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United States Air Force - World War Two


Aviation Art Prints Aviation Artists Stan Stokes US Aviation World War Two

[UP] - World War One - Between the Wars - World War Two - Modern Era - Civilian Aviation


More Pages :
Corsair - Flying Fortress - Liberator - Mustang - Superfortress - Thunderbolt - Tomahawk - More Aircraft

Full Stan Stokes Aircraft Directory (of all nations) : Currently 159 Different Aircraft!
 

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Herky's Big Day by Stan Stokes.


Herky's Big Day by Stan Stokes.
One edition.
The edition features an additional signature.
£150.00

Flying Into a War  by Stan Stokes.


Flying Into a War by Stan Stokes.
4 of 5 editions available.
All 2 editions featuring an additional signature are available.
£35.00 - £145.00

Ruby's Fortress by Stan Stokes.


Ruby's Fortress by Stan Stokes.
4 editions.
One edition features an additional signature.
£35.00 - £294.00


No Trains Today by Stan Stokes.


No Trains Today by Stan Stokes.
3 editions.
£35.00 - £400.00

Hobo Queens by Stan Stokes.


Hobo Queens by Stan Stokes.
4 of 7 editions available.
All 2 editions featuring an additional signature are available.
£35.00 - £145.00

A Perfect Record by Stan Stokes.


A Perfect Record by Stan Stokes.
5 editions.
2 of the 5 editions feature an additional signature.
£35.00 - £294.00


Valiant Vindicators by Stan Stokes.


Valiant Vindicators by Stan Stokes.
2 of 5 editions available.
£35.00 - £145.00

Tough as Nails by Stan Stokes.


Tough as Nails by Stan Stokes.
3 editions.
2 of the 3 editions feature an additional signature.
£35.00 - £164.00

Too Little Too Late by Stan Stokes.


Too Little Too Late by Stan Stokes.
3 editions.
£35.00 - £400.00


Main Body  by Stan Stokes.


Main Body by Stan Stokes.
3 of 4 editions available.
£35.00 - £400.00

Duck Soup  by Stan Stokes.


Duck Soup by Stan Stokes.
2 editions.
£35.00 - £145.00

A Pair of Aces by Stan Stokes.


A Pair of Aces by Stan Stokes.
2 editions.
One edition features an additional signature.
£45.00 - £200.00


Bite of the Black Widow  by Stan Stokes.


Bite of the Black Widow by Stan Stokes.
5 of 7 editions available.
All 2 editions featuring an additional signature are available.
£35.00 - £400.00

A Pistol Whipping  by Stan Stokes.


A Pistol Whipping by Stan Stokes.
4 of 5 editions available.
All 2 editions featuring an additional signature are available.
£35.00 - £150.00

The Dragon and his Tail by Stan Stokes.


The Dragon and his Tail by Stan Stokes.
2 of 5 editions available.
£35.00 - £145.00


Midway: The Turning Point by Stan Stokes.


Midway: The Turning Point by Stan Stokes.
4 of 6 editions available.
All 2 editions featuring an additional signature are available.
£35.00 - £140.00

The War Up North  by Stan Stokes.


The War Up North by Stan Stokes.
2 of 3 editions available.
£35.00 - £145.00

An Interesting Dog Fight by Stan Stokes.


An Interesting Dog Fight by Stan Stokes.
3 editions.
2 of the 3 editions feature an additional signature.
£35.00 - £115.00


A Big Victory by Stan Stokes.


A Big Victory by Stan Stokes.
5 editions.
2 of the 5 editions feature an additional signature.
£35.00 - £294.00

Mauled by a Marauder by Stan Stokes.


Mauled by a Marauder by Stan Stokes.
4 of 7 editions available.
All 2 editions featuring an additional signature are available.
£35.00 - £145.00

Moonlighting by Stan Stokes.


Moonlighting by Stan Stokes.
One edition.
The edition features 2 additional signature(s).
£180.00


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Text for the above items :

Herky's Big Day by Stan Stokes.

The Republic P-47 Thunderbolt, or Jug7 as it was more popularly called, was the mount of many of the American aces of WW 11. The P-47 represented the crowning achievement from two aircraft designers, Alexander Kartvelli and Alexander De Seversky, both immigrants from Russia. It came on the heels of two other aircraft, the P-35 and P-43, which were satisfactory pre-war designs, but not up to the new standards required to compete against Bf-109 fighters in Europe or Mitsbushi Zeroes in the Pacific. The P-47 was the largest and heaviest single seat American fighter of the War. Powered by a huge 2000-HP radial engine, more than 15,000 Jugs were produced. The first production variant was the P-47B which had a razorback fuselage. During tests the aircraft attained a speed of 429-MPH with a maximum range at 10,000 feet of 835 miles. Later variants included a C and D model with the razorback fuselage. Belly tanks and wing tanks became standard equipment as the range of this fighter was stretched for bomber escort missions in Europe. In mid- 1943 one of the biggest pilot complaints about the aircraft was remedied when a bubble top canopy and redesigned fuselage was incorporated into the D model. This dramatically improved rearward vision of the pilots. These aircraft were armed with 8 machine guns, and could carry up to 2500 pounds of additional fuel or ordinance. Herschel Herky Green was one of the top USAAF aces in Europe with a total of 18 confirmed aerial victories (3 in P-40s, 10 in P-47s, and 5 in P-5 Is.) Green was born in 1920 in Mayfield, Kentucky. While studying mechanical engineering at Vanderbilt University he learned to fly in the Civilian Pilot Training Program. He joined the Army as an aviation cadet in 1941 and earned his wings an a commission at Foster Field in 1942. One of Greens first assignments was flying P40s in North Africa. He scored a total of three victories in P-40s before his squadron transitioned to the Jug. As depicted in Stan Stokes painting, appropriately entitled Herkys Big Day, Green downed six enemy aircraft on one mission over Northern Italy on January 30, 1944. Greens flight initially encountered a group of Ju-52 transports, and Green bagged four of them. About thirty minutes later the ace encountered a lone Macchi 202. In a low level turning duel Green eventually got in position and nailed the Italian fighter. Its wing dipped, caught the ground, and sent the Macchi into a terrible cartwheel of destruction. Heading home Green encountered a Do-217, which quickly became victim number 6. Green went on to later add four more P-47 victories, and after his group changed to the P-51 he scored an additional five, making him an ace in both the Jug and the Mustang. Green remained in the Air Force following the War, serving as Deputy Commander of the 4th Fighter Group at Selfridge Field. He also held a number of important staff positions prior to his retirement in 1964. Since that time he has been a successful businessman. Greens numerous decorations include the Distinguished Service Cross, Silver Star, Distinguished Flying Cross with Oak Leaf Cluster, the Purple Heart, The Air Medal with 25 Oak Leaf Clusters, and the French Croix de Guerre with Palm. Green resides in Southern California.


Flying Into a War by Stan Stokes.

John Davy Crockett was trained as a navigator by Pan Am in mid-1941 because the USAAF did not have its navigator school in operation. Davy was assigned to the 36th Bomb Squadron of the 19th Bomb Group flying the new B-17C Flying Fortress. Davy found that most Air Corps pilots were used to doing their own navigating, so his job would be easy. Davy experienced a crash in a B-17 while training, but the crew walked away from the wreck. In late 1941 his crew was informed that they would be flying to Clark Field in the Philippines. On December they left Albuquerque and flew to Hamilton Field in California. They received a briefing on expected weather and left on the evening of December 6 for their first stop at Hickham Field, Oahu Hawaii. Flying into the darkness over the vast Pacific, the pilot for the first time in Crocketts career turned the navigation over to Davy. Realizing that the Hawaiian Islands were only small dots on the charts of the vast Pacific, and that his aircraft would have little fuel reserves left when it arrived, sent chills up Crocketts spine. As dawn broke Davy saw lots of islands where there were not suppose to be any. His panic subsided when he realized that they were only clouds. The pilot, Earl Cooper, came on the intercom at that moment to ask for an ETA. As Davy responded, the gunners in the back came on the intercom to report a large formation of aircraft about ten miles north of their position. They must be Navy aircraft. Minutes later they had descended to about 1200 feet when eight fighter aircraft came straight at them with their guns blazing. As the aircraft flew bye the flight engineer, Jesse Broyls, yelled out, Rising Sun ! The zeros reformed behind the unarmed B-17, and as Cooper dove the lumbering giant towards the wave tops, Crockett could hear the thump of bullets hitting his plane. The No. 2 engine was hit and Cooper shut it down. Rounding Diamond Head at about 300-feet the crew saw smoke and fire everywhere, and Japanese planes all over the sky. They passed over Hickham Field at about 1000-feet, realizing that this was no time and place for a landing. They turned towards Ford Island and passed directly over the USS Arizona minutes after the ship had exploded. Crocketts B-17 now became a target for nervous anti-aircraft gunners on the ground, and the B-17 had its No. 4 engine shot out. Cooper prepared the crew to bail out, but he then saw an opportunity to bring the big bird into Wheeler Field. He came straight in and belly-landed the B-17 with almost no fuel left. The plane slid to a stop on the turf just short of a group of P-40s. The entire crew got out of the B-17 and ran for cover in a patch of nearby woods. The B-17s on the flight from the mainland were scattered all over the island, with most of them seriously damaged. Fortunately, there were only two casualties, a flight surgeon who was killed and a bombardier who was injured when they were strafed while running from their plane. Crockett would survive a third crash in another B-17 on December 25th when he would spend six days in a life raft.


Ruby's Fortress by Stan Stokes.

The B-17 Flying Fortress, was one of the most acclaimed aircraft of WW II. It is also one of those uniquely popular warbirds which has attracted more than its fair share of romance and nostalgia over the years. Nearly 13,000 of these aircraft were produced. The origins of the B-17 dates to 1934 when the Boeing company was authorized to build a prototype of a long-range, metal, monoplane, medium bomber which was designated Model 299. During the first public exposure of the prototype a reporter from the Seattle Daily Times coined the term flying fortress in his description of the new sleek, heavily armed aircraft. Boeings public relations department liked this reference, and shortly thereafter the aircraft became known as the Flying Fortress. Boeing received an initial order for 13 aircraft, designated the YB-17, and these aircraft were delivered in 1937. Later that year Boeing obtained orders for several enhanced models, which were designated B-17Bs. These aircraft had supercharged engines permitting higher ceilings, redesigned nose sections, hydraulic brakes, and larger rudders. With the outbreak of WWII the first Flying Fortresses were used by the RAF. Early experience by the RAF underscored the need for increased defensive firepower. Boeing responded by redesigning the entire rear fuselage on the aircraft, and incorporating a rear gun and a remotely controlled under belly turret gun. The resulting B-17E was only slightly slower than its predecessor at 317 MPH, and in mid-1942 the USAAF began moving B-17 units to the United Kingdom. These were primarily B-17Fs. Flying Fortresses had the ability to take a lot of punishment. The aircrafts flying characteristics were excellent, and it was not unusual for B-17s to return to base with large sections of wing surface or tail fin missing. The first B-17G models began to see action late in 1943, and were, along with the B-24 Liberators, carried the brunt of the USAAF daylight bombing campaign against targets of strategic significance. Such missions were exceedingly dangerous until only very late in the War. Luftwaffe pilots learned to attack B-17s head-on from the 12 oclock position, as this was the most vulnerable area to attack, and one in which crew injury was the most likely. Aviation artist Stan Stokes, in his painting entitled Rubys Fortress, shows a B-17G of the 8th Air Forces 385th Bomber Group over Germany in 1945. The aircraft in the foreground was named for Cpl. Ruby Newell of Long Beach, California. Ms. Newell was voted the most attractive WAC in England in 1944. The nose art painted by Cpl. Ploss was a fitting tribute, and such nose art was a great morale booster for bomber crews and ground support staff. Many B-17s were named after women, appropriate considering the fact that during wartime the majority of the people which built these planes were women.


No Trains Today by Stan Stokes.

The A-26 Invader was one of the most effective attack bombers to see action late in the War, and the aircraft, when fitted with eight .5 caliber machine guns in its nose, was an incredibly effective ground or surface ship attack aircraft. Douglas Aircraft developed the aircraft. The team of Edward Heinemann and Jack Northrop worked on the initial design of what would become the A-20 Havoc. Northrop then left Douglas to form his own company. Heinemenn and project engineer Robert Donovan began work on the A-26 project in 1941. It would incorporate several of the A-20s features yet it would be as advanced as possible with many state-of-the-art concepts. A mid-mounted, laminar-flow airfoil wing was utilized with double slotted electrically controlled flaps. Defensive armament was limited to remotely controlled dorsal and ventral turrets both under the control of a gunner located in the rear of the fuselage. Approval to develop prototypes was received from the Army in June of 1941. Three were built at Douglas El Segundo, California plant and were designated the XA-26. Heinemanns design team had built in a lot of flexibility into the A-26s design. The aircraft could be easily modified to vary its role. A three-man attack bomber version with a Plexiglas nose could be modified into a two-man night fighter version with radar in the nose and four ventral-mounted 20mm cannons, or modified once again into a ground attack aircraft with a variety of nose-mounted armaments. Work on the three prototypes was slowed by the War, but the aircraft was ready to go into production by mid-1942. Screw-ups within the Army and a lack of manufacturing equipment delayed the start of production until 1943. The Army decided to cancel the night fighter version of the A-26 and proceed with production of both a bomber and ground attack versions of the aircraft that would be named the Invader. The A-26B with the nose-mounted armament generally was fitted with either six or eight machine guns. The B variant could carry a 6,000-pound bomb load powered by its twin 2000-HP Pratt and Whitney R-2800-27 engines. With a maximum speed of 322-MPH the aircraft had a service ceiling of 25,000 feet and a maximum range of approximately 3000 miles. The A-26C variant was the glass nosed bomber version. In total 1,355 B versions were built along with 1,336 C versions. After the War the A-26s designation changed to the B-26 - leading to some confusion with the Martin-built B-26. In Stan Stokes painting entitled No Trains Today, a pair of A-26Bs rip into an Axis freight train behind enemy lines in 1945. The A-26 would go on to serve in the Korean War and several of these splendid aircraft remain air-worthy to this day.


Hobo Queens by Stan Stokes.

The B-32 Dominator was produced by Consolidated Aircraft in parallel with Boeings development of the B-29 Superfortress. While both of these long-range heavy strategic bomber development programs encountered some difficulties, the B-29 was completed sooner, and was ordered in far larger quantities than the B-32. About one hundred Dominators were ultimately built and the aircraft saw some service very late in WW II. Powered by the same engines as the B-29, the B-32 had a distinctive very tall stabilizer. Four B-32s from the 386th BS of the 312th BG based at Yontan, Okinawa were given a three-day photoreconnaissance mission near the end of the War. On the third day of the mission, August 18, 1945, two aircraft were forced to turn back and only two aircraft, the Hobo Queen and the Hobo Queen II made it to Japan. The mission involved photographing an area north and east of Tokyo. The aircraft were unescorted, as the War was for all practical purposes over. As the two aircraft prepared to head home they were jumped by a large group of Japanese fighters including Imperial Navy A6M2 Zeros and Army Ki44 Tojos. The first attacks occurred at 1:30 PM while the aircraft were at 20,000 feet. The enemy planes made ten passes on the Hobo Queen II with little or no damage. About twenty-five passes were made at the Hobo Queen, which was under the command of Lt. John R. Anderson. Seven passes were made at the tail of the B-32 and one of the attackers blew-up. One fighter pass was made at the ball turret from below with no success, and another six were made at the forward upper turret. About six more were made at the nose turret position, and several more at the upper rear turret. Another enemy fighter blew up, and a third was seen going down smoking. The pilots went to full mix and full throttle and power-dived the B-32 from 20,000 to 10,000 feet. The Hobo Queen absorbed a lot of damage during these attacks. The radioman got the Hobo Queen II to regroup with the badly damaged Hobo Queen to provide some cover. Three men were wounded including Sgt. Anthony J. Marchione, SSgt. Joseph M. Lacharite, and Sgt. John T. Houston. Marchione and Lacharite were at the camera hatch at the rear of the aircraft when that section of the plane was riddled. Both men were hit. Despite his own wounds, SSgt. Lacharite began administering first aid to Marchione, but a second fighter pass wounded Marchione again. Despite the valiant efforts of his crewmates to keep him alive, Marchione passed away at 2:00PM. Sgt. Marchione may have been the last USAAF combat casualty of the War. SSgt. Chevalier administered first aid to SSgt. Lacharite during the long ride home. Despite being unable to bank his aircraft due a feathered prop, Lt. Anderson got the Hobo Queen down successfully.


A Perfect Record by Stan Stokes.

At the time of World War II there was still a great deal of prejudice in America, and this extended to all the branches of the military. Although black soldiers and seaman fought with dignity and bravery during WW I, many thought that blacks were incapable of handling difficult assignments. It was therefore with great uncertainty and trepidation that the Army Air Corps authorized the training of black pilots in 1941. The Air Corps proposed that a segregated training program be established. Judge William Hastie, Dean of the Howard University Law School, who was serving as a Civilian Assistant for Negro Affairs to the Secretary of War, protested about the segregated training, but his complaints were ignored. Hastie also proposed that the Army consider affiliating with the Tuskegee Institute which had already established a pilot training program. The Army allocated $1 million for the construction of the Tuskegee Army Air Field. The men sent to Tuskegee had to pass rigorous physical tests and pass nine weeks of ground school. They then received their basic flight instruction from instructors with the Civilian Instructor Corps. Those who passed moved on to more sophisticated military training for another seventy hours of flight time. A third phase of advanced training followed after which pilot cadets received their wings and were appointed to an initial rank of either 2nd Lieutenant or Flight Officer. Only about 60% of the cadets made it through the program, and many were killed or injured in flying accidents during training. Captain Noel Parish who oversaw much of the training at Tuskegee was a vocal supporter of the men under his command. Despite their ability to successfully handle the Air Corps training program, considerable hostility was still evident and the Army was reluctant to assign Tuskegee graduates to combat units. This created a difficult morale problem for those who had earned their wings and were now anxious to see combat. Finally, in the spring of 1943, the 99th Fighter Squadron headed for North Africa. In June of 1943 the 99th finally saw combat flying P-40s. On July 2 Lt. Charles Hall became the first black aviator to record an aerial victory in WW II. The 99th played an important role in preparing for the invasion of Sicily. The 332nd Fighter Group (under the command of then Lt. Col. Benjamin O. Davis, Jr.) consisting of the 100th, 301st, and 302nd fighter squadrons entered combat in Italy flying P-39s in early 1944. By mid-1944 the Group was receiving P-47s, but in another about face the Air Corps quickly substituted P-51s. At this time the 99th FS was folded into the 332nd FG. From mid-1944 until the end of the War in Europe the Tuskegee Airmen of the 332nd FG flew an incredible number of missions. They generally escorted Fifteenth Air Force bombers on their attacks into Germany from bases in Italy. The red-tailed fighters of the 332nd FG had the distinction of having a perfect record - losing no escorted bombers to enemy fighter attack during the entire War. In Stan Stokes painting, the P-51 piloted by Charles E. McGee, who would also go on to fly combat missions in both Korea and Vietnam, is depicted over a Czech airfield on August 24, 1944. On this mission McGee would down an Fw-190.


Valiant Vindicators by Stan Stokes.

The Vought SB2U Vindicator represents one of those many 1930s era aircraft designs, that despite incorporating advanced aerodynamic design features when compared to earlier models, was technically obsolete at the start of WW II, and hence gets few favorable comments from a historical aviation combat perspective. The first production deliveries of the SB2U-1 dive-bomber took place in 1937. Powered by an 825-HP Pratt and Whitney radial, this aircraft carried a crew of two, and was capable of a maximum speed of 249-MPH and a maximum range of 1,300 miles. The Vindicators service ceiling was 27,500 feet. In early 1938 the Navy ordered 58 more Vindicators, designating this variant the SB2U-2. In 1939 Vought received a contract to supply the USMC with 57 additional Vindicators. These variants, designated the SB2U-3 would have greater fuel capacity and longer range. The 3s also were fitted with 4 forward firing machine guns instead of only one. Having advance knowledge of the Japanese plans to attack and occupy Americas Midway Islands base, the US Navy spent much of the month of May 1942 building-up the defenses on these tiny, but strategic islands. A mixed bag of USAAF, USN, and USMC aircraft had found their way to Midway in hopes of mounting an effective defense and possibly an offensive operational capability against the coming Japanese attack. The aircraft sent included many obsolescent types, but this was all that Admiral Nimitz had at his disposal. The Marine Corps Air Arm was used to getting USN pass alongs of used and worn aircraft as carrier-based units received more modern aircraft. At Midway, the Marines were no exception to this rule, and they found themselves in possession of F2A Buffalo and F4F Wildcat fighters assigned to VMF-221, and SB2U-3 Vindicators and SBD Dauntless dive bombers assigned to VMSB-241. The Vought Vindicators, nicknamed vibrators by their pilots, were technically obsolete USN hand me downs. The SB2Us were partially fabric covered, and in a power dive the wings had a nasty habit of shedding fabric, and hence lift. As a result these aircraft were patched up with a lot of tape, and the recent over painting of the rudder stripes and previous squadron markings gave them a rather ratty appearance. Warned by PBY patrol aircraft of the incoming Japanese air attack, MAG-22 scrambled all available aircraft just before 6:00AM on June 4, 1942. The 12 Vindicators available took off armed with 500-pound bombs mounted on their centerline bomb racks. In Stan Stokes painting a heavily laden Vindicator struggles for altitude in the first phase of the Battle of Midway.


Tough as Nails by Stan Stokes.

The Grumman F4F Wildcat was the third monoplane to see carrier service with the Navy. It was also the fighter aircraft which would carry the brunt of the fighting in the Pacific until 1943 when the F6F Hellcat would enter service. The Wildcat was flow by both USN and USMC aviators. The Wildcat lacked the range and maneuverability of the Mitsubishi Zeros it often faced, but the Wildcat was more heavily armed and able to take a lot more punishment than the Mitsubishis. Most of the pilots which obtained ace status while flying the F4F obtained most of their victories against Japanese bombers and reconnaissance aircraft. Eight individuals were awarded the Congressional Medal of Honor while displaying valor while in command of an F4F. The pilots of no other aircraft during WW II were as highly decorated. One of the most outstanding of this elite group was USMC Captain Joseph Jacob Foss. Foss, a South Dakota native, had been accepted as a naval aviation cadet following his graduation from the University of South Dakota. Foss had already learned to fly on his own, and had no difficulty earning his wings. Foss flew with VMF-121 in Guadacanal in 1942 and early 1943. He was credited with 26 confirmed aerial victories, making him the first American aviator to reach the victory record of the famed Captain Eddie Rickenbacker, one of Joes boyhood heroes. The ground based fighter pilots in Guadacanal were often referred to as The Cactus Air Force. As the Executive Officer of VMF-121 flying out of Henderson Field, Joes amazing victory tally helped make VMF-121 the highest scoring Marine squadron of the War. The success at Guadacanal was not without a heavy price. More than 20% of VMF-121s pilots did not return from the campaign. The squadrons best combat day in Guadacanal was on October 25, 1942. Eighteen aerial victories were credited to the squadron, with Foss leading the way with five Zeros bagged on two combat missions. Because it was impossible to permanently assign aircraft at Guadacanal, Foss flew several different Wildcats, including those numbered 53, 50, and 84. Nicknamed Swivel-Neck-Joe by some his fellow pilots, Foss learned early that it did not pay to be surprised by the opposition. Foss also leaned that the most effective way to down an opposing aircraft was to get as close to it as possible before utilizing ones limited supply of ammunition. As depicted in Stan Stokes painting entitled Tough As Nails, Joe Foss is tangling with a F1M2 Pete on November 7, 1942. Joes first pass over the much slower float plane proves ineffective, and the Petes gunner actually stars the portside glass of Foss windscreen. Circling around, and approaching from below, the Pete would soon become his eighteenth victory. Returning from this mission Foss would have to ditch his aircraft. He was rescued by missionaries and returned to combat flying the next day. Joes second combat tour in 1943 was cut short due to the ongoing effects of a bout with malaria. Joe served in the Air Force Reserve after the War reaching the rank of Brigadier General. Following a successful career in both politics and professional sports, Foss has remained active and was instrumental in the formation of the American Fighter Aces Association, and has served as President of the NRA.


Too Little Too Late by Stan Stokes.

Heinz Bar joined JG 51 in 1939 as a non-officer pilot. By August of 1940 he had become the highest scoring non-officer pilot in the Luftwaffe. Although shot down once during the Battle of Britain, Bar survived, and was later transferred to the Eastern Front. He received his commission and by the end of 1941 had chalked up 91 victories. By mid-1942, with 113 victories, he was promoted to Hauptman and made Group Commander of I/JG 77. Flying out of Sicily he participated in the siege of Malta, and later was shifted to North Africa where he obtained another 61 victories. With his health suffering, Heinz was reassigned to Germany, where he flew interception missions against the steady onslaught of Eighth Air Force bombers. With his victory total at 202, Bar was put in command of JG 3 and later III/EJG2, a unit equipped with the Me-262 jet fighter. He obtained 16 victories in March and April of 1945 while piloting the 262, making him the top jet ace of WW II. His record for victories in a jet stands until this day, having been equaled in Korea by Capt. Joseph McConnell. Bars final victory count of 220 made him the eighth highest scoring ace of all time. He was killed after the War in a flying accident. The Messerschmitt Me-262 Swallow, a masterpiece of engineering, was the first operational mass-produced jet to see service. Prototype testing of the airframe commenced in 1941 utilizing a piston engine. General Adolf Galland, who was in charge of the German Fighter Forces at that time, pressured both Goring and Hitler to accelerate the Me-262, and stress its use as a fighter to defend Germany from Allied bombers. Hitler, however, envisioned the 262 as the aircraft which might allow him to inflict punishment on Britain. About 1400 Swallows were produced, but fortunately for the Allies, only about 300 saw combat duty. While the original plans for the 262 presumed the use of BMW jet engines, production Swallows were ultimately equipped with Jumo 004B turbojet engines. The wing design of the 262 necessitated the unique triangular hull section of the fuselage, giving the aircraft a shark-like appearance. With an 18 degree swept wing, the 262 was capable of Mach .86. The 262 was totally ineffective in a turning duel with Allied fighters, and was also vulnerable to attack during take off and landings. The landing gear was also suspect, and many 262s were destroyed or damaged due to landing gear failure. Despite its sleek jet-age appearance, the 262 was roughly manufactured, because Germany had lost access to its normal aircraft assembly plants. In spite of these drawbacks the 262 was effective. For example, on April 7, 1945 a force of sixty 262s took on a large force of Allied bombers with escort fighters. Armed with their four nose-mounted cannons, and underwing rockets the Swallows succeeded in downing or damaging 25 Allied B-17s on that single mission. While it is unlikely that the outcome of the War could have been altered by an earlier introduction or greater production totals for this aircraft, it is clear to many historians that the duration of the War might have been drastically lengthened if the Me-262 had not been too little too late.


Main Body by Stan Stokes.

Jimmy Doolittles attack on Japan with B-25s launched from the USS Hornet was a blow to Japanese morale, and it gave Admiral Yamamoto the leverage he needed to push for a grandiose plan to inflict a decisive military blow to American forces in the Pacific. Yamamotos grand scheme would have several elements. A huge fleet would be sent to Midway Island to lure American carrier forces into combat. The force would include seven battleships, ten aircraft carriers, some two dozen cruisers and more than seventy destroyers. A separate strikeforce would be sent to the Aleutians under the command of Vice Admiral Hosogaya Moshiro. The plan was for the the northern force to strike first and divert American carrier forces northward away from Midways air support forces where they could be dispatched by Yamamotos overwhelming force. Fortunately for the US Navy a highly skilled group of cryptographers had broken portions of the Japanese Navys secret code. The Americans sent a bogus message to trick the Japanese into revealing the true target of their massive force. While not surprised, the American forces in the Midway area were sadly outnumbered, and good fortune would be needed to offset the Japanese advantage in numbers. The three primary US carriers in the Pacific (Enterprise, Hornet and Yorktown) were readied for the action. Shortly after 9:00 AM on the morning of June 3, 1942, Ensign Jack Reid of VP-44, piloting a PBY Catalina flying boat, spotted the main Japanese invasion force, and shadowed the fleet at low altitude for several hours. Later that day B-17s from Midway Island would attack the invasion fleet followed by a torpedo attack by other PBYs. Early in the morning of June 4 the Japanese launched their first aerial attack on Midway. As the 108 Japanese aircraft approached the island a hodgepodge of all air worthy American aircraft were launched including PBYs, B-17s, Wildcat and Buffalo fighters, Vindicator bombers, B-26 Marauders and SBD Dauntless divebombers.


Duck Soup by Stan Stokes.

The Grumman J2F Duck evolved from the early 1920s design of the Loening COA-1 amphibian. The Duck was one of many very successful aircraft designed by Leroy Grummans aircraft company based on Long Island, New York. Grumman, who was born in 1885 and was 18-years old at the time of the Wright Brothers first flight, had worked for the Loening Aircraft Engineering Company in New York. Loening was eventually acquired by Curtiss-Wright, but Grumman decided to leave the company in 1929 and form his own company. Initially, the new company focused on repair and subcontract work, including the development of a vastly improved retractable landing gear for Navy floatplanes. The first Grumman Duck was test flown by Paul Hovgard in 1933 utilizing a 700-HP radial. The Navy was impressed with Grummans design, and placed an initial order for 27 JF-1 aircraft. This aircraft evolved into the JF-2 and JF-3 variants, but by 1936 Grumman had improved the aircraft (now designated J2F) by extending the length of the float and shortening the engine cowling. The final variant of the Grumman-built Ducks was the J2F-5 which utilized a 950-HP Cyclone engine, and incoporated stronger bomb racks capable of supporting 325-pound bombs. A substantial number of Ducks (including the J2F-6) were also built by the Columbia Aircraft Corp. under license from Grumman. The aircraft had a 39-foot wingspan and was 34-feet in length. With the 1050-HP Wright R-1820-54 radial engine, the J2F-6 Duck would top out at a maximum speed just north of 180-MPH. It had an effective range of 850 miles, and with its slow cruising speeds could remain airborne for several hours longer than most fighter aircraft.While the Navy thought the Duck might be a useful torpedo plane or fighter, the slow speed of the aircraft in relation to more modern monoplane fighters resulted in the Duck serving primarily as a utility, reconnaisance, and rescue aircraft. The Ducks cockpit could accommodate two pilots, and there was sufficient room in the hull to carry 3-4 additional persons. In Stans painting, entitled Duck Soup, a USN J2F risks a landing in bad weather and rough seas to rescue a downed Navy fighter pilot. Serving with the Navy until the early 1950s, the Grumman Duck was the last biplane aircraft to be utilized in the Navys inventory. It was the beginning of a long legacy of Grumman-built aircraft utilized by the US Navy, including the family of Cat fighters which commenced with the F4F Wildcat and lives on today with the F-14 Tomcat. While arguably quite ungainly in appearance, the Grumman Duck had a starring role in the movie Murphys War. Only a few of these aircraft remain in flyable condition today.


A Pair of Aces by Stan Stokes.

In 1936 the Lockheed Aircraft Company won a contract to produce a high altitude interceptor for the USAAC. This contract was won despite the fact that the company had been nearly bankrupt in 1932, and had never produced a fighter aircraft. Mr. Kelly Johnson, Lockheeds chief designer on the project, settled on a design incorporating a twin engine scheme utilizing twin booms to house the aircrafts supercharged engines, and a central nacelle which housed the pilot and all the armament. Despite an unfortunate crash of the prototype, the USAAC was impressed with the aircraft, and a production order was placed for the first P-38 Lightnings. The P-38 was to prove to be one of Americas top fighters of WW II. The Lightning was fast, very heavily armed, had excellent range, and a great rate of climb. The aircraft was capable of flying with only one engine, and this proved advantageous in improving long range reliability. The two most effective models were the J and the L, of which more than 6,000 were produced. One early technical problem with the aircraft was the loss of control during high speed dives when the aircraft obtained speeds approximating 500 MPH. This problem was ultimately solved by the addition of a dive flap beneath the spar to offset a nose down tendency during such dives. Nicknamed the twin tailed devil by the Germans, the P-38 saw a lot of action in the Pacific where its great range was a more important asset. Americas two top aces of the War were P-38 pilots serving with the Fifth Air Force in the Southwest Pacific. Major Richard Bong was a soft spoken Wisconsin native who achieved 40 confirmed victories, but was killed on August 6, 1945 while testing a P-80 jet over Southern California. On July 26, 1943 Bong achieved four victories on a single mission. Thomas McGuire was born in New Jersey, and enlisted in the Army as an aviation cadet in 1941. Between August 1943 and January 1945 McGuire was credited with 38 victories. McGuire and Bong flew together in combat on many occasions. On December 7, 1944 both Bong and McGuire chalked up two kills during a mission over Ormoc Bay. McGuire was ultimately killed in combat in early 1945 when he stalled his P-38 prior to an engagement with the enemy. Both of these gentlemen received the Congressional Medal of Honor, and both flew aircraft named after women who would become their wives. The print depicts both Bong and McGuire over the Southwest Pacific in 1944. Bongs Marge is in the foreground, with McGuires Pudgy off his wing.


Bite of the Black Widow by Stan Stokes.

The Northrop P-61 Black Widow was the USAAFs first modern fighter aircraft which was specifically designed from the start to serve in the night fighter capacity. Designed by Jack Knudson Northrop, this aircraft was quite innovative. The Armys initial requirements for this night interceptor made no mention of radar, but stated that the aircraft would carry a device which would locate enemy aircraft in the dark. The P-61 indeed utilized radar, and about seven hundred of these large twin-engine aircraft were built. The recommendation to pursue development of an aircraft of this type came about from the recommendations of a special commission which visited Great Britain during the Battle of Britain. The commission identified the need for an effective night fighter capability to deter enemy night bombing raids. Although the first prototype flew in May of 1942, the Black Widow did not enter front-line service until 1944. The P-61 was the largest and most powerful fighter aircraft of WW II. The Black Widows bite was mean because of its four cannons and four machine guns. With a wingspan of sixty-six feet and a length of nearly fifty feet, this large aircraft was powered by twin 18-cylinder Double Wasp radial engines, capable of 2,000-HP each. The B model of the P-61 was capable of speeds in the 365-MPH range, and had an incredible range of 3,000 miles. This great range gave the P-61 added benefits in the Pacific theater of operations. The P-61 utilized 4-bladed, variable pitch props, and incorporated a tricycle landing gear configuration. With its distinctive double tail configuration, the Black Widow had a roughly similar appearance to the P-38 Lightning, which was sometimes utilized in the night fighter role prior to the P-61 becoming available. The XP-61 prototype took to the air in May of 1942, and the aircraft exhibited a maximum speed of 380 MPH. Despite good results from the initial flights, the P-61 took a long time to enter production. In July of 1943 the Army organized the 481st Night Fighter Operational Training Group at Orlando Field in Florida. This unit completed service tests on pre-production Black Widows, and was responsible for training flight crews. In his spectacular moon-lit painting entitled Bite of the Black Widow, aviation artist Stan Stokes depicts the P-61 flown by Major Carroll C. Smith of the 418th Squadron of the Fifth Air Force. Smith was one of two pilots in WW II to attain ace status in the Black Widow. Smith obtained a total of seven night victories. His first two were obtained while flying a night-fighter version of the P-38. Four of Smiths victories in the P-61 came on two missions during one evening in December 1944.


A Pistol Whipping by Stan Stokes.

There were tens of thousands of aerial combat encounters during World War II. One of the most unusual was a dogfight that took place between Captain Arthur C. Fiedler, Jr. and an unidentified German Bf-109 pilot on June 28, 1944. Fiedler was an Illinois native who received his wings in July 1943. He was assigned as a flight instructor in Dover, Delaware, but in May 1944 he was assigned to the 317th Fighter Squadron of the 325th Fighter Group. Flying P-51B Mustangs the 317th was based in Lesina, Italy. Fiedler named his Mustang after his wife Helen. On a combat mission on June 24th Fiedler claimed a probable. Four days later the eventual ace was flying near Polesti, Rumania when a Bf-109 crossed directly in front of his aircraft. Slamming his P-51 into a near vertical bank he trailed the 109 for a few seconds attaining several hits before his guns jammed. As Fiedler rolled out of his bank he found himself flying in formation parallel to the 109, and headed towards Russia. Fiedler was not willing to make himself a target for the 109, and with his Mustang low on fuel and with jammed guns, Fiedler reactively drew his service revolver. As he drew his .45 pistol, the German pilot unexpectedly jettisoned his canopy and bailed out. Fiedler was given the nickname Svengali for this incident. Fiedler continued his combat tour into 1945, and by January he had attained 8 confirmed aerial victories. Fiedler remained in the Air Force following the War. Flying in both Korea and Vietnam, he was promoted to Colonel in 1969, and retired from the Air Force in 1975. The P-51 Mustang and the Messerschmitt Bf-109 were two of the most important aircraft of WW II. More than 15,000 P-51s were produced, the most of any American-built fighter, while the Bf-109 was the most produced fighter aircraft of the war with 35,000 produced. The P-51 was designed by Raymond Rice and Edgar Schmued of North American Aviation, because the President of the company thought he could do better than merely produce Curtiss P-40s under license for the RAF. Initially introduced with an Allison liquid-cooled V-12, the P-51 performed poorly despite its superior airframe. As early Mustangs arrived the British were anxious to see how this aircraft would perform with the powerful Rolls Royce Merlin engine. The aircraft was about 13 percent faster and could climb to combat altitude in 45 percent less time than the Allison-equipped aircraft. Going into production as the P-51B the Brits received about 1000 aircraft while the USAAF took an additional 1000. The first P-51B models were in service with the Eighth Air Force in December 1943. The excellent performance of these aircraft and their excellent range when equipped with external wing tanks, made the P-51 a tremendous asset when accompanying American daylight bombers on their raids into Germany. The 109 was arguably the most advanced fighter aircraft from 1935 until 1940. The 109 was designed by Willy Messerschmitt and Walter Rethel with the goal of packing the most powerful engine available into the smallest possible aircraft structure. During the Spanish Civil War the 109 proved its superiority. Despite numerous technical enhancements as the war progressed, by the end of the War the 109 was both outclassed and outnumbered by its rivals.


The Dragon and his Tail by Stan Stokes.

The only flyable B-24 Liberator aircraft in the world, serial no. 44-44052 is the aircraft owned and operated by the Collings Foundation, and named after The Dragon and His Tail, a lavishly decorated B-24 that flew in the Pacific during WW II. The B-24 did not get the attention or fame of the B-17 either during or after the War. With longer range and bigger bomb loads than the B-17 the B-24s were generally based far from London. As a result, most war correspondents looked for stories at the B-17 fields and avoided the long treks to the B-24 fields. The B-17 also looked more modern and more powerful, although this was not an accurate assessment. The B-24 that has been restored by the Collings Foundation was built in August 1944 by Consolidated Aircraft at the companys huge Ft. Worth assembly plant. Originally delivered to the USAAF the aircraft was shortly transferred to the Royal Air Force. Under British Flag the plane saw combat service in the Pacific in operations ranging from anti-shipping to bombing, to re-supply. At Wars end she was abandoned to an aircraft graveyard in Khanpur, India. In 1948 the aircraft was restored by the Indian Air Force and it saw service until 1968. She sat abandoned in India until 1981 when famed British aircraft collector, Doug Arnold, purchased her and had her disassembled for shipment back to England. She was sold in 1984 in as is condition to the Collings Foundation and was returned to America in 1984. Restoration commenced in 1985 with General Dynamics acting as a major sponsor of the restoration. More than 420,000 rivets were replaced during the restoration that involved rebuilding more than 80% of the aircraft's parts. The completed B-24 was originally named All American in honor of an Army Air Force B-24 of the same name. The original All American shot down fourteen enemy fighters in a raid over Germany on July 25, 1944. That aircraft was lost on a combat mission when it was shot down over Yugoslavia in October of 1944. In 1998 the Collings Foundation renamed its B-24 The Dragon and its Tail to honor an aircraft than served with the 64th Bomb Squadron of the 43rd Bomb Group in the Pacific. The original Dragon survived the War, and was the last B-24 scrapped in Arizona. In Stan Stokes marvelous painting the original Dragon is depicted during a typical anti-shipping mission.


Midway: The Turning Point by Stan Stokes.

The Battle of Midway in June of 1942 marked the turning point in the War in the Pacific, and the Douglas SBD Dauntless was the aircraft which provided the punch in this decisive victory for America. The SBD, which earned the nickname Slow, But Deadly, entered service with the USN and USMC in 1940. Powered by a 1,000 HP, 9-cylinder, Cyclone radial engine the SBD was capable of a maximum speed of 250 MPH. The Dauntless could stay airborne for a long time with its 1,300 mile range and slow cruising speed, and it was capable of delivering a 1,200 pound bomb load. Because of its slow speed the SBD needed armament to discourage attack by enemy fighters. Two forward firing machine guns and either one or two rear firing guns mounted in the gunners cockpit behind the pilot, gave the SBD enough firepower to make it a challenging target for enemy fighters. The Japanese plan for invading Midway, a strategically-located small island about 1,100 miles northwest of Hawaii, involved the use of a decoy fleet which would feign an invasion of the Aleutians, while the main fleet consisting of approximately 100 ships and four aircraft carriers would carryout the invasion. Based on intelligence reports the US Navy was ready for Adm. Yamamoto this time. The American force totaled 25 ships including the carriers Hornet, Enterprise, and Yorktown. Air power was about even, because the U.S. could count on nearly 100 land-based aircraft on Midway itself. About 1/3rd of the U.S. air power was represented by SBDs. During the first exchanges, American attacks on the Japanese invasion fleet with both land-based and carrier-based aircraft were repulsed with substantial losses. These low-level torpedo attacks focused the attention of both Japanese fighter pilots and AA gunners on the horizon. Lacking effective radar, the Japanese fleet would prove to be unprepared for a high altitude attack by swarms of SBDs on June 4, 1942. The timing proved perfect as the Japanese carriers were laden with fully fueled and armed aircraft being readied for a second wave. As depicted in Stan Stokes dramatic painting the 1,000 pounder of Paul Lefty Holmbergs SBD penetrates the carrier deck of the Soryu while Holmberg pulls out of his dive. Right behind Holmberg is another SBD of VB-3 from the USS Yorktown. SBDs from the Yorktown and its sister ship the Enterprise destroyed three Japanese carriers in a matter of minutes during this battle. While the Yorktown was later lost in the Battle, all four Japanese carriers were eventually destroyed including many of Japans most experienced naval aviators. The rugged and effective Dauntless, the only USN aircraft to remain in service through the entire war, was responsible for destroying more enemy shipping than any other aircraft during WW II.


The War Up North by Stan Stokes.

The fighting in the Aleutian Island chain has largely been neglected by many WW II historians, as has the role of the Lockheed Ventura. The Ventura was a high performance aircraft and not that easy to learn to fly. Like the B-26 Marauder the Ventura earned a poor reputation from pilots and crews during training, but eventually became an unqualified success in the field. Despite an uncertain debut for this aircraft, during the last two and a half years of the War Venturas played a major role in the Pacific War. The Ventura was a follow-on to the successful Lockheed Hudson that had been purchased by the RAF. Whereas the Hudson was a militarized version of the Model 14 the Ventura was a militarized version of the Model 18 Lodestar. The Ventura utilized powerful 2000-HP Double Wasp radials and the designers utilized a paddle-style propeller. The paddle props coupled with the closeness of the engine nacelles to the fuselage gave the Ventura a distinctive sound. The Ventura was well armed and could carry a decent bomb load, and was fast enough to avoid many encounters with opposing fighters. The Ventura entered combat with the RAF in December of 1942. Despite the 300-MPH plus speed of the Ventura, the RAF became disenchanted with the Ventura as a low altitude attack bomber, and the USAAF stepped in to pick up the RAF production. The USAAF designated some early Venturas as B-34s and some later variants as B-37s. The US Navy negotiated an agreement with the USAAF to acquire some Venturas as a compliment to its force of PBY Catalina amphibians. The Catalinas were slow and vulnerable to attack, and the Navy felt that a fast land-based reconnaissance and patrol plane would be helpful. The Ventura also had enough offensive firepower to be utilized in the pinch as an attack bomber on enemy supply depots. The Navy adopted the PV designation for the aircraft (P for patrol and V for Vega - the division of Lockheed that produced the aircraft.) Some 1600 PV-1s were produced for the Navy between 1942 and May of 1944. The Navy added fuel capacity - giving the PV-1 a combat radius of 1600 miles. They also modified the nose of the aircraft. The bomb capacity was 3000 pounds and it was possible to carry a single torpedo in the bomb bay. The first Navy deployment of the Ventura was to the Aleutians in April 1943 (VB-135 and VB-136.) These squadrons perfected radar-bombing missions and on two other occasions attacking forces of Japanese Betty Bombers were turned back by Navy Venturas. The wicked flying weather in the Aleutians took as great a toll on our forces as did the enemy. Stan Stokes painting is intended as a tribute to those that fought in the War Up North.


An Interesting Dog Fight by Stan Stokes.

October 23, 1942 was a typical day for American troops at Esprito Santo, but for the crew of a B-17 Flying Fortress it would become a most memorable day. Early that morning the Japanese began shelling the field. Lt. Ed Loberg, a former farm boy from Wisconsin, was ordered to take his B-17 up for a reconnaissance mission to determine where the Japanese guns may be located. Not finding anything they returned to the field. The brakes failed on the B-17 upon landing, and they hit several parked Navy aircraft. Fortunately for Lobergs crew a 100 pound bomb dislodged in the crash did not explode. Later that day the crew boarded another B-17 and went hunting out to sea. Around mid-day the crew noticed a PBY being attacked by a Kawanishi H6K Mavis flying boat. Diving the B-17 straight down, the Mavis and the Flying Fortress soon entered a rain squall. The windows were black with clouds and rain, and the plane was buffeted by strong winds. Emerging from the squall at low altitude into blinding sunlight the B-17 emerged only fifty feet from their adversary. Immediately every gun on both aircraft began firing in a broadside exchange reminiscent of age old sailing ship battles. Thousands of bullets criss-crossed the narrow spread of air, and the Fortress shuddered from the impact. Tracer bullets from the B-17 pelted the Mavis like darts with many ricocheting off its armor. The Mavis made a tight turn, and Loberg turned inside him to avoid the mortal sting from the Mavis tail guns. In and out of rain squalls this interesting dogfight continued for 45 minutes. The Mavis kept very close to the wave tops to protect is vulnerable under belly. Several times during the fight the Mavis disappeared for three or four minutes into clouds, but each time as it reemerged Lobergs B-17 resumed the attack. Twice the B-17 passed over the H6K so close that the jagged bullet holes in the Mavis and the round glasses on its two pilots could be seen clearly. Finally, the Mavis began smoking, and the Japanese plane dropped into the sea and exploded in a large ball of flame. In the words of Ira Wolfert, a war correspondent, who was on the flight; During the duel, the Fort that I was on, with a bullet in one of its motors, and two holes as big as Derby hats in its wings, made tight turns with half-rolls and banks past vertical. That is, it frequently stood against the sea on one wing like a ballet dancer balancing on one point, and occasionally it went over even farther than that and started lifting its belly toward the sky in desperate effort to keep the Jap from turning inside it... Throughout the entire forty-four minutes, the plane, one of the oldest being used in the war, ran at top speed, shaking and rippling all over like a skirt in a gale, so many inches of mercury being blown into its motors by the superchargers that the pilot and co-pilot, in addition to their other worries, had to keep an eye on the cowlings to watch for cylinder heads popping up through them. Others on Lobergs crew that day were B. Thurston the co-pilot, R Spitzer the navigator, R. Mitchell the bombadier and E. Gustafson , E. Jung, G. Holbert , E. Smith, and P. Butterbaugh who manned the guns during this unusual dogfight. Both Mitchell and Spitzer were wounded during the battle.


A Big Victory by Stan Stokes.

On September 18, 1944 P-51 pilots of the 375th Fighter Squadron of the 361st Fighter Group, based at Little Walden in Essex, were assigned the mission of escorting B-17s on a shuttle mission to Russia. The Mustangs would accompany the bombers to the south of Sweden where they would be picked up by an escort of Russian fighters. Urban Drew, flying a 51-D named Detroit Miss, was one of the USAAF pilots on this mission. Just before breaking off the escort Drew spotted a twin-engine German aircraft flying very low to the water. He broke off with two wingman and went down after the German plane. It turned out to be an He-111, most likely a courier plane from Scandinavia. He opened fire hitting the top gun position, circled around, and with his second burst set the aircraft afire. It tumbled into the Baltic. As Drew and his two wingman climbed back to altitude to rejoin their flight, he looked off to the right and spotted an enormous flying boat moored at a sea plane base on a lake. Drew called to his wingman and said, get lined astern immediately, and we will make one pass, and one pass only... lets see if we can burn and sink this mother. The three Mustangs commenced their attack with the element of surprise to their advantage. The three Mustangs poured about 1200 rounds of 50 caliber ammo into the behemoth, and as the third aircraft pulled up black smoke and flames were pouring from the target. It was not until that moment that anti-aircraft batteries opened fire, but the P-51s were quickly out of range. During the debriefing it was determined that their target was probably a Blohm and Voss BV-222. Years later, in 1974, while Drew was living in London, he was contacted by the British Broadcasting Company (BBC) which wanted to do a documentary. It was only then that Drew found out that the aircraft he destroyed at the Bug Seaplane Base on Lake Schaal was actually the BV-238, the largest aircraft to see service in WW II. Development work on the Blohm and Voss BV-238 began in 1940. This was planned to be a very large overseas transport aircraft, and was powered by six 1900-HP Daimler-Benz inverted V-12 engines. It would be considerably larger than the BV-222 with a wingspan of nearly 200 feet, a height of nearly 44 feet, and an empty weight of more than 110,000 pounds. Although two other aircraft, the Douglas B-19 and the Soviet ANT.20, had longer wingspans, the BV-238 was the heaviest and most powerful aircraft developed during WW II. It was during the testing phase of this aircraft at Lake Schall in 1944 that the BV-238 was strafed and destroyed by a flight of three P-51s lead by Eighth Air Force ace Urban Drew.


Mauled by a Marauder by Stan Stokes.

The B-26 Marauder, dubbed the widow maker by its detractors, was developed by the Glen L. Martin Company beginning in 1939. The first B-26 was completed in November of 1940. The early models had very high wing loading, and were tricky to fly. Added armament increased weight even further leading to an alarming rate of accidents during training. Increasing engine power, wingspan and rudder height solved many of the problems. The B-26 was capable of speeds in excess of 320-MPH, and with a normal crew compliment of six and a bomb load of 4,000 pounds the aircraft, had a range in excess of 1100 miles. Despite the controversy surrounding the B-26, the aircraft served admirably during WW II, and in fact had the lowest loss ratio of any American aircraft. The 386th Bomb Group was organized on December 1, 1942 under the command of Lt. Col. Lester J. Maitland. The 386th, known as The Crusaders, trained at MacDill Field near Tampa Florida. The accident rate during training of earlier B-26 units was alarmingly high, leading to the phrase one a day in Tampa Bay. With improved training methods for both flight and maintenance crews, and with improvements to the B-26s engines and electrical systems, the accident rate began to decline, and the 386th attained 10,000 flight hours of training without an accident. The Crusaders went to Lake Charles, Louisiana for the second phase of their training. On April 20, 1943 the Crusaders completed their training and crews were dispatched to either Selfridge Field in Michigan or the Martin plant in Omaha to pick-up their B-26Bs and Cs for the long flight to England. The 386th had an incredible combat record, flying 409 combat missions against Axis targets such as bridges, railroad yards, and other tactical targets. Most bombing missions were done at an altitude of 10,000-13,000 feet. On 11/29/43 the Crusaders flew a mission which was very memorable for the crew of Sexation. As depicted in Stan Stokes painting, appropriately entitled Mauled by Marauders, the Sexation was attacked by several German Fw-190 and Bf-109 fighters. With the loss of one engine, significant wing damage, and hydraulic system failure, Sexation was a sitting duck. However, Bill Norris, the tail gunner on the B-26, kept the fighters at bay, shooting down 3 enemy fighters and one probable on the mission. This made Norris the top gun of the 386th. The crew was able to nurse the aircraft back to England where they made a belly landing. Both Norris and the aircrafts commander, Pete LaFramboise, received the Silver Star for this mission. This print is dedicated to the memory of Col. Maitland and the 191 Crusaders who made the ultimate sacrifice for their country during WW II.


Moonlighting by Stan Stokes.

Stan Stokes painting depicts a P-38 mission flown by 10 Fighter Group pilots Milton B. Adams, Joe Gunder, and Bill Harris in early February 1945. The 18th Fighter Group, part of the Thirteenth Air Force, moved its base of operations to Lingayen Gulf from Mindoro in early 1945. The group participated in numerous daylight strafing missions of Japanese targets on Northern Luzon. The missions were largely very successful and the Japanese had a high chance of getting hit hard by the 18 h whenever they attempted to move men or supplies. In response to the punishment being inflicted by these missions, the Japanese switched to nighttime truck convoys. Typically accompanied by numerous trucks with either 50 caliber or 20min quad machineguns, the nighttime convoys became the principal means for moving both arms and supplies south. Although the P-38 Lightnings flown by the group were not equipped for night fighting, and the pilots lacked any training for such missions, the pilots felt that under the right conditions (clear skies and plenty of moonlight) that they could successfully navigate to and attack their targets. Harris and Adams decided to experiment with some evening missions when sufficient moonlight was available to identify targets. Their experiment proved successful, and Joe Gunder decided to join them on their moonlighting missions. With the moon at its peak, the three P-38 pilots had good hunting results for several evenings in a row. Although the moon was waning, the three agreed to one final mission that month. On this mission the three P-38 pilots lingered for about an hour over their target area without spotting anything. As they began to head for home they noticed a long convoy of approximately 100 vehicles. They were stopped in a narrow valley about three miles long surrounded by 2000-foot high steep hillsides. The road through the valley was straight, and the convoy was a sitting duck, All three pilots peeled off and made a high speed strafing pass. They got several hits, and a number of the fuel trucks in the convoy were set ablaze. The three made a second pass hitting additional vehicles and scattering the Japanese truck drivers. One final strafing pass was made. During this pass Joe Gunders right engine must have been hit. Gunder tried to feather his prop and still gain altitude to get out of the narrow valley. Instead Gunders aircraft lost speed and altitude and his P-38 slammed into the side of the valley. The next day a Philippine radio message was received indicating that Gunder had died and that his body had been recovered. Following the War, Bill Harris, who was the highest scoring ace of the Thirteenth Air Force with 16 victories, left the service and returned to his native California, where he has been active for more than fifty years in the farming, ranching, and lumber businesses. Milton Adams remained in the USAF until retirement, rising to the rank of Major General. Adams currently resides in Laredo, Texas. This painting is dedicated to the memory of USAAF Captain Joe Gunder whose ultimate sacrifice typifies the courage and resolve of Americas greatest generation.

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