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US Aviation Art Prints, Paintings and Drawings

Nine O Nine by Philip West.


Nine O Nine by Philip West.
3 editions.
£100.00 - £170.00

Safe Pastures by Mark Postlethwaite.


Safe Pastures by Mark Postlethwaite.
2 editions.
£45.00 - £70.00

Showtime 100 by Philip West.


Showtime 100 by Philip West.
One edition.
£95.00


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

Hell Hawks Over Utah by Robert Taylor.


Hell Hawks Over Utah by Robert Taylor.
3 of 6 editions available.
All 6 editions feature up to 13 additional signatures.
£210.00 - £365.00

The Globemasters by Dru Blair.


The Globemasters by Dru Blair.
One edition.
£60.00


Ruhr Valley Invaders by Nicolas Trudgian.


Ruhr Valley Invaders by Nicolas Trudgian.
6 editions.
5 of the 6 editions feature up to 3 additional signatures.
£2.00 - £200.00

Those Golden Moments by Philip West.


Those Golden Moments by Philip West.
2 editions.
£150.00 - £160.00

Jimmys Record by Stan Stokes.


Jimmys Record by Stan Stokes.
2 editions.
£35.00 - £145.00


Urban 'Ben' Drew - Aerial Hat-Trick by Brian Bateman. (P)


Urban 'Ben' Drew - Aerial Hat-Trick by Brian Bateman. (P)
One edition.
The edition features an additional signature.
£350.00

Major Urban 'Ben' Drew - First Victory by Brian Bateman. (P)


Major Urban 'Ben' Drew - First Victory by Brian Bateman. (P)
One edition.
The edition features an additional signature.
£320.00

Air Superiority by Robert Taylor.


Air Superiority by Robert Taylor.
3 editions.
All 3 editions feature up to 12 additional signature(s).
£215.00 - £375.00


Time to Head Home by William S Phillips.


Time to Head Home by William S Phillips.
One edition.
£150.00

USS Dwight Eisenhower by Ivan Berryman.


USS Dwight Eisenhower by Ivan Berryman.
7 editions.
£2.20 - £5000.00

B-17 Memphis Belle by Keith Woodcock.


B-17 Memphis Belle by Keith Woodcock.
2 editions.
£2.95 - £20.00


Deadly Pass by David Pentland.


Deadly Pass by David Pentland.
4 editions.
All 4 editions feature up to 3 additional signature(s).
£95.00 - £400.00

Frozen Chosin, Korea, December 1950 by David Pentland.


Frozen Chosin, Korea, December 1950 by David Pentland.
8 of 9 editions available.
£2.20 - £2800.00

Gulf Buddies by Geoff Lea.


Gulf Buddies by Geoff Lea.
2 editions.
£40.00 - £70.00


Some Little Birds Fly at Night by David Pentland.


Some Little Birds Fly at Night by David Pentland.
5 editions.
£2.70 - £1200.00

Tahiti Clippers by Stan Stokes.


Tahiti Clippers by Stan Stokes.
3 editions.
2 of the 3 editions feature an additional signature.
£35.00 - £120.00

Two Ways to Fly by Stan Stokes.


Two Ways to Fly by Stan Stokes.
One of 2 editions available.
£35.00


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Text for the above items :

Nine O Nine by Philip West.

Nine O Nine awaits her next mission over occupied Europe. Part of the 91st Bomb Group, 323rd Squadron, this B-17 went on to complete a record mission tally of 140 without an abort or loss of a single crew member. She started operations in February 1944. By April 1945 Nine O Nine had flown an extraordinary 1,129 hours. This aircraft and crew represented just one of many who fought in war-torn skies for the freedom we now enjoy.


Safe Pastures by Mark Postlethwaite.

B-17G 42-37755 NV-A 325th Bomb Squadron, 92nd Bomb Group from Poddington crash landing in Switzerland on 25th February 1944 after sustaining damage over enemy territory after a raid on Augsburg and Stuttgart.


Showtime 100 by Philip West.

Lt Randy Cunningham with his back-seaeter Willie Driscoll, score their second of three MiG kills on a single mission on May 10, 1972. With two previous victories, Cunningham and Driscoll became the only US Navy Aces of the Vietnam war.


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.


Hell Hawks Over Utah by Robert Taylor.

Without air supremacy D-Day and the invasion of north-west Europe would never have happened, and the tactical Ninth Air Force played a huge part in securing that position. The Ninth had fought with distinction from the deserts of North Africa to the invasion of Sicily and the fighting in Italy. They had spearheaded the assault on Ploesti and, from humble beginnings, had grown into one of the finest and most formidable Air Forces in the USAAF. Then, in October 1943, the Ninth were sent to England for their greatest challenge so far - providing air support for the US First Army during the forthcoming invasion of Normandy. By the morning of 6th June 1944 the Ninth was the largest and most effective tactical air force in the world, with over a quarter of a million personnel and more than 3,500 fighters, bombers and troop-carriers under its command. Amongst them were the P-47s of the 365th Fighter Group - the fearsome Hell Hawks - a unit that by the end of World War Two would become legendary. Amongst the first to use P-47s as fighter-bombers, the Hell Hawks were hard at work softening up the enemy in the build up to D-Day, dive-bombing bridges, rail lines, gun positions and airfields. With two 1,000-pound bombs below their wings along with ten 5-in rockets and eight .50 calibre machine guns, their enormous firepower devastated the German defenses on D-Day. The Hell Hawks supported the army throughout the Normandy campaign, all the way across northern France to the Battle of the Bulge in December 1944, and beyond. It was a harsh nomadic life, eating and sleeping in tents and moving from one temporary strip to the next. By the end of hostilities in May 1945 the Hell Hawks had moved through 11 different airfields, more than any other fighter-bomber group in the Ninth Air Force.


The Globemasters by Dru Blair.

The C-17 Globemaster III is the newest, and the most flexible cargo aircraft to enter the airlift force. It is capable of rapid strategic delivery of troops and all types of cargo to main operating bases or directly to forward bases in the deployment area. The aircraft is also able to perform tactical airlift and airdrop missions when required. The inherent flexibility and performance characteristics of the C-17 force improve the ability of the total airlift system to fulfill the worldwide air mobility requirements of the United States. The ultimate measure of airlift effectiveness is the ability to rapidly project and sustain an effective combat force close to a potential battle area. Threats to U.S. interests have changed in recent years, and the size and weight of U.S.-mechanized firepower and equipment have grown in response to improved capabilities of potential adversaries. This trend has significantly increased air mobility requirements, particularly in the area of large or heavy outsize cargo. As a result, newer and more flexible airlift aircraft are needed to meet potential armed contingencies, peacekeeping or humanitarian missions worldwide. The C-17 was designed and built with this new world order in mind.


Ruhr Valley Invaders by Nicolas Trudgian.

When the seasoned B-26 crews of the 386th Bomb Group took delivery of their Douglas A-26 Invader aircraft in September 1944, the arrival of their new fast attack bombers neatly coincided with a move to France. Now based at Beaumont-sur-Oise, they were able to penetrate deep into enemy territory. The three man crews took part in the Battle of the Bulge, their twin engined aircraft being well suited to their task of destroying strategic bridges and cutting vital supply lines. After the Ardennes Campaign, now fully equipped with the A-26, the 386th BG continued to strike hard against important targets in Germany, the nimble handling characteristics of the aircraft making low-level attacks a speciality. As the Allies advanced upon Germany the 386th moved to St. Trond in Belgium, their base at the time of Nicolas Trudgians dramatic painting. Arriving at high speed over the busy German rail yard in the heart of the Ruhr Valley, barely skimming the nearby factory chimney stacks on the way into the target, the A-26 crews on the 386th deliver a devastating blow, leaving a trail of destruction in their wake. With bombs away, the Invader crews strafe the area with their battery of ten forward-firing .50 cal. machine guns, the roar of their twin 2000hp engines heightening the tension and confusion on the ground.

Published 2000.

Signed by three distinguished A-26 Invader aircrew who flew the A-26 in combat during World War II.



Those Golden Moments by Philip West.

As the sun slowly begins to rise this wintry morning over Thorpe Abbots, Norfolk, ground crew prepare B-17G The All American Girl in an almost surreal setting, for her 99th dangerous mission over enemy territory. On 10th January 1945, 19-year-old pilot, 1st Lt. John Dodrill and his crew went missing on a combat sortie to Cologne. Like many other crews, they made the ultimate sacrifice in the fight for freedom, with the Bloody Hundredth Bombardment Group playing its full part with courage and honour.


Jimmys Record by Stan Stokes.

Following WW I the United States sharply curtailed its military budget, which slowed the progress in aviation quite a bit. However, one bright spot was the series of international race competitions, which lead to improved aircraft designs, and more powerful and reliable aviation engines. The greatest catalyst behind the technical improvements to in-line, water-cooled engines between the wars was the Schneider Trophy races. The 1925 Schneider Trophy contest was scheduled for Baltimore, Maryland in October. The United States Army and the Navy agreed to work together for the 1925 race and commissioned the construction of three Curtiss R3C-2 racers. The Curtiss racers would utilize the proven wood and plywood-skin construction with an upgraded engine capable of generating more than 600-HP. A new drop-forged, duraluminum Reed propeller was utilized, as were a slight change in pontoon design. On September 11, 1925 the new design was rolled out for its maiden test flight. Lt. Jimmy Doolittle of the Army lost the toss to Navy Lt. Al Williams, so Williams took the new bird off for its first flight. The site for the Schneider Cup was a 31 mile triangular course laid out over the Chesapeake Bay and an inlet to Baltimore Harbor. The course would be flown seven times necessitating a total of twenty-one pylon turns. The site had been built by the Baltimore Flying Club from scratch. The weather on October 24 turned awful with 60-MPH gusts. The decision was made to postpone the race until Monday the 26th. The weather was moderate on the 26th with 2-3 waves on the Bay. By noon the water had calmed, the winds had died down and the morning haze had burned off. It was perfect for racing. A Naval Air Pageant proceeded the race, and a TC-5 Navy Airship soared into position near the start/finish line. At 2:30 PM Lt. Doolittle left the hangar ramp and taxied to the start line. Giving the Curtiss full throttle Jimmy took off after a short run, and climbed quickly to about 300 feet. The other contestants followed at five minute intervals. From the beginning it appeared that Doolittle would be a runaway winner. Beating the previous record average race speed by a whopping 54-MPH, Doolittle would complete the course with an average speed of 230-MPH. The following day Doolittle would set a new world record for sea planes with 246-MPH over a straight course. The British and Italian teams took their defeat bitterly. Jimmy Doolittle, who lost only one race that he entered during his racing career, would go on to aviation greatness, leading the famous B-25 raid on Tokyo, and as C.O. of the Eighth Air Force.


Urban 'Ben' Drew - Aerial Hat-Trick by Brian Bateman. (P)

On 11th September 1944, Urban Ben Drew claimed his third aerial victory claiming another Me109 in his P-51 Mustang.


Major Urban 'Ben' Drew - First Victory by Brian Bateman. (P)

Urban Ben Drew claims his first victory in his Mustang as he makes a strafing run of a Luftwaffe JU-52 transport at Toussus-Le-Noble in France in mid 1944.


Air Superiority by Robert Taylor.

It had taken almost six years of continual air fighting for the Allied forces to attain complete and total air superiority over the Luftwaffe. At the outbreak of World War II the mighty German Air Force had appeared invincible but the ensuing Battle of Britain gave the Luftwaffe its first taste of what was to come. When America joined the war, bringing with her to Europe new types of fighters and bombers, the writing must have been clearly chalked on the wall of Hitler's bunker. Unleashing the full power of the Eighth Air Force against the Third Reich by day, and with the RAF Bomber Command's constant attacks by night, production in Germany's aircraft and munitions factories became fatally depleted. In the air the Allied fighter pilots were beginning to dominate the skies, and by the spring of 1945, had achieved complete air superiority. It had been a long and bitter struggle, fought with great courage and sacrifice.


Time to Head Home by William S Phillips.

F4-U4 Corsair VF791 belonging to the Fighting rebels. in Korea.


USS Dwight Eisenhower by Ivan Berryman.

A pair of F18 Hornets overfly the Nimitz-class carrier USS Dwight Eisenhower (CV-69) with the surface combatant USS Arleigh Burke (DDF-51) off her port bow.


B-17 Memphis Belle by Keith Woodcock.

The Memphis Belle, a Boeing-built B-17F-10-BO, manufacturer's serial number 3470, USAAC Serial No.41-24485, was added to the USAAF inventory on 15th July 1942 and delivered in September 1942 to the 91st Bombardment Group at Dow Field, Bangor, Maine. She deployed to Prestwick, Scotland, on 30th September 1942, moving to a temporary base at RAF Kimbolton on 1st October, and then finally to her permanent base at Bassingbourn, England, on 14th October. Each side of the fuselage bore the unit and aircraft identification markings of a B-17 of the 324th Bomb Squadron (Heavy); the squadron code 'DF' and individual aircraft letter 'A'. Captain Robert K. Morgan's crew flew 29 combat missions with the 324th Bomb Squadron, all but four in the Memphis Belle. The aircraft's 25 missions were:
7 November 1942 - Brest, France
9 November 1942 - St. Nazaire, France
17 November 1942 - St. Nazaire, France
6 December 1942 - Lille, France
20 December 1942 - Romilly-sur-Seine, France
30 December 1942 - Lorient, France (flown by Lt. James A. Verinis)
3 January 1943 - St. Nazaire, France
13 January 1943 - Lille, France
23 January 1943 - Lorient, France[
14 February 1943 - Hamm, Germany
16 February 1943 - St. Nazaire, France
27 February 1943 - Brest, France
6 March 1943 = Lorient France
12 March 1943 - Rouen, France
13 March 1943 - Abbeville, France
22 March 1943 - Wilhelmshaven, Germany
28 March 1943 - Rouen, France]
31 March 1943 - Rotterdam, Netherlands
16 April 1943 - Lorient, France
17 April 1943 - Bremen, Germany]
1 May 1943 - St. Nazaire, France
13 May 1943 - Meaulte, France (flown by Lt. C.L. Anderson)
14 May 1943 - Kiel, Germany (flown by Lt. John H. Miller)
15 May 1943 - Wilhelmshaven, Germany
17 May 1943 - Lorient, France
19 May 1943 - Kiel, Germany (flown by Lt. Anderson)


Deadly Pass by David Pentland.

Magdeburg, Germany, 10th April 1945. Attacking from behind and above, ObLt.Walter Schuck, Staffelkapitain of 3./JG7, ripped through the massed boxes of 8th Airforce B17s, downing four in a single high speed pass.


Frozen Chosin, Korea, December 1950 by David Pentland.

On 27th November 1950, thousands of Chinese troops swarmed over the frozen Yalu river on the North Korean /Chinese border, cutting off US Marines in the Chosin Reservoir area. Over the next ten days the marines with air support from both the Navy and Marine Air Wings fought their way out of the trap to Hungnam and safety.


Gulf Buddies by Geoff Lea.

US Air Force F15 Eagle over flys British Challenger Tank during the Gulf War.


Some Little Birds Fly at Night by David Pentland.

160th SOAR, 'Nightstalkers', MH-6J 'Little Bird' and a small squad of Special Forces D-Boys fly low en route to their target in Afghanistan.


Tahiti Clippers by Stan Stokes.

Juan Trippe left Yale University in 1917 to enlist in the U.S. Navy. Trippe became a Naval Aviator on June 17, 1918. With the War nearing its end Trippe returned to Yale where he founded the Yale Flying Club. Writing in the May 1919 edition of The Yale Graphic, Juan speculated that the new Navy NC flying boats being introduced might be the first to successfully cross the Atlantic, and that eventually commercial flights across the Atlantic would be, a perfectly sane commercial proposition. Several years later Trippe was in control of Pan American Airways. Pan Am had a contract to fly mail to Havana utilizing Fokker triplanes. Trippe believed that flying boats possessed advantages in serving South America where rivers, harbors, or lagoons could make suitable airfields in locations where no adequate facilities existed. In 1927 Pan Am acquired its first flying boat, the twin-engine Sikorsky S-36. Five such aircraft were utilized to expand service to additional South American cities. A few years later Pan Am acquired the large four-engine Sikorsky S-40, which was piloted on its maiden flight from Miami to Panama by Charles Lindbergh. The S-40 was not capable of providing transoceanic service, but a later variant, the S-42, was. An S-42 was utilized to survey the San Francisco to Manila route, but the first commercial service was provided utilizing a Martin M-130, a significantly improved aircraft. The biggest and most luxurious of the Pan Am flying boats was the Boeing 314. This huge aircraft was 28 feet high, 106 feet long, and had a wingspan of 152 feet. Six of these aircraft were delivered to Pan Am in 1939, and they were utilized to provide the first transatlantic commercial service. Two of Pan Ams flying boats, or Clippers as they were more popularly referred to, are depicted in a beautiful south seas setting by aviation artist Stan Stokes. In the foreground taxing to the floating dock is the Dixie Clipper, a Boeing 314. The Dixie Clipper inaugurated the first regular transatlantic passenger service in June of 1939, and was utilized by President Roosevelt to attend the Casablanca Conference in 1943. In the background, having just lifted off, is the China Clipper, a Martin M-130. This is the aircraft which departed San Francisco for Manila in 1935, and became the first commercial passenger aircraft to cross the Pacific. In 1968 when Juan Trippe stepped down, Pan American Airways had developed an 80,000 mile international route structure which served 85 countries. Juan Trippe was a driving force behind the development of international air travel, and his marvelous flying boats played a major role in making the mans ambitions a reality. These Clippers were truly some of the classics of Americas great aviation heritage.


Two Ways to Fly by Stan Stokes.

Lloyd Stearman was a Naval Aviator and former architecture student who moved from Wichita, Kansas to Venice, California in 1926 to set up his own aircraft manufacturing company. Stearman did business under the motto, Dedicated to the Discriminating Buyer, and given the test of time we can now certainly say that Stearmans customers got their moneys worth. Stearman moved his business to Kansas in 1927, and partially due to the publicity surrounding Lindberghs transatlantic flight, encountered strong demand for his C-3MB biplanes. These aircraft were utilized by both American and Varney Air Lines to provide mail service. In 1929 Stearmans high end model was the C-3R, which was powered by a 225HP Wright engine, and carried a price tag of $8,000. Stearman sold his company to the large aviation conglomerate, United Aircraft and Transport, in 1929. Shortly thereafter the depression had set in, and its devastating grip on the nation created very difficult business conditions for all companies in the aviation business, especially those manufacturing aircraft. Stearman left the company which bears his name in 1932, and shortly thereafter became President of Lockheed. The classic aircraft which today bears his name was actually designed in 1933 following his departure, and was produced in quantity by Boeing Aircraft which purchased the Stearman Division of United Aircraft in 1934 as a result of a government mandated antitrust settlement. The PT-13, or Kaydet, was selected by the both the Army and the Navy as its primary trainer. (This may have been the first time in history that the two major branches of the service had agreed upon anything.) More than 10,000 Stearmans were produced. Most common was the PT-17 which was powered by 220HP Continental rotary engines. This rugged little machine was ideal for training first time pilots, and its undercarriage was ideally-designed for absorbing the punishment of first time practice landings. The Navy referred to its Stearmans as N2Ss and with an all yellow paint job the Navy version was soon nicknamed the yellow peril. Reportedly the term peril a reference to the piloting skills of the cadets being trained. The Army opted for a paint scheme utilizing a blue fuselage and yellow wings. At the end of WW II thousands of Stearmans were sold at surplus, some for as little as $200. The aircraft, in one of its second incarnations, became Americas primary crop duster. The sturdy airframe being easily adapted to take on more powerful engines and chemical tanks. In another incarnation the Stearman became a much sought after aerobatics performer. A significant number of these aviation classics are still flying, and can be regularly seen at air shows throughout the nation. In his painting appropriately entitled Two Ways to Fly aviation artist Stan Stokes depicts a PT-17 Stearman and a vintage Harley-Davidson motorcycle at a dirt field typical of those across the nation where tens of thousands of pilots and aviation enthusiasts have been introduced to the joys of flight.




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