs a Ju-88 bomber. Cunningham was the RAFs top night fighter ace. He, and his radar operator Jimmy Rawnsley, were credited with nineteen night victories. Cunningham also downed one enemy aircraft during daylight. He served with No. 604 Squadron, which had both a day and night fighter capability. The squadrons night fighting proficiency rose dramatically from late 1940 until mid-1941. By 1943, the Beaufighters were replaced with faster Mosquitoes. Cunningham was demobilized following the War. He joined DeHavilland Aircraft as its Chief Test Pilot following the War, and retired from British Aerospace in 1980.

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ITEM CODE STK0114

The Brits Get Burned by Stan Stokes.

Twenty-four hours prior to the Japanese attack on Pearl Harbor Japanese fighters near the Gulf of Siam shot down a RAF Catalina flying boat. The RAF aircraft had stumbled across the Japanese Southern Expeditionary Fleet proceeding to Malaya with a powerful invasion force. With many of its carriers approaching Pearl Harbor, the Japanese invasion force was dependent on land-based air cover. The Japanese Navys 22nd Air Flotilla had relocated to bases in French Indochina. Also within range were Army aircraft flying out of the Saigon area. The Japanese had several hundred aircraft at their disposal. On the British side there was a collection of approximately 150 mostly obsolete and poorly maintained aircraft including Brewster Buffalos, Vildebeast torpedo bombers, Blenheim light bombers, and Hudson patrol aircraft. The British had reinforced their naval forces in the area in November with the arrival of Force Z. Force Z included the old battle cruiser Repulse and the new state-of-the-art battleship Prince of Wales. It had also included the aircraft carrier Indomitable, but that ship had unhappily run aground in the West Indies. Force Z was sent north, under radio silence, to seek out the Japanese invasion force. Guided by some reports from a submarine, a force of 53 Japanese aircraft from the 22nd Air Flotilla took off on a mission to intercept the British force. Flying twin-engine G3M Nell and G4M1 Betty bombers, mostly armed with torpedoes, the Japanese pilots flew southwards through darkness and heavy clouds. Finally spotting something, the aircraft proceeded to attack position, but realized at the last minute that they were preparing to attack Admiral Ozawas flagship. About the same time, Force Z made contact with two scout planes launched from Ozawas cruisers. Disappointed that they had lost any element of surprise, the British force turned back. The next day the force was spotted by Japanese reconnaissance aircraft and their position was established for another attack force of nearly 100 aircraft. The Repulse was attacked first by a low level bombing run by Nells. Two waves of torpedo bomber attacks then followed. Captain Tennant, the ships commander twisted and swerved his ship, managing to dodge all the torpedoes. A third wave resulted in a single torpedo hit; exposing the old ship to nine more torpedo bombers. Four more torpedoes struck home, and the Repulse rolled over and sunk. The Prince of Wales was attacked by an initial wave of nine torpedo bombers, and suffered two hits. Mortally wounded she was attacked by a second wave of torpedo bombers. This time 4 more torpedoes struck home. She capsized and sank a few hours after the Repulse had preceded her. The demise of the Repulse and the Prince of Wales marked the end of the Battleship Era. Never again could powerful ships feel any security as long as unopposed enemy airpower was in range.

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ITEM CODE STK0126

Boom Boom Billy by Stan Stokes.

William Avery Bishop, the top scoring RFC ace of WW I, was born in Ontario Canada on February 8, 1894. He entered the Royal Military College in 1911 and after War broke out in Europe he was assigned to the 14th Battalion of the Canadian Mounted Rifles. Bishop applied for a transfer to the Royal Flying Corps in 1915. Following a few months of training he was made an observer and was sent to France to fly with No. 21 squadron. He was hospitalized for frostbite and later from injuries sustained in a bad landing. In late 1916 he began pilot training and in March of 1917 Bishop was posted to No. 60 squadron flying Nieuport Scouts. On March 25 he experienced his first air combat, downing an Albatros single-seater. Bishop scored thirteen victories during Bloody April, and another seven-and-a-half in May. He was awarded the DSO at this point. In early June Bishop attacked a German airfield at dawn, and shot down three Albatros aircraft taking off to challenge him. For this fete he received the Victoria Cross. In constant combat during the summer months, Bishops score rose to 45 by mid-August. He was the first to exceed the record of the famous British Ace, Albert Ball. During this period Bishop often flew as many as seven-eight hours each day. He was aggressive in the air and obviously possessed excellent flying instincts and marksmanship skills. Eleven of these 45 victories were achieved in the SE-5 with which No. 60 squadron had been re-equipped. Promoted to Major, Bishop returned to Canada for a recruiting tour. In 1918 he returned to England, first as the Chief Instructor at Aerial Gunnery School, and later as the Commander of No. 85 squadron. Once again Bishop was at his best in the air. Flying SE-5s, Bishop claimed 27 more victories during this final combat tour, including four Pfalz D.IIIs. Bishop received the DFC, and returned to the Air Ministry in England for a short time before returning to Canada in August of 1918. There he played an important role in the formation of the new Canadian Air Force. Bishops official victory total of 72, the highest for any RFC flyer in WW I, approached the official total of von Richtofen who had 80. Some historians have disputed Bishops score, indicating that he received credit for a number of victories when he was flying alone. Following the War, Bishop formed a commercial aviation company with another ace W.G. Barker. He later served with the RCAF during WW II as an Air Marshal responsible for training. Billy Bishop passed away in 1956 at the age of seventy. In Stan Stokes nostalgic painting the top RFC ace is depicted early in his career flying his Nieuport against a German Albatros.

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0012

Those Nagging Mosquitoes by Stan Stokes.

Although fifty years has passed since the end of WW II, the de Havilland Mosquito, or Mossie, is still held in high admiration by the crews which flew this wonderful aircraft. Built in a number of variants, the Mosquito served in a number of roles including fighter, bomber, trainer, transport, night fighter, and reconnaissance aircraft. Prior to WW II the de Havilland Company had built a good reputation for building highly streamlined, very fast aircraft, utilized for racing. The Company submitted a design proposal in 1939 for an all new twin-engined aircraft, primarily built of wood, which would be capable of 400 MPH with its twin Merlin engines. Late in 1939 the Air Ministry ordered a prototype, and in March of 1940 an initial fifty production aircraft were ordered. The Mosquito was built utilizing a one-piece, two-spar wing. Spruce and plywood were utilized extensively. The aircraft performed admirably in its initial tests and the first combat mission took place in September, 1941. Some of the early Mosquitoes were produced in a bomber variant. Early Mosquitoes were painted in a unique blue-gray camouflage. One of the first squadrons equipped with the Mosquito was number 105. In September of 1942, 105 squadron sent four of its aircraft on a daring daylight low level raid to bomb the Gestapo Headquarters in Oslo, Norway. This successful mission was lead by RAF Squadron Leader George Parry. The mission was important because the Gestapo Headquarters housed vital dossiers on Norwegian resistance personnel, and the resistance had requested the mission to boost morale. The Mosquitoes were unexpectedly attacked by two Fw-190s as they approached the target. One of the aircraft (piloted by F/Sgt. Carter) was hit and crashed while attempting a forced landing on a lake. One of the Fw-190s struck a tree during the chase, and crash landed in a mountainous area. Stan Stokes, in his striking painting, appropriately titled Those Nagging Mosquitoes, depicts the three returning aircraft of 105 Squadron flying fast and low over a fjord in Norway. Because the Mossie utilized speed as a way to avoid enemy fighters, several minor modifications were made to coax every additional MPH possible out of the aircraft. Other modification were made to some aircraft which allowed them to carry a 4,000 pound bomb. The Mosquito was also produced under license in Canada utilizing Packard-manufactured Merlin engines. The Mosquito B Mk IX utilized a pair of 1,680 HP Merlin 72s and the prototype attained a speed of 437 MPH. Other Mossies were modified to utilize a bulbous ventral radar dome. The Mosquito was produced until 1950. More than 7,700 aircraft were built. The aircraft remained in service with the RAF until 1963. Only a few restored examples of this versatile aircraft remain in existence.

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Signed by Flt Lt George Parry (deceased) - Leader of the Oslo Raid.

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ITEM CODE STK0138

Hurricane on my Tail by Stan Stokes.

With Europe occupied by Nazi forces, Great Britain was the last obstacle in Hitlers plan to rule Europe. Hitlers invasion plan called for his Luftwaffe to gain control of the air over Britain in the first few weeks of attack, which would be followed by pulverizing bombing attacks on the British coastline, and finally by a blitzkrieg style invasion spearheaded by Panzer Divisions supported by fighters and dive bombers. The Germans had assembled over 100 well-equipped divisions by the Summer of 1940 for its invasion of Britain, and on August 8 the Luftwaffe attacks commenced. The Germans had underestimated the capability of the British air defense and both the will and skill of its pilots. In the first ten days of German attacks RAF Hurricanes and Spitfires shot down 697 German aircraft, while losing only 153 aircraft and 93 flight personnel of their own. By months end the German strategists shifted to all out attacks on British airfields, aircraft plants, and munitions factories. Effectively utilizing radar to pinpoint incoming strikes, and by widely dispersing their own aircraft so few could be destroyed during any single attack, the RAF fought back. During this second phase of attack the Germans lost an additional 562 aircraft compared to only 219 for the Brits. However, every German plane shot down resulted in the death or capture of its trained flight crews, but in more than half of the RAF losses the experienced pilot was saved. Forced to react to ever increasing losses, the Germans shifted their strategy to strategic night bombing raids on London and several other major cities. A year after The Battle Of Britain commenced Germany was forced to abandon major air operations directed at Britain marking this conflict the first major battle in the history of warfare fought solely by aircraft, as not a single Nazi soldier voluntarily set foot on British soil. The Hawker Hurricane while less glamorized than the Supermarine Spitfire, was the fighter most widely used by the RAF during the first two years of the War. The Hurricane was the first British fighter to exceed 300 MPH, and the first to carry eight machine guns. In excess of 14,000 Hurricanes were produced through 1944. The Heinkel He. 111 medium bomber pictured in Stan Stokes painting, Hurricane on My Tail!, was widely used by the Luftwaffe (7,300 produced) during the Battle of Britain. The 111 could carry a 5,500 pound bomb load and had a maximum speed of 252 MPH. In total the Germans lost 2,375 aircraft during the Battle of Britain. The inspiration and determination of the RAFs Hurricane and Spitfire pilots during this conflict lead to Winston Churchills often quoted remark, Never in the field of human conflict was so much owed by so many to so few.

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Signed limited edition of 225 prints. Size 16 inches x 11.5 inches (41cm x 30cm). Price £75.00

Signed by He-111 pilot Herbert Kraebel.

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Save £5 on selected prints - Was £80

ITEM CODE STK0117

Imperials Flying Bananas by Stan Stokes.

The Handley Page H.P. 42 biplane airliner had a reputation unmatched in its day for reliability, safety, and passenger comfort. Imperial Airways, the British flag carrier during the between war period, was one of aviations pioneers when it came to establishing long range commercial air services. With the British Empire spanning the globe, effective long distance air service was important in linking both former and current colonies. In 1928 Imperial solicited proposals for a long distance airplane capable of flying the London to India air mail route. Handley Page won the bid for a total of eight new airliners. The large bi-plane design which was agreed upon had four radial engines, with two mounted on the upper wing and two on the lower wings on each side of the fuselage. With its triple finned tail assembly, this huge biplane was quite something to see. Despite its antiquated appearance the H.P. 42 had a very impressive passenger compartment which was quite luxurious. Inlaid wood paneling, twin lavatories, a full galley, comfortable seating, passenger ventilation controls, and wide windows gave the H.P. 42 ambiance comparable to some of the ocean liners of the day. The slight kink in the aircrafts fuselage gave rise to its flying banana nickname. Four aircraft were built for Imperials eastern route structure, which included the India and South Africa routes. These aircraft were powered by 9-cylinder 550-HP Bristol radials. The other four aircraft were utilized for the London-Paris shuttle and other continental routes, and were powered by a different engine, and contained a total of 38 passenger seats instead of the 24 passenger configuration for the longer routes. The H.P. 42 had a corrugated metal skin similar to both the Ford and Junkers Tri-motor designs of that era. With a cruising speed of only about 100-MPH the passenger amenities on these aircraft were greatly appreciated, especially if a stiff headwind was encountered. The aircraft, with its large wing area, had an incredibly short take off capability, and could become airborne in only 600 feet. As depicted in Stan Stokes painting Hannibal passes over the Pyramids in Egypt on its approach into Cairo, one of the stop over points on the London to India route. This journey would take more than six days, with no flying at night. Occasionally these aircraft would make stops at unattended desert fuel depots in order to refuel. These aircraft were in service for about eight years, with most of them attaining more than one million flight miles. The eight aircraft in the fleet, Hengist, Helena, Horatius, Hannibal, Heracles, Horsa, Hanno, and Hadrian chalked up more than 100,000 flight hours covering more than 10 million miles. Only one aircraft was lost in a fatal accident, as Hannibal disappeared over the Indian Ocean while being ferried back to England.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0187

Sink the Bismarck by Stan Stokes.

Commissioned on August 24, 1940, the German battleship Bismarck was the epitome of naval power. The great ship was 823 feet in length, had a beam of 118 feet, and a displacement of 50,000 tons. After nine months of sea trials the Bismarck embarked on its first mission accompanied by the cruiser Prinz Eugen on May 19, 1941. The Bismarcks mission was to destroy and disrupt convoys carrying war relief supplies to Britain from North America. On May 20th the Bismarck was spotted and reported to British intelligence as it passed through the narrow straits between Denmark and Sweden. The British presumed correctly that the Bismarck was headed for the North Atlantic, but by which route? Dividing its naval forces in an attempt to intercept the mighty German battleship, four ships were sent to patrol the Denmark strait, including the newly commissioned battleship Prince of Wales, and the H.M.S. Hood, a heavily armed battle cruiser, pride of the British fleet. On may 23rd the Bismarck was spotted by the H.M.S. Norfolk and the H.M.S. Suffolk. The Bismarck opened fire on the Norfolk, which was out gunned by the German ship, but fortunately was able to elude the Bismarck because of heavy fog and mist. With its position identified British Naval authorities ordered several other ships to the area including the H.M.S. Ark Royal, one of two aircraft carriers dispatched. On May 24th the Bismarck was engaged again. The H.M.S. Hood took a direct hit and exploded with the loss of all but three of its large crew. The Bismarck took two hits from the Prince of Wales during this battle, one of which had the effect of reducing the huge ships effective fuel capacity, and hence range. Later that evening a torpedo plane attack was launched at the German battleship, which sustained one hit with little damage. On May 25th the Bismarck separated from the Prinz Eugen, and set a course for the French coast in hopes of making repairs. On May 26th the Bismarck was located again by a British reconnaissance aircraft. In an attempt to prevent the ship from reaching the safety of Luftwaffe air cover, a second torpedo plane attack was launched from the Ark Royal. Utilizing Fairy Swordfish bi-plane torpedo bombers, two hits were achieved. The first was amidships and caused virtually no damage. The second hit was astern, and resulted in the jamming of the Bismarcks rudder. Unable to maneuver, the great German battleship had little choice that to continue steaming for the French coast. Four more British warships lay in its path including the H.M.S. Rodney, the H.M.S. King George V, the H.M.S. Dorsetshire, and the H.M.S. Norfolk. On the morning of May 27th an enormous sea battle took place, with the unmaneuverable Bismarck taking more than 1,000 direct hits. After losing its fire control system, the Bismarck became a defenseless target. At approximately 10:00 AM Bismarcks Captain gave the orders to scuttle the enormous ship, and about 40 minutes later the great vessel slipped quietly beneath the surface of the Atlantic.

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Signed limited edition of 225 prints. Size 16 inches x 11.5 inches (41cm x 30cm). Price £109.00

Signed by Baron von Mullenheim Rechberg (deceased) , highest ranking survivor of the Bismarck.

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Limited edition of 12 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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ITEM CODE STK0131

Stung by the Wasp by Stan Stokes.

The Axis attack on the British controlled island of Malta commenced in 1940 only one day after Mussolini committed Italy’s forces on the side of the Germans during WW II. This strategically located island was a thorn in the side of Axis plans to dominate the Mediterranean and win control of North Africa. Malta would be attacked thousands of times by waves of both Italian and German bombers during the course of the War. On a per acre basis it may be one of the most bombed targets of WW II. In the early phases of the defense of the island a handful of Gloster Gladiators which were supplemented eventually by RAF Hurricanes carried on the brunt of the islands defense. Spitfires were sorely needed. The first Fifteen Spitfires arrived in Malta on March 7, 1942, and a second group of Spits arrived on March 29. In both cases they were launched from the HMS Eagle, and had to fly more than 600 miles over the Mediterranean to reach the island. In April of 1942, Churchill asked Roosevelt for assistance in supplying Spitfires to Malta. The besieged island was now in range of approximately 400 German fighters and bombers and about 200 Italian aircraft, and intelligence information pointed to the possibility of an invasion by airborne paratrooper forces out of Sicily. Due to combat losses, and the difficulty in getting spare parts, the islands defenders could generally muster only 20-30 defensive fighters on any particular day. This was woefully inadequate. With the Eagle was now laid up for repairs, and the Argus and Victorious not capable of handling the Spitfires. Churchill specifically requested American intervention, and asked FDR if the USS Wasp could shuttle fifty Spitfires to Malta. FDR agreed to the mission, and plans were immediately implemented. It was determined that two entire Spitfire squadrons No. 601 and 603 would make the journey. These units had a number of American pilots. On April 12 the Wasp docked on the Clyde of Glasgow and began taking on the Spitfires for her journey. With most of its regular aircraft removed, only nineteen F4F Wildcats were retained for fighter cover. On the 14th the Wasp set sale with a number of escorts. All the aircraft were Mk. Vc models equipped with four canon and four machine guns. Each had a Vokes air filter fitted beneath its nose and was equipped with a 90-gallon auxiliary fuel tank. The Spits were over-sprayed with a dark blue paint in hopes of making them less noticeable to the enemy during the 660 mile over water flight to Malta. Following breakfast on Monday April 20, 1942, the RAF pilots manned the 47 aircraft deemed suitable for the flight and the launch commenced. One immediate casualty was an RAF mechanic who walked into a turning prop and was immediately killed. One American pilot flew his Spitfire to Algeria, but the remaining 46 aircraft successfully landed in Malta. Within hours of their arrival the airfields were once again under attack by Axis bombers, and the newly arrived pilots were immediately pressed into service defending the island. The ability of the British to retain control of Malta as a base for torpedo planes and bombers which could harrass Rommels supply lines to North Africa, was critical in attaining eventual Allied victory in North Africa, the successful invasion of Italy, and ultimately, complete Allied victory in Europe.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Signed limited edition of 225 prints. Size 16 inches x 11.5 inches (41cm x 30cm). Price £94.00

Signed by RAF Eagle Sqn Ace Reade F Tilley (deceased).

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ITEM CODE STK0135

Magnificent Courage by Stan Stokes.

On April 6, 1916 the RFC formed several new squadrons, including the No. 56 Squadron - Scouts. In March of 1917 the unit received the first of its new SE5s. The aircraft was disappointing to the pilots, being slower than expected, and its new Vickers machine gun with interrupter gear was next to useless. Many modifications ensued in the field, and many SE5s were fitted with Lewis guns located atop the upper wing, and in some cases an additional Lewis was installed which could be fired downward through the cockpit. In early April of 1917 No. 56 was ready to see its first combat action, and the unit headed off to France. About nine months earlier the pendulum of air superiority had swung back to the Germans. The Fokker scourge of 1915 had previously been negated by the deployment of DH2 and FE8 aircraft, but the newer German Albatros and Halberstadt fighters had regained the upper hand. The RFC was once again suffering unsustainable casualties. No. 56 Squadron was immediately pressed into service upon its deployment in France, and over the next several months gave a good account of itself. The Squadrons first victory came on April 22, and went to Albert Ball who would become a high scoring ace. On September 23, 1917 many of No. 56 Squadrons pilots would become engaged in what would be considered as one of the epic battles of early aerial warfare. At about 5:00 PM in the evening eleven SE5s took off for a routine patrol. There were heavy clouds at 9,000 feet, effectively limiting the ceiling. Several engagements took place prior to James McCudden noticing a lone SE5 from No. 60 Squadron under attack by a German triplane. Unknown to McCudden was the fact that the triplane was piloted by Werner Voss, a top German ace with 48 confirmed victories. During the next several minutes 7 SE5s focused their efforts on attacking Voss triplane. Voss had several opportunities to make a dash for the German lines, but chose to stay and fight. Demonstrating beautiful flying and determination, Voss held the massed SE5s at bay, and managed to inflict damage on each and every one. With maneuvers made so quickly and so unpredictably, none of the SE5 pilots could keep Voss in their gunsights long enough to fire a meaningful burst. Voss managed to damage two of the SE5s enough that they withdrew from the fight, and a red-nosed German Albatros joined in the fray for a short time. At one point in the battle McCudden indicated that the triplane was in the cone of tracer bullets from at least five machines simultaneously. Voss could out climb and outmaneuver all the RFC craft. Minutes later at about 2,000 feet the SE5 piloted by Arthur Rhys Davids managed to catch the German ace in a straight flat dive, and approached to within feet of the triplanes tail, firing a solid burst before pulling out of his dive. Moments later the triplane hit the ground and disintegrated. Later that evening the pilots of 56 Squadron recounted the epic battle speculating as to who might have been the pilot of the German triplane. The next morning General Trenchard sent an aide to 56 Squdron to elicit details of the battle. In this report James McCudden paid the following tribute to Voss, As long as I live I shall never forget that German pilot who single-handedly fought seven of us for ten minutes, and who put some bullets through all our machines. His flying was wonderful, his courage magnificent, and in my opinion he is the bravest German airman whom it has been my privilege to see fight.

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ITEM CODE STK0016

Canadian Heroes by Stan Stokes.

James Edgar (Johnnie) Johnson was the Royal Air Forces top fighter ace in Europe with 38 confirmed victories during the War. Johnson was called up in 1939 following his training with the RAF Volunteer Reserve. Having been hospitalized for much of the Battle of Britain, Johnsons first serious action was in mid-1941 when he often flew with Douglas Baders section. Johnson was promoted quickly and was awarded the Distinguished Flying Cross following his fifth victory in 1941. In early 1943 Johnson was put in command of a wing of the Royal Canadian Air Force. Flying the high-performance Supermarine Spitfire Mark IX, Johnson achieved 18 victories in seven months of flying. Many of Johnsons victories were achieved against the Messersmitt Bf-109. Promoted to Group Captain in early 1945, Johnson was put in command of the 125 Wing for the duration of the War. The Supermarine Spitfire is the only Allied fighter to have been continuously produced from before 1939 to after 1945. In total more than 22,000 of these splendid aircraft were built. The chief designer of the Spitfire was R.J. Mitchell, a brilliant engineer who joined the Supermarine company in 1916, and by 1920 was its chief engineer. Mitchell fashioned a number of high performance maritime aircraft, culminating with the sleek S series of float planes. This is the float plane which ultimately won permanent possession of the coveted Schneider Trophy for Britain, and established a new world speed record in excess of 400 MPH in 1931. In that same year the Air Ministry issued a specification for a new high-performance day/night fighter. Mitchells design, the Type 224, lost out in the competition to the Gloster Gladiator biplane. In 1936 the new Rolls Royce Merlin engine was fitted to a prototype 224, and the Spitfire was born. Achieving a speed of 396 MPH, the RAF was impressed, and initial orders for the first Spitfires were placed. Sadly, R.J. Mitchell succumbed to cancer in 1937 at the age of only 42. With the onset of the War, Spitfire production soared, and the aircraft was steadily improved. The Mark IX, as depicted in Stan Stokes painting entitled Canadian Heroes, first entered service in July 1942. The Mark IX was identifiable because of its four-bladed prop and its twin radiators. Introduced partially in response to Germanys introduction of the Focke Wolfe FW 190, the Mark IX was produced in greater numbers (5,665) than any other particular Spitfire model. As depicted in Stokes painting Johnnie Johnson has just attained another victory over a Bf-109 while flying with the Royal Canadian Air Force in 1944. The painting is dedicated to the many Canadians which served with the RAF during the War.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Signed by Johnnie Johnson (deceased).

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ITEM CODE STK0113

You Cant Always Hide by Stan Stokes.

During WW I there were two successful designers of flying boats; the American Glen Hammond Curtiss and the Englishman John Cyril Porte. A flying boat differs from a seaplane in that a seaplane is a modified land-based aircraft, whereas a flying boat has the hull of a boat. Glen Curtiss had built the first U.S. designed seaplane and had introduced a flying boat in 1912. John Porte, who was born in 1883, had served with the Royal Navy for several years prior to dedicating himself to aviation. He went to America in 1913 to work with Curtiss. In 1913 a British publisher and aviation enthusiast, Lord Northcliffe, had established a $50,000 prize for the first to cross the Atlantic in a hydroaeroplane. Curtiss built an aircraft, the twin-engine America, for Rodman Wanamaker, the wealthy American department store owner that was supposed to challenge for the big prize. However, the design was ineffective, and a frustrating period of modifications was undertaken. When the Great War started Porte immediately returned to England accepting a commission in the Navy. He persuaded the Admiralty to purchase Curtiss flying boats, and he organized a group at the Felixstowe Naval Air Station to study flying boat design. The Curtiss H.12 Large America flying boat was flown out of Felixstowe and Great Yarmouth on anti-submarine and anti-Zeppelin patrols. The H.12 had an endurance of 6-hours, with a maximum speed of 85-MPH. During their patrol duties the H.12s sank three German submarines and downed two Zeppelins. Working closely with Curtiss, Portes work resulted in a superior hull design for a flying boat, and the use of more powerful engines. Named after the Naval Air Station where they were designed, this series of Felixstowe flying boats were superior machines. The most important of the designs was the F.2A that went into production in 1917. It was a twin-engine model with two powerful Rolls Royce engines. The F.2A had a top speed of 95-MPH and a ceiling of 10,000 feet. It could also stay aloft for up to ten hours with the use of extended tankage. Felixstowes would typically carry a pair of 230-pound bombs mounted under the lower wings. The aircraft was well armed with as many as four machine guns installed. The biggest of all the Felixstowe designs was the five-engine Fury, a 15-ton giant that appeared in 1918. The Flying boats proved their worth during WW I. They had victories against enemy U-boats, Zeppelins, and seaplanes.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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ITEM CODE STK0021

Dangerous Duty by Stan Stokes.

Some of those most dangerous missions of WW II were the low level shipping attacks by Bristol Blenheims carried out against Axis shipping. These missions were important in the early stages of the War in the Mediterranean in terms of disrupting supply lines to Rommels troops fighting in North Africa. It was not uncommon for the RAF to lose 10-30% of the aircraft it sent on such missions. One of the most successful of the RAFs Blenheim pilots was Sir Ivor Broom, who rose from the rank of Sergeant Pilot, completing three combat tours, including thirty-one low level attacks while based on the island of Malta. With all the officer pilots in his squadron either killed or missing in action, Broom received his commission. Allied interdiction efforts had become so successful that in October and November of 1941 only 25% of the supplies destined to supply Rommels armies in North Africa were getting through. The Germans decided to reroute their supply ships, opting for taking a longer route, but one which made Allied attacks much less likely. The Blenheimss of Brooms 107 Squadron had sufficient range to reach shipping targets off the Greek coast, but this necessitated a long over water flight and precise navigation. Brooms 43rd combat mission involved the attack on German ships at anchor in the harbor at Argostoli which was on the island of Cephalonia off the west coast of Greece. The ships there were forming a convoy which would make the dash to Benghazi. Six Blenheims from 107 and 18 Squadrons took part in the raid. With Broom in the lead the six attackers avoided the heavily armed coastal defenses by approaching the harbor from an inland direction. This required some highly skilled low level flying as they followed a road through a saddle in the hills. With the advantage of surprise on their side the six attackers swept down on the ships at anchor in the harbor at mast height. After releasing their bomb load the group executed a sharp turn to starboard and a fast climb up and over the hills to the west of the harbor. A-A fire greeted the Blenheims as they made their escape, and two of the six aircraft fell victim. This attack on December 13, 1941 is depicted in Stan Stokes painting appropriately entitled Dangerous Duty. The Bristol Blenheim, the most plentiful aircraft in the RAFs inventory when WW II began, was designed by Frank Barnwell, and when first flown in 1936 was unique with its all metal monoplane design incorporating a retractable undercarriage, wing flaps, metal props, and supercharged engines. A typical bomb load for a Blenheim was 1,000 pounds. In the early stages of the war Blenheims were used on many daylight bombing missions. While great heroism was displayed by the air crews, tremendous losses were sustained during these missions. The Blenhiem was easy pickings at altitude for German Bf-109 fighters who quickly learned to attack from below. To protect the vulnerable bellies of the Blenheims many missions were shifted to low altitude, but this increased the aircrafts exposure to anti-aircraft fire.

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Signed by WWII Blenheim pilot Air Marshal Sir Ivor Broom (deceased), and the artist.

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ITEM CODE STK0134

Forgotten Hero by Stan Stokes.

Marmaduke St. John Pattle, known as Pat to his friends, was born in South Africa in 1913. Pattle came from a family with a military tradition, and upon graduation from Graemian College he joined the South African Air Force. Pattle, unfortunately, was not accepted for air crew training, and he returned to civilian life for a time. In 1936 Pattle went to England where he joined the RAF, graduating near the top of his class in pilot training. He was assigned to No. 80 Squadron which flew the Gloster Gladiator. In 1938 the squadron was moved to Egypt. When war broke out in 1939, Paddle had been promoted to Flight Commander. For the first several months of the war Pattle saw little action as his missions were routine patrols of the Suez Canal. When Italy entered the War in 1940, the situation changed dramatically, as the British were vastly outnumbered in North Africa by both Italian troops and aircraft. Pattles first victory, in a Gladiator, came on July 24, 1940. When Italy attacked Greece, No. 80 Squadron was moved north to assist the Greek army in fighting the invaders. Pattle attained several more victories before the end of 1940, and his reputation as an excellent tactician and marksman had grown. In February of 1941, Pattles squadron received the first of their Hawker Hurricanes, a vastly superior aircraft when compared to the aging Gladiators. Pattle wasted no time in adapting to his new machine, and bagged his first victory in a Hurricane on February 20. A week later the Italians mounted a massive offensive, attempting to gain as much ground as possible before Germany joined in the hostilities. No. 80, No. 33, and No. 112 Squadrons saw tremendous action during this offensive. In one 90-minute air battle during the campaign No. 80 and No. 33 attained an amazing 27 confirmed victories. Pattles score rose swiftly and steadily during this campaign, and many of his victims were CR.42 and G.50s. In April, Hitlers forces attacked both Greece and Yugoslavia. More than 1,000 Luftwaffe combat aircraft were thrown into the battle, including the high performance Bf-109. Despite the numerical superiority of the Luftwaffe, the RAF pilots fought on. Pattle destroyed two 109s in a strafing attack on April 8th, and on the next day he downed his first German bomber. Hopelessly outnumbered, and with only fifteen serviceable Hurricanes left, the RAF fought on. On April 19 Pattle and the remaining Hurricanes intercepted a flight of more than 100 German aircraft heading for Athens. Pattle downed two 110s and a 109, but his Hurricane was riddled by a 110 which had snuck up on his tail. Pattles Hurricane tumbled into the sea. While Pattles official victory total remains under some dispute, those pilots which fought alongside him during those hectic months of aerial combat, insist that Pattle, recipient of the DFC, downed more than forty enemy aircraft, making him one of the top Allied aces of WW II.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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ITEM CODE STK0129

Attack on the Tirpitz by Stan Stokes.

On November 2, 1936 the keel was laid for a new German 35,000 ton-class battleship. On April 1, 1939 the new ship was christened the Tirpitz, and by February of 1941 the giant ship had entered service. The hull of the Tirpitz was 90% welded, and the battleship was very heavily armored, rendering it almost unsinkable in the minds of German naval strategists. In service the Tirpitz actually displaced closer to 53,000 tons. With a crew slightly in excess of 2,000 the ship was capable of making 29 knots. With a range of more than 9,000 miles at a speed of 16 knots, the Tirpitz was certain to take a heavy toll on Allied shipping in the North Atlantic. The Royal Navy and RAF determined that the Tirpitz must never be allowed to become an effective convoy buster, and a multi-year campaign of harassment of the huge German warship was undertaken. In July of 1940, while the ship was still being outfitted, an air attack was launched with little significant damage. After completing its sea trials the Tirpitz was based at the Faettenfjord in Norway. The Tirpitz unsuccessfully attacked two convoys in March of 1942, and itself was attacked by a flight of 12 Albacore torpedo bombers. Three more bombing attacks by Halifax and Lancaster bombers took place in March and April with only marginal success. In July the Tirpitz was moved to Altafjord, and in that month it again attacked a convoy with no success. In October the great ship was sent back to Faeteenfjord for servicing. In 1943 several midget submarine attacks were launched at the battleship, but again with no meaningful impact. No air attacks took place in 1943. In early 1944 the Tirpitz was the target for Soviet bombers, but once again the ship pulled through unscathed. In April of 1944 the Brits once again joined the attack and the Royal Navy sent a large group of 40 Barracudas with about 40 escort fighters to attack the battleship at Kaalfjord. This attack resulted in fifteen hits, generated 400 casualties, and did some serious damage to the upper deck. Follow-up air attacks were called off by bad weather, and it was not until August that three more raids took place. None of these had much impact. In September the Brits changed strategies and commenced attacks on the Tirpitz using 11,000-pound Tallboy bombs. A flight of 32 Lancasters delivered 29 Tallboys to the target in November of 1944. Two direct hits and one near miss were recorded. The great battleships armored deck was pierced by the huge bombs, its magazine exploded, and the ship capsized and sunk with more than 1200 killed. In Stan Stokes painting the attack of April 3, 1944 that was code-named Operation Tungsten is depicted. The Fairey Barracuda despite an ungainly appearance was produced in large numbers (2,500) for use as Royal Navy dive and torpedo bombers. With a crew of 3 and a top speed of only 238-MPH the Barracuda required fighter support during most of its missions to prevent it from becoming an easy target for Axis fighters.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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ITEM CODE STK0127

Harried Argentineans by Stan Stokes.

On May 1, 1982 two Royal Navy British Aerospace Sea Harrier FRS1s, piloted by F/Lt. Paul Barton and Lt. Steve Thomas encountered two Argentinean Mirage III fighters near the Falkland Islands. The Mirage fighters were piloted by Capt. Garcia Cuerva and Lt. Carlos Perona. The two jets approached the airspace around Task Force 317, which was sailing to the Falklands to retake them from occupying Argentine forces. Sea Harriers were launched to intercept the Mirage fighters. The Mirages fired first at about five miles distance, but their missiles failed to lock on to their targets. Turning to the left the Mirage jets soon found the two Harriers on their tails. Barton fell in behind Perona and Thomas took a bead on the jet flown by Cuerva. Firing their Sidewinder, air-to-air, missiles, the Harrier pilots got a hit on Peronas Mirage. Perona ejected from his aircraft and came down in shallow water near West Falkland Island. Cuervas Mirage was damaged by the missile fired by Thomas, and he attempted to fly his damaged aircraft back to his base. Cuerva was unfortunately shot down and killed by his own anti-aircraft fire. During the Falklands War the Brits thoroughly outclassed the Argentine Air Force. The British forces without the loss of a single aircraft downed a total of 22 Argentine aircraft. Lt. Thomas downed three aircraft during the conflict, the most for any one pilot. Although the Harriers had a slower top speed than the aircraft they encountered during the War, they succeeded because their pilots were better trained for air-to-air combat, and their missiles were more effective. The Harrier was the worlds first operational V/STOL (vertical/short take-off and landing) aircraft. It evolved from the Hawker P.1127, which first flew in 1960. The Harrier proved itself in combat for the first time during the Falklands War. The aircraft and its pilots demonstrated that the V/STOL fighter could hold its own against much faster traditional jet fighters, while operating without the use of a traditional airfield. The Sea Harrier FRS1 has a maximum speed of 740-MPH at sea level, a service ceiling of 51,000 feet, a practical combat range of 260 miles, and a maximum ferry range of 2490 miles. Its maximum armament payload is 8,500 pounds (5,000 pounds in vertical take-off mode.) It is armed with two 30mm Aden cannon and 4 Sidewinder missiles. The Harrier has been produced by Hawker Siddley (later British Aerospace) in the UK, and by McDonnell Douglas for the USMC in America. This aircraft is also utilized by the Spanish Naval Air Force – the Armada Espanol.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0147

The Exterminator by Stan Stokes.

By mid-1941 it was clear that Hitlers plans to invade Britain were in disarray. The RAF had fought the Luftwaffe to a standoff, and many of Germanys top pilots had been killed or captured. Not willing to admit defeat in his campaign against Britain, Hitler approved the development of a pilotless terror weapon, the VF-1 Vergeltungswaffe (retaliation weapon). Designed by the Feiseler Company, the small pilotless Fi-103 was at times referred to in Britain as the doodlebug, buzz bomb, or farting fury. These flying bombs were inexpensive to build and were capable of carrying an 1870-pound warhead. The Fi-103 was powered by a ram-jet engine, and utilized three air driven gyroscopes to orient the aircraft. A rudimentary pre-set propeller device was utilized to determine when the VF-1 would land. Lacking the accuracy necessary to make it an effective weapon against military targets these doodlebugs were primarily targeted at large population centers. Therefore, they were primarily used as civilian terror weapons, and the RAF was given the assignment of providing the defense against these terror weapons. Early testing revealed many problems with the VF-1, and it was not until March 1944 that most of these problems had been worked out. The final VF-1 production models were capable of speeds in excess of 400 MPH . The high speed of the VF-1, coupled with its small size and large warhead, made it difficult for the RAF to shoot down these doodlebugs. The doodlebug had strong sheet steel skin which deflected machine gunfire, making it necessary to utilize cannon fire. Cannons had more than twice the range of machine guns, but the attacking fighters had to get in close to hit these small, fast targets. If the pilot got in too close the explosion of the VF-1s heavy warhead often disabled the attacking fighter. An alternative was to deflect the doodlebug by maneuvering alongside it, and then by executing a gentle banking maneuver, flip the VF-1, and disrupt its gyros. Generally, this caused the doodlebug to crash in an unpopulated area with little damage. Less than 10% of the buzz bombs were destroyed in this manner, and this technique was only utilized when the pilot had depleted his ammunition. One of the top buzz-bomb exterminators was Wing Commander Roland Beamont who destroyed 32 doodlebugs during his tour of duty. He flew the Tempest V with 150 Wing, which he commanded. The three squadrons of 150 Wing were credited with destroying 630 buzz bombs between June and August of 1944. The Hawker Tempest was the fastest interceptor available, and provided its pilots a highly stable platform for its four 20mm cannon. The Meteor, the RAFs first jet, was utilized briefly as a buzz bomb interceptor, but with only nine kills, it was withdrawn as being unsuitable for this purpose. As depicted in Stan Stokes painting appropriately entitled The Exterminator, Wing Commander Beamont is depicted flying his Tempest V through the debris created by a successful hit on a buzz bomb in July, 1944. The action takes place southeast of London over the tranquil English countryside.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Signed limited edition of 225 prints. Size 16 inches x 11.5 inches (41cm x 30cm). Price £94.00

Signed by RAF Wing Commander, Roland Beamont (deceased).

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0136

Defiant but Doomed by Stan Stokes.

Jagdeschwader 26, or JG 26, was one of the Lufwaffes elite fighter forces. Nicknamed the Abbeville Boys, or the Abbeville Kids,JG 26 gained tremendous notoriety early in the War while operating out of Abbeville in Northern France. Although JG 26 never operated with more than 124 fighter aircraft, the unit dominated its airspace over Northern France and Belgium for more than a two year period. Adolf Galland was one of Germanys top fighter aces of the War, with more than 100 confirmed victories. For most of his flying career Galland was associated with JG 26. By year-end 1940 he had attained 57 victories, and was awarded the Oak Leaves, the highest award of the time. Galland took over command of JG 26 in August 1940 during the Battle of Britain. In Stan Stokes painting, entitled Defiant, But Doomed, Galland is depicted during a mission with the Abbeville Kids on August 28, 1940. Flying low cover for a formation of Heinkel bombers Galland was shocked to see a squadron of 12 Royal Air Force Defiants flying directly below the bombers. The Defiant was a unique British aircraft which was utilized as a daylight fighter incorporating four machine guns enclosed in a top mounted hydraulic turret operated by a gunnery officer. Despite serving admirably during the Dunkirk evacuation, the Luftwaffe had devised tactics which made the Defiant only marginally successful. By utilizing its turret guns RAF 264 Squadron was preparing to decimate the Heinkels with an attack on their vulnerable underbellies. Climbing straight up into the formation Galland broke up the attack. Minutes later he was engaged with the Defiant piloted by 264 Squadron Commander Garvin. Although struck four times by the Defiants machine guns, Galland was ultimately victorious. Gallands JG 26 flew the Messerschmitt Bf-109 (also often referred to as the ME-109) of which over 30,000 were produced. The first large scale production model of the 109 was the E series. Powered by a 12 cylinder water cooled engine the 109e was capable of 360 MPH, and had a ceiling of 33,000 feet. The 109 was very maneuverable and had a very strong airframe capable of sustaining high G maneuvers. Utilizing a low-wing cantilever design, the 109 had retractable landing gear and initially was produced with fuselage mounted machine guns. Galland complained about this configuration and actually modified several of his aircraft to incorporate wing mounted machine guns, which would provide a wider field of fire. A few of these aircraft were utilized during the Spanish Civil War in 1939, and proved vastly superior to anything they faced. The 109, unlike many other fighters which were in service at the start of the War, remained effective for the entire War, and in fact became a de facto standard by which many other aircraft would be judged. Adolf Galland was promoted to General of the Fighter Arm in late 1941, and became preoccupied with fighter tactics for the duration of the War.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Signed limited edition of 225 prints. Size 16 inches x 11.5 inches (41cm x 30cm). Price £204.00

Signed by General Adolf Galland (deceased).

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Limited edition of 12 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £464.00

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ITEM CODE STK0121

Moonlight Renegade by Stan Stokes.

On July 2, 1900 Count Ferdinand von Zeppelin piloted his first rigid-framed, lighter-than-air ship over Lake Constance in Germany. Seventeen years later, on June 16, 1917, Zepellins latest creation, the L-48, was readied at Nordholz, Germany for its first combat mission. The huge L-48 was one of the newest and most technically advanced German airships. Powered by five 250 HP Maybach engines, the great airship could carry 6,000 pounds in bombs, and was manned by a crew of nineteen. For this maiden mission the commodore of the North Sea Airship Division, Victor Schutze, would be joining the L-48s skipper Kapitain-lieutenant Franz George Eichler. Early in the afternoon the L-48 commenced its mission along with several other airships from the Nordholz base. The great Zeppelin would cruise at 60 MPH at 5,000 to 10,000 feet and would ascend to approximately 20,000 feet when approaching its target. This altitude would provide an effective defense against both anti-aircraft or British fighters. RAF Captain Robert Saundby, had returned from the front, to be put in charge of a very small RFC squadron at Oxford Ness. June 16 was a cloudless night, perfect for a Zeppelin attack., and at 11:15 PM Saundby launched his two active aircraft equipped with incendiary machine gun bullets. As he gazed up at the stars at 1:00 AM Saundby was startled to see a huge zeppelin outlined by searchlights only a few miles away. Awakening two of his mechanics, Saundby instructed them to fire up his single-seat DH2 fighter. Although obsolete and not equipped for night fighting, Saundby, who had never flown at night, got the little pusher-propeller fighter in the air, and began a long ascent. After fifteen minutes of flying Saundby spotted the L-48, which was by now attracting anti-aircraft fire which was exploding several thousand feet below the great airships altitude. For an hour or so, Saundby tried to coax every bit of altitude out of his little DH2, but he could not get in range. At around 3:00AM the L-48 completed its bombing runs, and the Captain set a due north course. With dawn only an hour away, Captain Eichler was anxious to get out of British airspace. A report from an observation airship which had accompanied the strike force that evening indicated favorable winds at 13,000 feet. Captain Eichler gave the orders to descend. Meanwhile, Captain Saundby who had fought the cold and wind while tailing the L-48 for nearly three hours, was startled to see the great airship descending. Pushing his DH2 to the limit, Saundby emptied 8 canisters of incendiaries at the L-48. Recognizing the attack the L-48 dumped ballast, and immediately began to ascend. Saundbys last few round met their target and the L-48 erupted. Saundby felt the surge of heat and light, and struggled to keep his little craft under control. Within minutes the L-48s maiden mission was over, as Saundby circled the 750 foot long fireball which had come down at Westford. Amazingly, two of the L-48s crewmembers survived, the only people to ever survive a zeppelin which had been ignited. One of these survivors, Kapitanlieuntenant Meith wrote a letter describing the L-48s fateful misssion, providing much of the historical basis for this incident.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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ITEM CODE STK0003

The Ringmaster by Stan Stokes.

Born in Prussia to wealthy aristocratic parents, Manfred Freherr von Richtofen, The Red Baron, was to become the top ace of World War I, with 80 confirmed kills, and probably another 40-50 which took place over enemy lines and could not be confirmed. Richtofen was originally a cavalry officer, but with great persistence he was transferred to the air arm. After a brief period on the eastern front Richtofen was transferred to the western front in August 1915. His first confirmed victory was recorded in September 1916 and by November he recorded eleven kills, including Major Lance Hawker, the top British fighter pilot. With his keen reflexes and eyesight he quickly ascended, and by June 1917 Richtofen took control of a unit near Coutrai. This unit became known as Richtofens Circus. By July the ringmaster had his fifty-seventh victim. Despite his successes Richtofen shunned publicity and became increasingly withdrawn. Richtofen was wounded in combat and spent three weeks in the hospital recuperating. After his return to duty Manfred became a vocal proponent of the Fokker triplane. The bright red paint scheme utilized on one of Richtofens aircraft is what earned him the nick-name, The Red Baron. Richtofens brother, Lothar, was also an ace with forty victories to his credit. By April of 1918, aided by Americas entry into the War, Germany was facing overwhelming numbers of enemy aircraft, and many with performance capabilities the equal to, and in some cases superior to, their own. The Germans mounted a final desperate offensive, and on April 21,1918 The Red Baron finally fell victim to the perils of combat. Although there is considerable controversy over the Red Barons demise, it appears that Richtofen was either killed by Captain Arthur Brown, a Canadian flying with the RAF, or was shot down by Australian machine gunners while evading Captain Brown. Richtofen was provided a full military funeral by the Allies, and on the evening following his funeral a single RAF fighter dropped a small package containing photos of the funeral onto the Circus headquarters. By Wars end the Circus was credited with the destruction of 644 aircraft, but 56 of its airmen had been killed, 32 seriously wounded, and 6 captured. Richtofen is pictured in July of 1917 tangling with Sopwith Camels in the skies over Belgium. Flying his beloved Fokker triplane, the infamous Red Baron is shown positioning his aircraft for yet another victory.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

Part of our Buy One, Get One Half Price Offer

ITEM CODE STK0014

War in the Atlantic by Stan Stokes.

During WW I Germany made very effective use of its U-boat fleet in a campaign which almost resulted in Englands defeat. As a result, the Versailles Treaty prohibited Germany from possessing submarines. By the late 1920s Germany had circumvented these restrictions and by the time WW II began, they had several dozen U-boats in service. The period between July of 1940 and December of 1941 was known as the fat years for the U-boat fleet. During this period, aided by the use of French Atlantic ports, and the effective use of wolfpack hunting techniques, German U-boats wreaked havoc on convoys in the Atlantic. By the spring of 1941 the Nazi U-boat fleet numbered 120, and later in the war would exceed 350 in number. The tide began to turn in favor of the Allies in late 1941 when the Royal Navy acquired fifty old destroyers from the U.S., and began an effective campaign against German weather and supply surface ships which supported the undersea hunters. The RAF was also involved, and the Short Sunderland flying boat played an important role in stemming the tide. The Short Brothers acquired one of the first licenses to built Wright biplanes, and eventually began building their own designs, including a number of dirigibles and torpedo planes during WW I. After the war they developed the first British all metal aircraft, the Silver Streak. The company is probably best known for a series of commercial flying boats, the pinnacle of which was their Empire Series of 4-engine, high wing monoplanes which were capable of cruising speeds of 200-MPH. The Short Sunderland was developed in the 1930s for the British Air Ministry as a long-range, all purpose flying boat. It was a large aircraft for its time with a wingspan of 112 feet. More than 700 of these aircraft were produced. During WW II the Sunderland was utilized in the anti-U-Boat role. With its armament upgraded the aircraft earned the nick-name the Flying Porcupine from U-boat crews. When America entered the war, the U-boat command expanded its hunting zone all the way to the East Coast of the United States. For a period the submariners experienced another period of happy times, and in November of 1942 almost 750,000 gross tons of shipping was lost. With production of averaging five new U-boats per week, for a time it appeared that victory in the Atlantic might be obtainable for the Germans. Eventually, the U-boat war was won by the Allies through the use of effective radar technology, the use of the Leigh Light (a powerful airborne searchlight), development of forward firing depth charges, and the use of special techniques to counter the U-boat threat. The U-boats also suffered from a general lack of coordination between its command and that of the Luftwaffe. In May of 1943 a total of 41 U-boats were lost, and by early 1944 more U-boats were being destroyed than Allied merchant ships were being sunk. The men who served in the U-boat command during WW II had the most hazardous of all positions in the War with close to a 75% casualty rate by wars end.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Limited edition of 25 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0139

Faith Hope and Charity by Stan Stokes.

With Italys entry into WW II on June 10, 1940, the epic two-and-one-half-year siege of Malta began. Symbolizing the defiant resistance of the people and defenders of that tiny island, the legend of Faith, Hope, and Charity grew from a handful of Gloster Sea Gladiators which initially comprised Maltas sole aerial defense. Until the arrival of the more modern Hawker Hurricanes, these obsolescent biplanes fought the Regia Aeronautica alone in the skies above Malta. Only six or seven Gladiators were assembled from the shipment of eighteen crated aircraft which had been delivered by the HMS Glorious. Others were utilized for spare parts, and three had been dispatched, still crated, to Egypt. Though hugely outnumbered, the defenders fought on, raising the morale of the citizens of Malta, and denying the Italians mastery of the sky. Suffering from a constant shortage of spare parts, tools and equipment, the devoted ground support crews were never able to keep more than three Gladiators operational at any point in time. Only one of these Gladiators was totally lost in aerial combat, and the sole surviving aircraft was presented to the people of Malta, and today stands in their National War Museum as a proud symbol of courage and endurance. In Stan Stokes painting, a Sea Gladiator, piloted by Flight Lt. James Pickering, tangles with a Fiat C.R. 42 over Malta in 1940 while an Italian Savoia S.79 tri-engined bomber passes by in the background. The Gloster Gladiator represented the zenith of development of the classic biplane fighter aircraft, a design formula which characterized an entire era from WW I until the advent of the monoplane fighter just before WW II. Glosters naval model of the Gladiator was equipped with a Bristol Mercury VIIIA engine providing a maximum speed of 253 MPH, a rate of climb of 2300 feet per minute, an operational ceiling of 32,200 feet, and a range of 415 miles. The Gladiator was armed with four .303 inch Browning machine guns, and incorporated several advanced features including an enclosed cockpit and wing flaps. One top RAF ace, Sqd. Ldr. Pattle, attained eleven victories flying the Gladiator. A total of 527 Gladiators were produced, and the aircraft served in twelve different countries. The Italians were overly persistent in their emphasis on biplane fighters, stemming from their successes with these highly maneuverable machines during the Spanish Civil War. Employing distinctive Warren-truss type interplane bracing the C.R. 42 was powered by a Fiat A74 R.C. 38 engine providing a maximum speed of 274 MPH and a range of 485 miles. The C.R. 42 was more lightly armed than the Gladiators it opposed, possessing only two 12.7mm Breda machine guns. The C.R 42 served on all of Italys fronts including North and East Africa, France, Britain, the Balkans, and Russia. Exported to Hungary, Sweden and Belgium, the C.R. 42 ironically served alongside the Gladiator in other theaters of operation during WW II.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

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Signed limited edition of 225 prints. Size 16 inches x 11.5 inches (41cm x 30cm). Price £75.00

Signed by Malta Gladiator pilot Flt Lt James Pickering (deceased).

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Save £5 on selected prints - Was £80

ITEM CODE STK0115

Spitfire on the Prowl by Stan Stokes.

One of  most popular aircraft of WW II. Spitfire on the Prowl depicts the venerable Super-marine Spitfire flying over the needles.

Limited edition of 950 prints. Print size 30 inches x 24 inches (76cm x 61cm). Price £75.00

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Save £5 on selected prints - Was £80

ITEM CODE STK0140

Battle of Britain by Stan Stokes.

The Battle of Britain in 1940 was the biggest air battle ever fought in the history of armed conflict. After the fall of France Hitler hoped to sign a peace treaty with Britain allowing the Germans to dominate Europe, and ultimately attack Russia in the East. Being rebuffed by the British, Hitler and his senior military advisors formulated Operation Sea Lion. This was to involve an invasion of Britain after the Luftwaffe had attained total domination over the RAF. As plans evolved for knocking out the RAF, the Germans began assembling a large number of airfields in Holland, France, and Belgium to be used for the attack. In their arsenal the Germans had more than 800 medium range bombers including the Heinkel He-111, the Junker Ju-88, and the Dornier Do-17. They also had more than 200 Ju-87 Stuka dive bombers, and more than 900 Bf-109 and Bf-110 fighters to escort their attacking forces. The British had far less than 1000 defensive aircraft at their disposal with Hawker Hurricanes outnumbering Supermarine Spitfires about 2-to-1. Despite the Germans numerical superiority the British had at least five advantages in this epic Battle. First, radar allowed the Brits to determine where to target its fighter defenses. Second, when British aircraft were downed many of the pilots were recovered and returned to flight duty. When German aircraft were downed the pilots became British POWs. Third, the BF-109, Germanys best fighter, had limited range, and generally could spend only about twenty minutes over British soil before having to return to Europe. Fourth, the British dispersed their defensive forces widely into many small groups, eliminating the ability of the Luftwaffe to deliver a knockout punch on the ground. Fifth, the RAF pilots were surprisingly well trained, and while few in number were supplemented with volunteers from Canada, Australia, New Zealand, Poland, South Africa, and the United States. Also important was the tenacity of the RAF support staff that kept an amazing amount of the aircraft in the air. The man most responsible for the British victory was Air Marshal Sir Hugh Dowding, head of Fighter Command. In the first phase of the Battle the Luftwaffe focused its efforts on knocking out RAF airfields. The RAF lost 50 fighters in the first 10-days. This resulted in modified tactics permitting looser formation flying similar to that employed by the Germans. The Germans suffered too with the Bf-110 and Ju-87 proving particularly vulnerable. In August Hitler authorized a massive attack called Eagle Day that was designed to obliterate the RAF by attacking coastal radar stations. Again the German effort fell far short and later in August the Germans had one of their worst days losing 75 aircraft on Black Thursday. In late August the German tactics changed again with the focus now on destroying RAF fighters in the air. In a two-week period ending on September 6, the RAF lost 466 fighter aircraft, taking the Germans to their closest point of victory during the Battle. The turning point in the Battle is generally acknowledged to be September 7 when the Germans shifted focus to general attacks on London. This gave the RAF a breather, and on September 15 they took down 60 Luftwaffe aircraft. The losses on the 15th convinced the Germans that their strategy had failed and they slowly retrenched their attacks. September 15 is celebrated in Britain as Battle of Britain Day.

Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £40.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

Part of our Buy One, Get One Half Price Offer

ITEM CODE STK0141