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WW1 British Aviation Art Print List


Aviation Art Prints Countries UK World War One Print List

[UP] - Aircraft Index - Squadron Index - World War One Print List

World war One Royal Flying Corps and Royal Air Force Fighters and Bombers, These early Bi Plane and tri Planes flown by these young Courageous Pilots are shown in a large number of Signed Limited edition aviation art prints Shown listed here. Most of these are only available direct form our websites.

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D.H.2 versus Fokker by Michael Turner.


D.H.2 versus Fokker by Michael Turner.
One edition.
£12.00

Brief Encounter by Gerald Coulson.


Brief Encounter by Gerald Coulson.
3 editions.
£100.00 - £150.00

Tribute to Ferdinand West VC by Ivan Berryman.


Tribute to Ferdinand West VC by Ivan Berryman.
8 editions.
£2.70 - £1100.00


Royal Navy Ace by Stan Stokes.


Royal Navy Ace by Stan Stokes.
2 of 3 editions available.
£35.00 - £145.00

Leutnant Hans von Keudell by Ivan Berryman.


Leutnant Hans von Keudell by Ivan Berryman.
6 of 7 editions available.
£2.70 - £500.00

Christmas Hunt - Bristol Fighter F2B by David Pentland.


Christmas Hunt - Bristol Fighter F2B by David Pentland.
4 editions.
£2.70 - £220.00


Captain Andrew Beauchamp-Proctor by Ivan Berryman.


Captain Andrew Beauchamp-Proctor by Ivan Berryman.
8 of 9 editions available.
£2.70 - £500.00

Tribute to 8 Naval Squadron by Ivan Berryman.


Tribute to 8 Naval Squadron by Ivan Berryman.
8 editions.
£2.70 - £1100.00

Handley Page 0/400s by Ivan Berryman.


Handley Page 0/400s by Ivan Berryman.
8 of 9 editions available.
£2.70 - £500.00


Major Edward Mannock by Ivan Berryman.


Major Edward Mannock by Ivan Berryman.
6 of 7 editions available.
£2.70 - £500.00

Captain William Billy Bishop by Ivan Berryman.


Captain William Billy Bishop by Ivan Berryman.
9 of 10 editions available.
All 2 editions featuring an additional signature are available.
£2.70 - £530.00

You Cant Always Hide by Stan Stokes.


You Cant Always Hide by Stan Stokes.
2 editions.
£35.00 - £145.00


Immelmanns Last Flight by Ivan Berryman.


Immelmanns Last Flight by Ivan Berryman.
8 of 9 editions available.
£2.70 - £500.00

Out Of The Sun - LFG Roland C.II by Ivan Berryman.


Out Of The Sun - LFG Roland C.II by Ivan Berryman.
8 of 9 editions available.
£2.70 - £500.00

Gotha G. V. by Ivan Berryman.


Gotha G. V. by Ivan Berryman.
7 editions.
£2.70 - £600.00


Leutnant Josef Mai by Ivan Berryman.


Leutnant Josef Mai by Ivan Berryman.
7 of 8 editions available.
£2.70 - £500.00

Last But One by Ivan Berryman.


Last But One by Ivan Berryman.
7 editions.
£2.70 - £1100.00

SE5 Aircraft side view by M A Kinnear.


SE5 Aircraft side view by M A Kinnear.
One edition.
£10.00


Flight Lieutenant Rutland and Assistant Paymaster Trewin Locate the German Fleet at Jutland, 31st May, 1916 by Ivan Berryman.


Flight Lieutenant Rutland and Assistant Paymaster Trewin Locate the German Fleet at Jutland, 31st May, 1916 by Ivan Berryman.
8 of 9 editions available.
£2.70 - £500.00

Tribute to the Air Gunners - Royal Aircraft Establishment FE2 by Ivan Berryman.


Tribute to the Air Gunners - Royal Aircraft Establishment FE2 by Ivan Berryman.
7 of 8 editions available.
£2.70 - £500.00

Patrolling the Line by Gerald Coulson.


Patrolling the Line by Gerald Coulson.
4 editions.
One edition features an additional signature.
£95.00 - £210.00


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Text for the above items :

D.H.2 versus Fokker by Michael Turner.

The De Havilland 2 was designed in 1915, and first used by No.24 squadron RFC and used by three RFC Squadrons in France until June 1917. A Victoria Cross was won in a De Havilland 2 by Major Lionel Rees, commanding officer of 32 Squadron.


Brief Encounter by Gerald Coulson.

Royal Flying Corps SE5As of 56 squadron engaged in air combat with flying circus Fokker Dr1s commanded by the great German ace Baron von Richthofen, France 1917.


Tribute to Ferdinand West VC by Ivan Berryman.

Known as Freddie, West was the first pilot of the newly formed Royal Air Force to be awarded the Victoria Cross. He is shown here during a bombing mission to Merricourt on 19th June 1918. Jumped by enemy fighters, he was forced to evade his assailants by weaving through German barrage balloons. Successfully shaking off the Fokkers in Armstrong-Whitworth FK.8 C8594, he continued to his intended target. Less than two months later, and in a similar aircraft, he undertook the mission which earned him his VC, but cost him an amputated leg. He remained in the RAF until the end of World War Two and lived until 1988, aged 92.


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.


Leutnant Hans von Keudell by Ivan Berryman.

An early star of Jasta 1, von Keudell is depicted here in his Halberstadt D.III, (instantly identifiable by his initial K on the fuselage side) as he drifts into position to exploit the blindspot of a Vickers Gunbus, late in the day in 1916. Von Keudells closing tally was 11 confirmed victories, but a possible 12.


Christmas Hunt - Bristol Fighter F2B by David Pentland.

139 Squadron RAF in North Italy, December 1917


Captain Andrew Beauchamp-Proctor by Ivan Berryman.

Standing just five feet two inches tall, Andrew Beauchamp-Proctor had to have his SE5a specially modified to accommodate his small stature, but the diminutive South African was a giant in the air, claiming a total of 54 victories before the end of the war, many of them observation balloons which made him one of the top balloon-busting aces of the RFC. But many aircraft fell to his guns, too, as here when on 21st August 1918 he claimed an Albatros C-Type as victory number 34 whilst flying D6856 of 84 Squadron.


Tribute to 8 Naval Squadron by Ivan Berryman.

In this painting, the Sopwith Triplane N5468 named ANGEL of No.8 Naval Squadron is depicted around the time it was flying from St. Eloi in France in the summer of 1917. This aircraft clocked up more than 150 flying hours here before being sent to a training squadron at the end of the year. During this time, Captain Charles Jenner-Parson claimed at least two victories in this aircraft.


Handley Page 0/400s by Ivan Berryman.

For so large a machine, production of the Handley Page 0/400 was considerable with over 400 examples being delivered by the time of the Armistice in 1918. Its first missions were carried out during April of that year, operating both during daylight and by night. Here, three machines are being readied for a sortie. As final checks are completed on the nearest aircraft, some last minute engine maintenance is being carried out on a similar machine in the middle distance. The furthest example is being towed, with its vast wings folded, to the dispersal.


Major Edward Mannock by Ivan Berryman.

Despite having sight in just one eye, Major Edward Mick Mannock was to become one of the most decorated and celebrated aces of World War 1, bringing down an official 61 enemy aircraft in just eighteen months before himself being brought down in flames by enemy ground fire. He was reluctant to add shared kills to his tally, so his actual total of victories is recorded at 73. His decorations include the VC, DSO and 2 Bars, MC and Bar and he is depicted here diving on enemy aircraft in SE5a D278 of 74 Sqn in April, 1918.


Captain William Billy Bishop by Ivan Berryman.

Undoubtedly one of the truly great Aces of the First World War, William Billy Bishop became celebrated for his technique of actively seeking out the enemy and bringing the fight to him, rather than the more usual practice of patrolling in search of enemy activity. An example of this was his single-handed attack on a German airfield in June 1917 when he destroyed not only a number of aircraft on the ground, but then successfully despatched another seven Albatross scouts that took off to engage him. For this action, he was awarded the Victoria Cross in August 1917 and his final tally when the war ended was 72 confirmed victories. He is depicted here in his Nieuport Scout B1566 in combat with a Pfalz D.III.


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.


Immelmanns Last Flight by Ivan Berryman.

No one will ever know exactly what caused Max Immelmanns demise, but what is known is that his propeller was seen to disintegrate, which caused a series violent oscillations that ripped the Fokker E.III apart, the tail breaking away before the wings folded back, trapping the young German ace in his cockpit. The popular belief is that his interrupter gear malfunctioned, causing him to shoot away part of his own propeller, but British reports attribute Immelmanns loss to the gunnery of Cpl J H Waller from the nose of FE.2b 6346 flown by 2Lt G R McCubbin on Sunday, 18th June 1916. Immelmann was flying the spare E.III 246/16 as his own E.IV had been badly shot up earlier that day.


Out Of The Sun - LFG Roland C.II by Ivan Berryman.

One of the few rules of aerial combat that were established in the First World War was to attack, where possible, with the sun behind you, thus using the element of surprise both to appear as if from nowhere and to blind your opponent to minimise retaliation. Just such a tactic has been successfully employed here as a DH.2 rakes the tail of Staffelfuhrer Hauptmann Rudolf Kleines Kasta 3 LFG Roland C.II as it returns from a patrol in the skies above northern France in 1916. Known affectionately as The Whale, the C.II was extensively streamlined and the positioning of the cockpits and wing cut-outs afforded both the pilot and observer unequalled views in all directions. Power was supplied by a 160hp Mercedes D.III engine and armament was a 7.92mm Spandau in front of the pilot and a 7.92mm Parabellum for the observer.


Gotha G. V. by Ivan Berryman.

Bathed in the low winter sun over southern England, Gotha G.V.s are attacked by defending Sopwith Camels as the German bombers penetrate the south-eastern counties en route to London. This was, effectively, the first Battle of Britain, staged during the winter of 1917/18, during which the intruders were frequently repelled, their bomb loads falling harmlessly on English soil.


Leutnant Josef Mai by Ivan Berryman.

Victory No 26 for Josef Mai was a 64 Squadron SE5.A on 5th September 1918, here falling victim to the guns of the aces zebra-striped Fokker D.VII 4598/18 of Jasta 5. By the end of the war, his total had risen to 30 aircraft destroyed, Mai himself collecting a number of decorations, among them the Iron Cross 1st and 2nd class. Surviving the Great War, it is believed that he became a flying instructor for the Luftwaffe during World War II, finally being laid to rest in 1982, aged ninety four.


Last But One by Ivan Berryman.

In the skies just west of Amiens on 20th April 1918, the celebrated German ace, Manfred von Richthofen, the Red Baron, flying his famous all-red Fokker DR.1 Triplane 425/17 and accompanied by other DR.1s of his notorious Flying Circus, encountered Sopwith Camels of No.3 and No.201 Squadrons and a fierce aerial battle ensued. Two Sopwith Camels were to fall to the Red Baron's guns that day, the first of them being Major Richard Raymond-Barker, shown here flicking his aircraft to the right to avoid the German's fire. Raymond-Barker was almost immediately shot down, his burning aircraft being consumed by fire on impact. Just minutes later, Second Lieutenant David Lewis was caught and despatched, these two British scouts being the last ever victims of Baron von Richthofen.


SE5 Aircraft side view by M A Kinnear.

Royal Aircraft Factory S.E.5.a D3540. The Artful Dodger was the personal aircraft of Wing Commander G.H. Lewis DFC and the aircraft in which he claimed four of his twelve victories. Aircraft History: The third S.E.5 produced (A4563) became, in effect, the prototype S.E.5a with a 200hp Hispano Suiza power plant and shorter span wings. The S.E.5.a went to No56, No.40 and No.60 squadrons from June 1917, and by the end of the year Nos 24, 41, 68 and 84 squadron had taken them on charge. After troubles with the reduction gear of the Hispano Suiza together with a general shortage of these power plants, the direct drive Wolseley Viper became the standard S.E.5a power unit. The S.E.5.a built a fine reputation for strength, performance and general flying quality, which together with the Sopwith Camel was the main reason for the Allies gaining and maintaining air superiority during 1918. Some aircraft were fitted with four 25lb (11kg) Cooper bombs on under fuselage racks. The S.E.5.a also service in the Middle East and several home defence units in 1918. At the end of World War I over 2,000 S.E.5.a aircraft were in service with the RAF. The type had served with 24 British, 2 US and 1 Australian Squadrons. After its demob 50 of these aircraft were supplied to Australia, 12 to Canada with several more to other countries including South Africa, Poland and the United States of America. 50 came onto the British register and were used for developing the art of sky-writing. The S.E.5.a will always remain one of aviations great warplanes.

Wing Commander Gwilym H. Lewis, DFC: Born 5th August, 1897, Gwilym Lewis qualified for his aviators certificate number 2116 on 27th November 1915. He was posted to France with 32 Squadron at he age of eighteen flying the DH2 single seater scout aircraft. Later after a period as an instructor he was posted as a flight commander to 40 squadron flying the famous S.E.5.a. By the end of the First World War, Gwilym Lewis had amassed a personal tally of 12 enemy aircraft destroyed and had been awarded the DFC. After leaving the RAF he went into insurance working for Lloyds Insurance Brokers, Sedgwick, Collins & Company Ltd. Shortly before the outbreak of World War II, he rejoined the RAF and became a member of Winston Churchills Joint Planning Staff in the underground Central War Room. After World War II, he resumed his successful career in insurance and retired in 1974.


Flight Lieutenant Rutland and Assistant Paymaster Trewin Locate the German Fleet at Jutland, 31st May, 1916 by Ivan Berryman.

Having spotted smoke on the horizon, Vice-Admiral Sir David Beatty ordered that a floatplane be immediately launched from HMS Engadine to investigate. Without delay, Short 184 (serial No 8359) was airborne, but had to maintain a modest altitude due to the low cloud base. Flight Lieutenant Frederick Rutland (who would forevermore be known as Rutland of Jutland) and his observer G.S. Trewin, quickly spotted the German fleet, but found their radio transmissions to be jammed and, upon encountering engine problems, were forced to return to their tender where they were able to file their report. Sadly, an increasing swell made a further flight impossible and their report failed to be relayed to the British Fleet who continued their engagement with the Germans without the benefit of aerial reconnaissance.


Tribute to the Air Gunners - Royal Aircraft Establishment FE2 by Ivan Berryman.

The vulnerability of early air gunners is evident in this painting as this Royal Aircraft Establishment FE 2 comes under attack from a Fokker E.III early in World War 1. Archaic in appearance, compared to their German rivals, the FE2 was nevertheless heavily armed with three Lewis guns arranged to cover almost every angle, one of them fixed in a forward firing position for the pilot to operate.


Patrolling the Line by Gerald Coulson.

After having shot down an Albatros DV over Ypres, captain Billy Barker in his personal aircraft B6313 leads his flight of novices in loose formation back to Allied Lines. Flying West into the early evening sun against the back drop of a dramatic skyline the four Sopwith Camels head back to their base at St Omer.

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