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Naval aviation art prints from the
Curtis Pusher Bi Plane to the F-14 Tomcats and F -18 Hornet. US
naval aviation art prints by leading aviation artist Stan Stokes including
the second world war classic Corsair, Devastation and Hellcat. these aviation
collection by Stan Stokes are now available at these great prices direct
from Cranston Fine Arts
Stunt
pilot Eugene B. Ely, a former race car driver, worked for the Curtiss
Aircraft Company as a demonstration pilot in 1910, only seven years
after the Wright Brothers first flight. Ely, a tall, lantern-jawed,
individual was excited about the possibility of flying an aircraft off a
ship. Glen Curtiss believed that such an attempt wood be fool hearty,
and the Secretary of the Navy refused to allocate any funds for such a
stunt. Although Ely couldnt swim, the pilot exuded the cocky
self-confidence typical of early flyers. Ely persisted in his quest and
finally got the Navys first Director of Aviation to allow Ely to utilize
the USS Birmingham for one
day. On November 14, 1910 an 83-foot ramp was constructed over the ships
forecastle. Ely readied his Curtiss pusher biplane for the momentous
attempt. As bad weather began to close in the impatient flyer decided
that he could not wait for the Birmingham to get underway. Ely,
appropriately suited in a football helmet, fired up the engine of his
fragile aircraft, strapped himself aboard, and signaled for his plane to
be released. The Curtiss pusher rumpled down the short ramp, which was
unfortunately downward sloping. The observers gasped as the small
airplane dropped over the bow, and skimmed over the waves, and finally
made it into the air. A few months later in January of 1911 Ely was
determined to make the first landing of an aircraft on a ship. This time
the event would take place in San Francisco harbor, and the landing
would take place on the USS
Pennsylvania. The date was January 18, 1911 and the exact time was
10:00 AM. A platform of about
120 feet in length was build on the stern of the Navy cruiser. A series
of ropes connected to sand bags on either end were run across this ramp.
Ely took off in his Curtiss pusher from a local Army airfield in San
Bruno. He was bundled in heavy clothing, and because he could not swim,
Ely had fashioned a bicycle inner tube into a self-made life preserver.
The pilot made his way out into the Bay in his fragile craft. Spotting
the Pennsylvania surrounded
by dozens of spectator ships,
Ely lined-up his fragile craft with the stern of the vessel, which was
crowded with seamen anxious to see a first. About fifty feet short of
the deck, Ely cut his throttle, but a gust of wind ballooned his flying
machine. Not losing his cool, Ely held his landing altitude and snagged
the 26th rope with his simple landing hook. The Curtiss
stopped in about thirty feet. The sailors and onlookers cheered the
event, which was declared a milestone in flight by both the ships
Captain and later that day by the San Francisco press. After a nice
lunch with the Captain, Ely fired up his engine and took off from the Pennsylvania,
having become Americas first naval aviator.
The US Navys
first two effective aircraft carriers were the USS Lexington and
the USS Saratoga; both converted from battle cruiser hulls in
1927. The Lexington, CV-2, was built in Quincy, Massachusetts, and
commissioned in December of 1927. The Saratoga, CV-3, was built in
Camden, New Jersey and commissioned in November of 1927. During fleet
exercises in the early 1930s the capabilities and limitations of these
two great ships had a huge impact on the evolution of carrier tactics.
The speed of these big carriers allowed them to operate as an
independent task force, and they would therefore need to carry an air
group that would provide for a balance between offensive and defensive
forces. The Lexington was in the Pacific during the attack on
Pearl Harbor. She was involved in raids on Japanese strongholds in the
southwestern Pacific in early 1942. She joined the Yorktown in
the Battle of the Coral Sea. Her aircraft participated in attacks on the
Japanese carriers Shoho, Shokaku, and Zuikaku. On
May 8 the Lady Lex herself was the target of Japanese carrier aircraft.
She took three bomb hits, and two torpedo hits. She was scuttled by her
crew, becoming the first carrier lost by the US during the War. The Saratoga
was in San Diego when the Pearl Harbor attack occurred. She served
admirably in the Pacific sustaining repairable damage on several
occasions. She took leave of the Pacific theater for a year to assist
the British. The Big E met an ignominious demise as part of the Bikini
Atoll atomic bomb tests. Showing her toughness she survived the first
blast she was exposed to, but an underwater blast from only 500 yards
away sunk the ship in August 1946. The Saratoga and the Lexington
are depicted in Stan Stokes painting during maneuvers in the early
1930s. A Boeing FB fighter passes overhead. The Boeing Aircraft was
founded in 1916 and initially built floatplanes. The companys first
contract for a fighter/pursuit aircraft came in 1921 when it won the
contract to build the Thomas-Morse designed MB-3 fighter. Boeings
engineers began developing a fighter of their own design that would
utilize a welded steel tube frame instead of the normal wooden frame.
The Army tested the Model 15 prototype in 1923. Although they liked many
of the features the Army opted to purchase the competing Curtiss design.
They did order a couple of the Boeing planes for testing, and about a
year later they placed an order for 25 PW-9s. The Navy also decided in
1924 to purchase the design, designating it as the FB-1. Improved
variants were designated FB-2/3/4/5/6 etc.
Boeing built a total of nearly 600 aircraft in this family,
making it one of the most widely produced aircraft in the between Wars
era. The FB-2/3/4 variants included modifications for carrier use and a
more powerful 510-HP Packard-IA engine. With the additional power, a
taller rudder assembly was deemed necessary to provide adequate flight
stability. The Navy ordered twenty-seven FB-5s and began taking
deliveries in 1927. The upper wing of the FB-5 variant was moved forward
while the lower wing was moved backwards. In addition a slightly more
powerful Packard engine was utilized. |
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At The Break by Stan Stokes.
F-14s from the USS Kennedy pass over the ship during Operation Desert Storm.
Limited edition of 950 prints. Print size 40 inches x 28 inches (102cm x 72cm). Price £109.00
Signed Limited edition of 200 prints, signed by Adm Stan Arthur, and the artist. Print size 40 inches x 28 inches (102cm x 72cm). Price £130.00
ITEM CODE STK0142
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Cats First Cruise by Stan Stokes.
Grumman Aircraft has had a long tradition of providing rugged aircraft for naval aviators. These Grumman planes were all named Cats. The F-14 Tomcat, the latest in the long line of Grumman carrier cats, evolved from Grummans involvement as a subcontractor in the ill-fated TFX development program. Ever since the WW II Battle of Midway, the Navy has been concerned about the vulnerability of its carriers to attack. Super carriers, the largest mobile machines ever developed by mankind, are vulnerable to attack from ground, sea or air-launched missiles. To protect its carriers, the Navy has long recognized the critical need for high speed, long-range, heavily-armed, interceptors. The first two jet-powered aircraft to fill this role were the F-8 Crusader and the F-4 Phantom II. The F-14 Tomcat was developed to provide an improved interceptor capable of carrying the heavier Phoenix missile, and advanced avionics. The first Tomcat prototype flew on December 21, 1970. By late 1972 full scale production of the F-14 had commenced. The Tomcat is big and heavy. It can operate at altitudes in excess of 50,000 feet, can exceed speeds of 1,500 MPH, and has a maximum range in excess of 2,000 miles. Despite its size and high performance the Tomcat is an agile bird. With its variable-geometry wings, the F-14 can be configured on the fly to change its flying and handling characteristics. The aircraft is equipped with a 20mm cannon, and can carry a large assortment of highly lethal guided missiles. The aircraft got its Tomcat name because of Admiral Tom Connollys involvement in the project, and the fact that Grumman was the designer and builder of the F-14. The Tomcat, like the F-4 before it, carries a two-man crew. Grumman designed the aircraft with upgradability in mind. This has permitted improved engines, improved avionics, and improved missals to be incorporated into the basic air frame with remarkable effectiveness. Highly regarded aviation artist Stan Stokes, in his dramatic painting entitled Cats First Cruise, shows an F-14 of the Navys VF-1 Wolfpack squadron on final approach to the USS Enterprise. The Wolfpack, and the VF-2 Bounty Hunters were the first two squadrons of Tomcats deployed for carrier duty. Their first cruise was in 1974. By 1980 the Navy had deployed Tomcat squadrons on nearly all its active carriers. The Tomcat has proven itself in actual combat and no doubt will continue to serve as the Navys primary long range carrier-based interceptor for many more years.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £27.00
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £95.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0143
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Flight for Freedom by Stan Stokes.
USN F/A-18 Hornet.
Limited edition of 950 prints. Print size 40 inches x 26 inches (102cm x 66cm). Price £75.00
ITEM CODE STK0146
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Quite a Pair by Stan Stokes.
The US Navys first two effective aircraft carriers were the USS Lexington and the USS Saratoga; both converted from battle cruiser hulls in 1927. The Lexington, CV-2, was built in Quincy, Massachusetts, and commissioned in December of 1927. The Saratoga, CV-3, was built in Camden, New Jersey and commissioned in November of 1927. During fleet exercises in the early 1930s the capabilities and limitations of these two great ships had a huge impact on the evolution of carrier tactics. The speed of these big carriers allowed them to operate as an independent task force, and they would therefore need to carry an air group that would provide for a balance between offensive and defensive forces. The Lexington was in the Pacific during the attack on Pearl Harbor. She was involved in raids on Japanese strongholds in the southwestern Pacific in early 1942. She joined the Yorktown in the Battle of the Coral Sea. Her aircraft participated in attacks on the Japanese carriers Shoho, Shokaku, and Zuikaku. On May 8 the Lady Lex herself was the target of Japanese carrier aircraft. She took three bomb hits, and two torpedo hits. She was scuttled by her crew, becoming the first carrier lost by the US during the War. The Saratoga was in San Diego when the Pearl Harbor attack occurred. She served admirably in the Pacific sustaining repairable damage on several occasions. She took leave of the Pacific theater for a year to assist the British. The Big E met an ignominious demise as part of the Bikini Atoll atomic bomb tests. Showing her toughness she survived the first blast she was exposed to, but an underwater blast from only 500 yards away sunk the ship in August 1946. The Saratoga and the Lexington are depicted in Stan Stokes painting during maneuvers in the early 1930s. A Boeing FB fighter passes overhead. The Boeing Aircraft was founded in 1916 and initially built floatplanes. The companys first contract for a fighter/pursuit aircraft came in 1921 when it won the contract to build the Thomas-Morse designed MB-3 fighter. Boeings engineers began developing a fighter of their own design that would utilize a welded steel tube frame instead of the normal wooden frame. The Army tested the Model 15 prototype in 1923. Although they liked many of the features the Army opted to purchase the competing Curtiss design. They did order a couple of the Boeing planes for testing, and about a year later they placed an order for 25 PW-9s. The Navy also decided in 1924 to purchase the design, designating it as the FB-1. Improved variants were designated FB-2/3/4/5/6 etc. Boeing built a total of nearly 600 aircraft in this family, making it one of the most widely produced aircraft in the between Wars era. The FB-2/3/4 variants included modifications for carrier use and a more powerful 510-HP Packard-IA engine. With the additional power, a taller rudder assembly was deemed necessary to provide adequate flight stability. The Navy ordered twenty-seven FB-5s and began taking deliveries in 1927. The upper wing of the FB-5 variant was moved forward while the lower wing was moved backwards. In addition a slightly more powerful Packard engine was utilized.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0161
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The Last Navy Biplane Fighter by Stan Stokes.
The Grumman Aircraft Engineering Corp. was organized in late 1929. The US Navy ordered 27 production Grumman FF-1 biplane fighters in 1932, the beginning of a relationship that has endured for more than seventy years. The FF-1 was a diminutive staggerwing fighter capable of a top speed of 207-MPH. A large number of aircraft were produced for export by Grumman in the early 1930s, but the company wanted to win a contract for a new and improved USN fighter. In May of 1934 the company succeeded with a contract for 54 F2F-1s. In 1934 the company also won a contract for a new and improved F3F-1. The latter was aerodynamically improved design which overcame some of the design inadequacies of the earlier aircraft. The F3F-2 was delivered in 1937. Three units were equipped with the aircraft, VF-6 operating off the USS Enterprise, VMF-2 based in San Diego, California, and VMF-1 based in Quantico, Virginia. Grumman was working on another variant, but they became concerned about the monoplane design proposed by Brewster Aircraft, so they modified their proposal from the XF4F-1 biplane to the XF4F-2 monoplane which would become the Grumman Wildcat fighter. The F3F was a stretched version of the earlier F2F produced by Grumman and also had larger wings and more modern aerodynamic features. Initial production models were fitted with a 650-HP Pratt & Whitney radial and an 8-foot 6-inch Hamilton Standard prop. The F3F-2 was the primary variant. It utilized a 950-HP engine and was armed with one .30 caliber and one 0.50 caliber machine guns. The F3F-2 was capable of a top speed slightly in excess of 240-MPH, had a service ceiling of 30,000 feet, and an effective range of 825-miles. The F3F-2s were delivered to VF-6 aboard the USS Enterprise, VMF-1 at Quantico Virginia and VMF-2 at San Diego, California. The F3F-3 was similar in design to the F3F-2. The two aircraft were almost indistinguishable, yet the 3 was 8-MPH faster due to a tighter fitting engine cowling, some aerodynamic refinements, and the deletion of the the fuselage vents. By the end of 1941 the last of these Grumman biplane fighters had disappeared from front line service. VMF 111 and VMF 211 were the last two units to relinquish their F3Fs in July and October of 1941, respectively. The1941 color movie Dive Bomber, starring Erroll Flynn, Ralph Bellamy, and Fred McMurray, featured the F3F, and many future naval aviators were motivated to sign-up after seeing this picture. As illustrated in Stan Stokes painting, an F3F aircraft piloted by a young Naval officer of Fighting Six, James E. Howard, lifts off from the USS Enterprise during fleet maneuvers before the War. Howard flew with VF-6 from 1937 through 1941. In mid-41 he resigned his commission to join the AVG Flying Tigers in China, and upon his return to the States he accepted a commission with the USAAF as a Captain. He became commander of the 356th Fighter Squadron flying the P-51 Mustang. Howards most memorable day was on January 11, 1944 when he single handedly protected a bomber squadron from enemy fighter attack on their return from their bombing mission. Labeled a one man air force by one of the bomber pilots, Howard would be awarded the Congressional Medal of Honor for his heroic acts of January 11th. Howard was the only fighter ace in the European theater to be so honored.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0162
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Americas First Flat Top by Stan Stokes.
Although the US Navy had been an early leader in supporting naval aviation, during WW I the Navy had emphasized float planes, and with the end of the War, America found itself well behind the British who had several aircraft carriers in service. In April of 1919 the Navy decided to convert a new collier, the USS Jupiter, into a flush deck aircraft carrier, the navys first. Redesignated as the USS Langley (CV-1), the ship was commissioned in March of 1922. The Langley was the Navys only carrier until 1928, and would serve in this role until 1936. With the introduction of faster and larger naval aircraft, the Langleys small size and slow speed would result in a decision to change her mission to seaplane tender. The Langley displaced only 13,000 tons, had an open hangar deck, and no island. The ships two stacks were swiveled outwards during air operations, giving pilots a small but unobstructed flight deck. Two catapults were incorporated in the initial design, but were later removed. CV-1 had a turbo electric drive system which allowed the ship a top speed of 14 knots in either direction. This was deemed important so aircraft could be launched in either direction in the event the deck became damaged. The designers initially planned for the Langley to have an air group of only eight aircraft, but this was later increased to as many as forty-two. Most of the Langleys aircraft were stowed on the flight deck, with the practice of stowing aircraft on the hangar deck not becoming common until later. In 1942 CV-1 was utilized to ferry P-40s to Java. She was lost during this mission. The Boeing FB-5 of VB-3 shown in the background in Stan Stokes wonderful painting was one of the naval variants of Boeings PW-9 series. Boeing built a total of nearly 600 aircraft in this family, making it one of the most widely produced aircraft in the between Wars era. The FB-1 was the first aircraft in this series ordered by the Navy in 1924. The FB-2/3/4 variants included modifications for carrier use and a more powerful 510-HP Packard-IA engine. With the additional power, a taller rudder assembly was deemed necessary to provide adequate flight stability. The Navy ordered twenty-seven FB-5s and began taking deliveries in 1927. The upper wing of the FB-5 variant was moved forward while the lower wing was moved backwards. In addition a slightly more powerful Packard engine was utilized. As the FB-5 takes off from the Langley, a Curtis F6C-2 Hawk passes over the ship. The F6C-2 was a variant of the F6C-1 Hawk which was modified to withstand arrested landings. While only four of these models would be produced, the Navy would go on to purchase sixty of the F6C-3 and F6C-4 variants.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
ITEM CODE STK0159
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The Navy Earns its Wings by Stan Stokes.
Stunt pilot Eugene B. Ely, a former race car driver, worked for the Curtiss Aircraft Company as a demonstration pilot in 1910, only seven years after the Wright Brothers first flight. Ely, a tall, lantern-jawed, individual was excited about the possibility of flying an aircraft off a ship. Glen Curtiss believed that such an attempt wood be fool hearty, and the Secretary of the Navy refused to allocate any funds for such a stunt. Although Ely couldnt swim, the pilot exuded the cocky self-confidence typical of early flyers. Ely persisted in his quest and finally got the Navys first Director of Aviation to allow Ely to utilize the USS Birmingham for one day. On November 14, 1910 an 83-foot ramp was constructed over the ships forecastle. Ely readied his Curtiss pusher biplane for the momentous attempt. As bad weather began to close in the impatient flyer decided that he could not wait for the Birmingham to get underway. Ely, appropriately suited in a football helmet, fired up the engine of his fragile aircraft, strapped himself aboard, and signaled for his plane to be released. The Curtiss pusher rumpled down the short ramp, which was unfortunately downward sloping. The observers gasped as the small airplane dropped over the bow, and skimmed over the waves, and finally made it into the air. A few months later in January of 1911 Ely was determined to make the first landing of an aircraft on a ship. This time the event would take place in San Francisco harbor, and the landing would take place on the USS Pennsylvania. The date was January 18, 1911 and the exact time was 10:00 AM. A platform of about 120 feet in length was build on the stern of the Navy cruiser. A series of ropes connected to sand bags on either end were run across this ramp. Ely took off in his Curtiss pusher from a local Army airfield in San Bruno. He was bundled in heavy clothing, and because he could not swim, Ely had fashioned a bicycle inner tube into a self-made life preserver. The pilot made his way out into the Bay in his fragile craft. Spotting the Pennsylvania surrounded by dozens of spectator ships, Ely lined-up his fragile craft with the stern of the vessel, which was crowded with seamen anxious to see a first. About fifty feet short of the deck, Ely cut his throttle, but a gust of wind ballooned his flying machine. Not losing his cool, Ely held his landing altitude and snagged the 26th rope with his simple landing hook. The Curtiss stopped in about thirty feet. The sailors and onlookers cheered the event, which was declared a milestone in flight by both the ships Captain and later that day by the San Francisco press. After a nice lunch with the Captain, Ely fired up his engine and took off from the Pennsylvania, having become Americas first naval aviator.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £27.00
ITEM CODE STK0178
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Scratch One Flat Top by Stan Stokes.
The Douglas TBD Devastator torpedo-bomber was the first low-wing, all metal monoplane to see service with the US Navy. Delivered in 1937 about 100 TBDs were in service when the Japanese attack at Pearl Harbor thrust the United States into WW II. Powered by a 811-HP Pratt and Whitney radial engine, the TBD had a maximum speed of about 200 MPH and a range of about 700 miles. Unfortunately, given the design of the torpedoes used, attacks had to be made at a maximum speed of only about 110 MPH, and at an altitude of no more than 100 feet. This made the Devastator a sitting duck for both enemy fighters or anti-aircraft gunners. The highlight of the TBDs brief battle career in WW II came during the Battle of the Coral Sea in 1942. This battle, the first ever waged solely between the aircraft of opposing carrier attack groups, involved air groups from the USS Yorktown and USS Lexington. Three Japanese carriers, the Shokaku, the Zuikaku, and the Shoho were involved. On May 7 the Lexington launched fifty aircraft and the Yorktown another 43. Two squadrons of TBDs were involved in the attack. This massed force located the Shoho around 11:00 AM. SBD Dauntless dive bombers initiated the attack, and were successful at fending off fighter attacks by Zeros during their near vertical dives. The large force of SBDs put several 1000-pounders into the Shoho. Minutes later the Devastators from the Lexington attacked, gaining advantage from the smoke and confusion created by the dive bombers. Coming in low and slow the Devastators put six or seven torpedoes into the Shoho. In Stan Stokes painting the TBD flown by Lt. R. F. Farrington, T.R. Wiebe, and Walter N. Nelson of VT-2 from the USS Lexington is depicted. Several more hits by the Dauntlesses sealed the fate of the Shoho which slipped under the waves while still making a headway of about 20 knots. Witnessing the Shohos final moments, Lt. Cdr. Bob Dixon reported by radio at 11:36 AM the following message, Scratch One Flat Top! Dixon to carrier. Scratch one Flat Top! This was the first loss of a significant ship by the Imperial Navy. It also foretold of an end of the era of surface war ships slugging it out in a gunnery duel within sight of each other. The era of the carrier battle group had begun, with destruction delivered to a distant enemy by carrier based aircraft. Weeks following the Battle of the Coral Sea, at the Battle of Midway, the United States Navy would destroy almost 50% of Japans carriers in a momentous battle. The Navys TBDs would be virtually wiped-out at Midway, and would be replaced in front-line service by TBF Avengers and SB2C Helldivers for the balance of the War.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £85.00 Signed by Walter N Nelson and Theodore R Wiebe - the middle and rear seaters of torpedo squadron two.
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilots. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £65.00 Signed by Walter N Nelson and Theodore R Wiebe - the middle and rear seaters of torpedo squadron two.
ITEM CODE STK0098
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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.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £109.00 Signed by USN Capt Robert Elder - Midway SBD Pilot (deceased).
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £90.00 Signed by USN Capt Robert Elder - Midway SBD Pilot (deceased).
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0099
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Last Voyage of the Yamato by Stan Stokes.
The 74,000 ton Yamato and the Musashi were the two largest battleships ever built, and typified the Imperial Japanese Navys attitude that their ships should be superior to anything the United States had. As a comparison the German Battleship Deutschland displaced a mere 15,500 tons. Each of these ships carried nine 18.1 inch guns, the most powerful armament available on any ship at that point in time. The Yamato participated in the attack on Midway, serving as Admiral Yamamotos flag ship, and many of the other significant sea battles in the Pacific. By the time the Allies were preparing to invade Okinawa, the Japanese had been forced to utilize Kikusui tactics which would involve mass suicide attacks and individual suicide missions. The army had made numerous sacrifices, and senior Japanese naval officers realized that the Yamato would need to be sacrificed in the defense of Okinawa, as a matter of pride. The Yamatos 350-mile trip to Okinawa without any meaningful air cover would be a suicide mission, and the ship and its escort vessels were equipped with only enough fuel for a one-way trip. On April 6, 1945 the huge vessel departed and was immediately sighted by two American submarines, the USS Threadfin and the USS Hackleback. The information was passed on to the USN task force, and on April 7 an F6F from the USS Essex spotted the Yamato and relayed its position back to the USS Indianapolis, the flag ship of Admiral Spruance. An initial attack force of 280 USN aircraft were launched from nine American carriers, followed by a second wave of aircraft from four other carriers. Knowing that the Japanese had no air cover, the F6F Hellcats carried 500 pound bombs, and were joined by Avenger torpedo bombers and Curtis SB2C dive bombers. The Americans had learned from their earlier attack on the Musashi to concentrate torpedo attacks on one side of the giant ship. The Yamato was hit with numerous torpedoes and bombs. By 13:00 the giant battleship was listing 20 degrees to port and her antiaircraft guns were inoperative. At 14:10 another torpedo hit jammed the ships rudder, and the Yamato began to circle at about 8 knots. At 14:23 the Yamato rolled over and exploded in a giant mushroom cloud and sank with the loss of nearly 2,500 men. The Grumman TBF Avenger was the first torpedo bomber produced by that company. It bore a resemblance to the F4F Wildcat, and incorporated a unique internal bomb bay capable of carrying a 2,000 lb torpedo or four 500 lb bombs. The TBF was a big aircraft with a wingspan of 54 feet, and an empty weight of 10,080 lbs. It was capable of 271-MPH with a range of 1,215 miles. The Avenger incorporated a light weight electrically driven rear ball turret. The Avenger was so successful that General Motors was also pressed into service producing the aircraft with their version designated as a TBM.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £27.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £85.00 Signed by USN Avenger Pilot William Patterson from the USS Yorktown.
Limited edition of 25 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £99.00
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £65.00 Signed by USN Avenger Pilot William Patterson from the USS Yorktown.
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0090
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Destination Tokyo by Stan Stokes.
On April 18, 1942, Lt. Col. James H. Doolittle led a group of 16 B-25 bombers on a carrier-launched raid on industrial and military targets in Japan. The raid was one of the most daring missions of WW II. Planning for this secret mission began several months earlier, and Jimmy Doolittle, one of the most outstanding pilots and leaders in the United States Army Air Corps was chosen to plan, organize and lead the raid. The plan was to get within 300 or 400 miles of Japan, attack military and industrial targets in Tokyo, Osaka, and Kobe shortly after nightfall, and then fly on to a dawn landing at secret airfields on the coast of China. The twin engine B-25 Mitchell bomber was selected by Doolittle for the mission and practice indicated that it should be possible to launch these aircraft from a carrier deck with less than 500 feet of runway. On April 2, 1942 the USS Hornet and a number of escorts set sail from Alameda, California with the 16 B-25s strapped to its deck. This task force rendezvoused with another including the USS Enterprise, and proceeded for the Japanese mainland. An element of surprise was important for this mission to succeed. When the task force was spotted by a Japanese picket boat, Admiral Halsey made the decision to launch the attack earlier than was planned. This meant that the raiders would have to fly more than 600 miles to Japan, and would arrive over their targets in daylight. It also meant that it would be unlikely that each aircraft would have sufficient fuel to reach useable airfields in China. Doolittle had 50 gallons of additional fuel stowed on each aircraft as well as a dinghy and survival supplies for the likely ditchings at sea which would now take place. At approximately 8:00 AM the Hornets loudspeaker blared, Now hear this: Army pilots, man your planes! Doolittle and his co-pilot R.E. Cole piloted the first B-25 off the Hornets deck at about 8:20 AM. With full flaps, and full throttle the Mitchell roared towards the Hornets bow, just barely missing the ships island superstructure. The B-25 lifted off, Doolittle leveled out, and made a single low altitude pass down the painted center line on the Hornets deck to align his compass. The remaining aircraft lifted off at approximately five minute intervals. The mission was planned to include five three-plane sections directed at various targets. However, Doolittle had made it clear that each aircraft was on its own. He insisted, however, that civilian targets be avoided, and under no circumstances was the Imperial Palace in Tokyo to be bombed. About 30 minutes after taking off Doolittles B-25 was joined by another piloted by Lt. Travis Hoover. These two aircraft approached Tokyo from the north. They encountered a number of Japanese fighter or trainer aircraft, but they remained generally undetected at their low altitude. At 1:30 PM the Japanese homeland came under attack for the first time in the War. From low altitudes the raiders put their cargoes of four 500 pounders into a number of key targets. Despite antiaircraft fire, all the attacking aircraft were unscathed. The mission had been a surprise, but the most hazardous portion of the mission lay ahead. The Chinese were not prepared for the raiders arrival. Many of the aircraft were ditched along the coast, and the crews of other aircraft, including Doolittles were forced to bail out in darkness. There were a number of casualties, and several of the raiders were caught by Japanese troops in China, and some were eventually executed. This painting is dedicated to the memories of those airmen who made the ultimate sacrifice for their country and the thousands of innocent Chinese citizens which were brutally slaughtered as a reprisal for their assistance in rescuing the downed crews.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £27.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £99.00 Signed by B-25 Pilot Col. Travis Hoover (deceased).
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £99.00
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £79.00 Signed by B-25 Pilot Col. Travis Hoover (deceased).
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0088
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Off to the Turkey Shoot by Stan Stokes.
At the time of the attack of Pearl Harbor the Japanese had superior aircraft and plenty of experienced pilots fresh from combat in China. By 1944 the roles were reversed. Anxious to commence B-29 bombing missions against the Japanese homeland Rear Admiral Marc Mitschers Task Force 58 was given the assignment of supporting the recapture of the Marianas. This proved to be the last major carrier battle of World War II. On June 11, 1944 large formations of Hellcats were dispatched to lure Japanese land-based fighters into combat. Enough Japanese fighters were destroyed to allow the Fifth Fleet to land 140,000 troops on Saipan and Guam on June 15th. Also on June 15th the Japanese main fleet joined up with its mobile fleet about 300-400 miles from Task Force 58. Vice Admiral Ozawa detached a force to use as bait to lure the Americans within range of the main fleet. His bait not taken, on June 19th Ozawa launched three air strikes with about 250 aircraft. The relatively inexperienced Japanese pilots now flying technically inferior aircraft were decimated by the Grumman Hellcats of Task Force 58. By days end Ozawa had lost 218 aircraft, and while unprotected his fleet had been attacked by American submarines resulting in the sinking of two of his carriers. Late in the afternoon of June 20th American Hellcats, Helldivers, and Avengers were launched at Ozawas fleet, resulting in the loss of one more carrier and severe damage to another two. As his airwings returned after dark Admiral Mitscher ordered his fleet to light-up, which enabled many of the American aircraft to return safely. About a third of the planes were forced to ditch with the loss of thirteen crewman. The Grumman F6F-5 Hellcat pictured, became the Navys primary carrier borne fighter plane during World War II. Over 12,000 Hellcats were produced, and the Hellcat was credited with 4,947 of the 6,477 kills of enemy planes downed by carrier pilots during the War. The Hellcat had a top speed of 375 MPH, a range of 1,089 miles and was armed with six machine guns. The aircraft was powered by an 18-cylinder Pratt and Whitney, air-cooled, radial engine which generated 2,000 horsepower. As depicted by Stokes is the aircraft of Squadron Commander David McCampbell of the USS Essex. McCampbell is the highest scoring US Naval aviator of all time.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £209.00 Signed by USN Ace Capt David McCampbell (deceased).
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £179.00 Signed by USN Ace Capt David McCampbell (deceased).
ITEM CODE STK0076
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The Unlucky Eight by Stan Stokes.
James Elms Swett was born in Seattle, Washington on June 15, 1920. He attended San Mateo Junior College in California, and entered the Navys flight training program during his second year of college. In April of 1942 Jim received his wings and was commission as a second lieutenant in the USMC at Corpus Christi, Texas. Swett arrived at Guadacanal for his first combat duty tour in March of 1943. Assigned to VMF-221 Swett flew the older F4F Wildcat, whereas the more experienced pilots in his squadron flew the newer and more advanced F41J Corsair. On April 7, 1943 Swett would get his first taste of aerial combat, and it would be a day for the record books. More than 150 Japanese bombers attacked Guadacanal on April 7 h . Hurling his four plane division into a formation of fifteen enemy aircraft, Swett personally splashed three Japanese Val bombers before his aircraft was hit with antiaircraft fire, and he became separated from his division. While proceeding alone to Florida Island, Swett encountered another six enemy planes. He downed four more Vals before he was winged by the rear gunner of a fifth. The young USMC Lieutenant recovered and moved in to take out another Val. He put a short burst into the rear gunners position, but at this point his ammunition gave out. In spite of his wounds, a partially disabled engine, and a shattered windscreen, Swett was able to crash land his Wildcat in the waters off of Tulagi, breaking his nose in the process. For his heroic actions in his first combat, Jim Swett was awarded the countrys highest honor, The Congressional Medal of Honor. Promoted to Captain, the ace-in-a-day bagged four more enemy aircraft on June 30, and on July 11 he added two more before both he and his wingman were shot down over Rendova Island. After four days at sea, and badly sunburned and dehydrated, the USMC ace was rescued by native fisherman and taken to a Navy patrol boat. Later in his combat tour, during the battle for Bouganville, Swett would shoot down three more enemy planes. Returning to the States in late 1944, Swett was sent to Santa Barbara for carrier familiarization. He married the former Loie Anderson of Oakland, California in January 1945. After completing his carrier qualification course, he was assigned to the USS Bunker Hill, Admiral Marc Mitshners flag ship. In May of 1945 during the battle for Okinawa, which witnessed horrific kamikaze attacks, Swett would bag one more enemy aircraft. However, the Bunker Hill was severely damaged, and many crewmen, including 29 Marines, were killed. Swett left active duty in 1945, but remained active in the USMC reserve until his retirement with the rank of Colonel in 1970. Jim Swett ended the War with a total of 16 1/2 confirmed aerial victories. He has had the honor of seeing two of his sons and one of his grandsons follow in his Marine Corps footsteps.
Signed limited edition of 500 prints,. Size 22 inches x 18 inches (56cm x 46cm). Price £94.00 Signed by Medal of Honor recipient Col James Swett (deceased).
ITEM CODE STK0077
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Corsair of the Intrepid by Stan Stokes.
An F4U Corsair approaches the USS Intrepid during WWII in Stans dramatic depiction.
Limited edition of 1500 prints. Size 39 inches x 27 inches (100cm x 69cm). Price £109.00
ITEM CODE STK0078
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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.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £164.00 Signed by USN Ace Capt Joseph J Foss (deceased).
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £145.00 Signed by USN Ace Capt Joseph J Foss (deceased).
ITEM CODE STK0079
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Fast Cats by Stan Stokes.
The F8F Bearcat and the F7F Tigercat were the final family members in Grummans fabulous series of prop driven USN fighter aircraft. The F7F Tigercat evolved from the work of a three-man design team at Grumman, which included Bob Hall, Dick Hutton, and Gordon Israel. The Navy gave an OK to the development of a prototype in mid-1941, however it would not be until April 1944 that the first production Tigercat was delivered. The Navy planned to use the first two hundred F7Fs as night fighters, but due to unsatisfactory carrier suitability trials; the decision was made to scale back the order and equip only shore-based Marine squadrons with this aircraft. Performance tests of the first production F7Fs were impressive. The F7F was almost 80-MPH faster than an F4U Corsair in level flight at sea level. As WW II wound down, the USN changed its plans for the F7F. Newer variants were developed with the most common being the F7F-3N. The 3N was the first F7F to pass carrier qualification on the USS Shangri La in February of 1946. The final variant was the F7F-4N that included a taller rudder, a stronger wing and fuselage, and improved landing gear and tailhook. During the Korean War these aircraft were utilized in the night fighter role. The F8F was the successor to the successful F6F Hellcat fighter which was the US Navys primary fighter during most of WW II. Grummans test pilot, Bob Hall recommended to Grummans President that the successor to the F6F be small and lightweight and faster than anything flying at that time. In competition with both Curtis and Boeing, the Grumman design utilized a 2,100-HP Pratt and Whitney radial engine driving an enormous propeller more than twelve feet in diameter. The prop was so large that the Bearcat needed very tall landing gear. During its early testing the Bearcat was capable of speeds in excess of 440-MPH. The F8F was ordered into production in mid-1944, and the Navy wanted all the Bearcats it could get before November of 1945, which was the presumed date for an invasion of Japan. One interesting design feature of the initial production Bearcats was a break-away section at each wing tip, which was designed to break-off if overstressed, in order to prevent a catastrophic failure of the complete wing. Also unique was the utilization of a bubble canopy, the first on a Navy aircraft. On February 17, 1945 LCDR Robert Elder flew the F8F in its first carrier suitability trials on the USS Charger. Despite terrible weather conditions, Elder made fifteen successful arrested landings. The F8F passed these trials with flying colors. Too late to see action in WW II, the F8F would also see service in Korea, in both the reconnaissance and night fighting roles. In Stan Stokes painting an F8F accompanies an F7F-4N during the carrier qualification of the F7F-4N on the USS Franklin Roosevelt (CV-42) in 1946.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £27.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £85.00 Signed by USN Cpt Bob Elder (deceased).
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £60.00 Signed by USN Cpt Bob Elder (deceased).
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0080
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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.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0081
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Mission to Buin Harbor by Stan Stokes.
Born in Brooklyn, New York in 1916, Ken Walsh enlisted in the Marine Corps in 1933. He initially served as an aircraft mechanic and radioman, and was accepted for pilot training in 1936. He graduated in 1937 receiving his Wings of Gold at Pensacola, Florida. Walshs initial assignment was with VO-7M (later to be designated VMS-1) at Quantico, Virginia. He later served with various scouting and observation squadrons attached to the USS Yorktown, USS Wasp, and the USS Ranger. In mid- 1941 Kens ambition of becoming a fighter pilot was realized when he was transferred to VMF121. With more than 1600 hours of flying time, Walsh was commissioned as a Second Lieutenant in 1942 and was assigned to VMF-124, the first Marine squadron to be equipped with the Chance Vought F4U-1 Corsair. He flew combat missions with VMF-124 from February to September 1943 in the campaign to retake the Solomon Islands. During this period he attained twenty confirmed aerial victories. He was awarded the Congressional Medal of Honor for his actions on August 15 and August 30 of 1943. On the 15th Walsh repeatedly dove his Corsair into a large enemy formation which outnumbered his own division by six-to-one. Although his aircraft was badly shot~up, Ken managed to down two Japanese dive bombers and one fighter. On the 30th his aircraft developed engine trouble on a vital escort mission of 27 B-24s accompanied by 30 Corsairs to Kahili Aerodrome on Bougainville. Walsh landed his aircraft at Munda, and within minutes had borrowed another which was on scramble alert. Flying at maximum speed at 30,000 feet, Walsh reached the target area as a flight of fifty Japanese fighters prepared to dive on the B-24s and F4Us. He dove through the enemy fighter force bagging two Zeros, and then joined up with his squadron mates in the vicinity Kahili. As the bombers broke formation Walsh and his fellow Marine pilots engaged in a frantic dogfight, during which Ken managed to down two more Zeros, before being forced to ditch the borrowed Corsair. He was later picked up by a Higgins boat. On June 5, 1943 Walsh, as depicted in Stan Stokes painting, flew fighter escort for Navy Air Group Eleven (CAG-1 1), on a mission to Buin Harbor, Bouganville. A strike force of 15 Douglas SBDs and 12 Gruniman TBFs were to be escorted. Walshs assignment was to make sure that no enemy fighters attacked the T13F flown by Weldon Hamilton, the Air Groups Commander. As Hamilton made his bomb run, Walsh shot down a Japanese Zero attacking his own wingman. As the strike force departed the area a Mitsubishi Pete attacked Hamilton, and Walsh closed quickly and destroyed the attacker. After his combat tour, he became a Training Command Flight Instructor at NAS Jacksonville. He returned to combat in 1945 with VMF-222 flying F4U4 Corsairs initially out of the Philippines, and later, Okinawa. He scored his final confirmed aerial victory, his 21, on June 22, 1945, when he downed a Kamikaze. Following the War, Ken served with The Bureau of Aeronautics in Washington. He flew combat-cargo and air evacuation of wounded personnel missions during the Korean Conflict with VMR- 152, a squadron he would later command. In 1958 Ken was promoted to Lt. Colonel, and he was transferred to Japan in 1959 to serve as Aircraft Maintenance Officer for the First Marine Aircraft Wing. Ken Walsh retired from the USMC in 1962 following more than 28 years of continuous military service to his country. He was the first Corsair ace and third highest scoring Corsair ace of WWII. Ken Walsh passed away suddenly on July 30,1998. We will all miss him.
Signed limited edition of 500 prints. Size 22 inches x 18 inches (56cm x 46cm). Price £94.00 Signed by Lt Col Kenneth Walsh USMC (deceased).
ITEM CODE STK0082
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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.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0083
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Gull Winged Warrior by Stan Stokes.
The F4U Corsair once again in the subject of Stans talents. This time during the Korean War. This Gull-Winged Warrior in on final to the Philippine Sea.
Limited edition of 300 giclee art prints. Size 20 inches x 15 inches (51cm x 38cm). Price £109.00
Limited edition of 300 giclee canvas prints. Size 40 inches x 30 inches (102cm x 76cm). Price £624.00
Limited edition of 300 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 300 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0069
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Angels of Okinawa by Stan Stokes.
In 1938 Vought won a contract for what was to become one of the last of the great propeller driven fighter aircraft, the F4U Corsair. Designed to incorporate the most powerful air-cooled radial engine available at the time, the Pratt and Whitney Double Wasp, the Corsair was powerful, heavily armed, ruggedly built, and designed from the onset as a carrier based fighter. The Corsair was fast, and became the first military aircraft to obtain 400 MPH in level flight. The Corsair incorporated the largest three-bladed propeller ever utilized on a single engine aircraft, a unique distinctive gull wing design, and its 2804 cubic inch engine developed a whopping 1800 HP, more than twice the horsepower of the Japanese fighters which dominated the early years of the War in the Pacific. Despite its design emphasis the USN was reluctant to utilize the Corsair for carrier-based operations because of the aircrafts poor pilot visibility during landings. As a result, the Corsair initially entered service with land-based USMC Squadrons in February of 1943. VMF-124, the first squadron to be equipped with Corsairs, quickly realized that they had a very special aircraft, and at the end of their tour of duty, VMF-124 had 68 confirmed kills of Japanese planes in air-to-air combat vs. losses of only 11 Corsairs. The Royal Navy, which procured over 2,000 of the 9,441 Corsairs produced, successfully overcame the pilot visibility problem by incorporating a curved angular approach to landings. Influenced by the Royal Navys success, the USN requalified the Corsair for carrier-based operations in early 1945. During the Okinawa campaign U.S. forces encountered a desperate shift in Japanese strategy which incorporated the full fury of the Kamikaze suicide attack. Lacking experienced pilots, and in hopes of slowing American advances, more than 3,000 Kamikaze planes were directed at the U.S. naval forces during the Okinawa campaign. The Corsair was instrumental in the fact the 2,600 Kamikazes did not succeed. In his spectacular painting, aviation artist Stan Stokes shows a F4U Corsair of VMF-451 of the Bunker Hill piloted by Marine Major Archie Donahue in action against an incoming (A6M2 Zero) Kamikaze attack during the Okinawa campaign. In three months during the campaign Navy and Marine pilots based on the Bunker Hill recorded 176 kills. However on April 29, 1944 the Bunker Hills luck ran out. Struck by two Kamikazes within minutes, a four hour conflagration ensued, which killed nearly 400 servicemen, and destroyed the bulk of the ships aircraft. This forced the withdrawal of the Bunker Hill from the campaign. Despite these losses, the Corsairs deservedly earned one of their nicknames, Angels of Okinawa, from the thousands of servicemen who no doubt owed their lives to these last of the great propeller driven fighter aircraft, and the courageous pilots who flew them.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £94.00 Signed by USMC Ace Charlie Donahue (deceased).
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £74.00 Signed by USMC Ace Charlie Donahue (deceased).
ITEM CODE STK0070
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USS Lexington by Stan Stokes.
The Lady Lex, (CV-2) as she was popularly called, was one of only a handful of carriers available when the U.S. was plunged into WW II. Although the Lex would be lost during the War, she played an important combat role early in the War. In Stans painting, of the 2nd USS Lexington (CV-16) F6F Hellcats pass over the Lady.
Limited edition of 950 prints. Print size 30 inches x 20 inches (76cm x 51cm). Price £75.00
ITEM CODE STK0071
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Big Tailed Beast by Stan Stokes.
On July 24, 1945, Air Group 87 on board the USS Ticonderoga was informed that the Hyuga, anchored off a small island near Kure, Japan, would be its target. The ship, a WW I vintage battleship which had been modernized in 1936, and later converted to part battleship and part sea plane tender, would be a formidable objective with its impressive firepower and the fact that its location would place the attackers in the line of fire of numerous shore batteries. The ship was 704 feet in length, displaced 39,000 tons, and carried a compliment of Aichi E16A1 Zuiun reconaissance aircraft which were code named Paul by the Allies. Lt Cdr. Kanaga would lead the squadrons Curtiss SB2C Helldivers on the attack. Each of the twelve Helldivers would carry a 1,000 pound bomb in the internal bomb bay, a 260 pound fragmentation bomb under one wing and a droppable wing tank under the other wing. The drop tank weighed substantially more than the 260 pounder so it was anticipated that the Helldivers might be a bit unstable on takeoff. The first aircraft launched, that of Lt. Al Matteson, went into a immediate hard right turn given the uneven wing loading, and hit the water hard. The other Helldivers managed to become airborne, and eventually joined up for the outbound leg of the mission. The plan was for the Helldivers to dive bomb the Hyuga while torpedo bombers made glide bombing attacks, as the water was too shallow for use of torpedoes. In Stan Stokes painting entitled Big Tailed Beast, an SB2C-4E piloted by Lt. H. Paul Brehm pulls out over its target. Anti-aircraft fire is fierce, and the Hyuga is partially obscured by the incredible amount of smoke being generated by its AA guns. Lt. Brehm has decided to make his dive without dive flaps, hoping to make himself a faster moving target for the Hyugas gunners. During Brehms dive, the SB2C of Lt. Vaughn, which was immediately in front of him, went straight down, crashing next to the Hyuga in a great splash of white foam. Brehm released his bomb and pulled out very low over the target. He momentarily blacked out, and his windscreen fogged over. Brehm and his gunner W. Tommy Thompson, could feel the jolt from their 1000 pounder as it scored a direct hit. Returning to their Task Force low on fuel and in bad weather, Brehm was forced to ditch his Helldiver, but he and Thompson were rescued within minutes by the USS Chauncey. The mission was successful, but was not without cost as more than half the attacking Helldivers failed to return safely. The Curtiss SB2C was the last combat aircraft produced by Curtiss-Wright for the US Navy. The aircraft entered service in late 1943 supplementing the Navys SBD Dauntless dive bomber force. More than 7,000 of these large single engine aircraft were produced, with the most widely produced variant being the SB2C-4. Helldivers were capable of carrying a 2,000 pound bomb load, and could also be modified to be used in the torpedo bombing role. Referred to as The Big Tailed Beast by many of its pilots, the Helldiver had a top speed approaching 280-MPH, but also had the reputation of being one of the most difficult carrier based aircraft to land. As a result, many of the Helldivers lost during the War were victims of landing accidents.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £64.00 Signed by USN SB2C Pilot Paul Brehm.
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £64.00 Signed by USN SB2C Pilot Paul Brehm.
ITEM CODE STK0072
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Practice Makes Perfect by Stan Stokes.
The first successful carrier landing and take off took place on January 18, 1911 in San Francisco Bay. It was performed using a Curtiss biplane, which was flown by Eugene Ely, a demonstration pilot who worked for Curtiss Aircraft. A flying platform was built on the stern of the USS Pennsylvania, and a primitive arresting gear was provided by a series of ropes with sandbags attached to each end. Ely took off from Selfridge Field and made the first trap on the Pennsylvania. Following a pleasant lunch he took off from the deck and returned to Selfridge Field. This event was a watershed in the history of naval aviation. Ely would be followed over the next 9 decades by tens of thousands of naval aviators who would experience both the fear and ecstasy of a carrier landing at sea. By the time America was involved in WW II, carrier-based aviation had matured. Victory in WW II, especially in the Pacific, was influenced more by carrier-based aviation then any other factor. By the end of WW II America had a massive fleet of more than 100 aircraft carriers including the fast Essex Class big carriers and scores of light and escort carriers. During the War many of the pilots who earned their Navy wings did their carrier qualifications on the Great Lakes. Two paddle wheel steamboats were converted by the Navy to serve as training carriers. They were the USS Sable and the USS Wolverine. These ships had small decks which were fairly close to the water. A significant number of aircraft were lost during these practice sessions and as in any military training operation there were casualties. The aircraft shown being waved off in Stan Stokes painting appropriately entitled Practice Makes Perfect is an SNJ. This aircraft was one of the primary trainers of WW II, and was utilized by both the Army Air Corps (AT-6) and the Navy (SNJ), as well as many other countries. Designated the AT-6 by the USAAC this capable aircraft was also known as the Harvard and the Texan. The Australians knew the aircraft as the Whirraway. More than 15,000 of these trainers were produced, and this capable low-wing monoplane remained in service for many years following the War. North American, better known for their production of the P-51 Mustang, evolved the AT-6 from an earlier design known as the BT-9. First production models reached service in 1940. Many pilots received aerial gunnery training in the AT-6. A fair number of these aircraft are still in flying condition and can be seen at many air shows throughout the world. Due a general appearance similar to Japanese fighters and dive bombers of WW II, a few of these aircraft have been modified to look like the latter aircraft.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £27.00
ITEM CODE STK0073
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Ace in a Day by Stan Stokes.
A new U.S. Navy fighter squadron designated VF-11 was organized in August 1942. The new squadron received several combat tested pilots, and many newcomers, including Vernon E. Graham, a Colorado native. After two months of training in San Diego the new squadron deployed to Maui, where, under the command of Charles Fenton, the squadron commenced a comprehensive training program. While in Hawaii several of VF-11s pilots came up with a squadron insignia which depicted two Grumman F4F Wildcats blasting a rising sun into the Pacific. Thus VF- 11 became known as the Sun Downers. The Sun Downers first combat tour would be land-based, flying out of Guadacanal with the Marines. This was a bit upsetting to some member of the squadron as the Marines were flying the state-of-the-art F4U Corsair, while VF-11 was equipped with the older Grumman F4F Wildcat, an aircraft somewhat inferior in dog fighting capability to the Japanese Zero. During the first several weeks of its first combat tour the Sun Downers had more than their share of misfortune. Several aircraft were lost without enemy opposition. This was all to change in a hurry for the young Vern Graham. Graham had flown about thirty missions without incident. Returning from a long escort mission Graham and his formation of sixteen Wildcats responded to a request for help from four Marine Corsairs which had encountered nearly forty Japanese Zeros while on patrol near Russell Island. Only eight of the Wildcats had sufficient fuel to engage the enemy. Disregarding his critical fuel situation, Graham and his wing man got involved in assisting the Marines. Graham bagged his first Zero with a diving attack while his adversary was more preoccupied with the Corsair he was tailing. Minutes later a second Zero succumbed to a high side attack, and a third exploded in mid-air during a head-on pass. Graham bagged two more prior to his engine quitting due to lack of fuel. Without power Graham was a sitting duck, and in no time two Zeros were on his tail. Fortunately, Grahams Marine buddies bagged one and chased the other off. In serious trouble, Grahams only hope was to glide his Wildcat to Russell Island where an emergency airstrip was available. Not knowing that one of his wheels had been shot away during the engagement, Grahams Wildcat flipped over during the emergency landing. Knocked unconscious with a fractured skull, Graham was cut from the wreckage of his F4F, and sent to a military hospital. With five confirmed aerial victories during this single mission, Graham had achieved the unusual distinction of becoming An Ace in a Day. Vern received the Navy Cross and returned to the States to recover. He would later return to active flying after requalifying in the F41J Corsair. During its first combat tour the Sun Downers attained 55 aerial victories. Four of the new squadrons pilots became aces, and five of the squadrons forty pilots (C.G. Boswell, C.G. Cary, L.W. Childs, T.L. Hull, and G.W. Ricker) were killed in action. It is in their memory that this limited edition print is dedicated.
Signed limited edition of 950 prints. Print size 26 inches x 22 inches (66cm x 56cm). Price £75.00 Signed by USN Ace Vern Graham.
ITEM CODE STK0074
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A Heritage of Excellence by Stan Stokes.
CV-12 is the eighth USN warship to bear the name Hornet. She participated in numerous combat operations for the last 16months of WWII. While operating in the Far East in support of operations in Vietnam, the Hornet participated in several Apollo recovery missions including that of Apollo 11 in 1969.
Limited edition of 300 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0065
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Hook Down and Homeward Bound by Stan Stokes.
The Chance-Vought F4U Corsair was arguably the finest naval aviation fighter of its era. Work on this design dates to 1938 and was headed-up by Voughts Chief Engineer, Rex Biesel. The initial prototype was powered by an 1800-HP Pratt & Whitney double Wasp radial engine. This was the third Vought aircraft to carry the Corsair name. The graceful and highly recognizable gull-wing design of the F4U permitted the aircraft to utilize a 13-foot, three-blade, Hamilton Standard propeller, while not having to lengthen the landing gear. Because of the rigors of carrier landings, this was a very important design consideration. Folding wings were also required for carrier operations. The F4U was thirty feet long, had a wingspan of 41 feet and an empty weight of approximately 7,500 pounds. Another interesting feature was the way the F4Us gear rotated 90 degrees, so it would lay flush within the wing when in the up position. In 1939 the Navy approved the design, and production commenced. The Corsair utilized a new spot welding process on its all aluminum fuselage, giving the aircraft very low drag. To reduce weight, fabric-covered outer wing sections and control surfaces were fitted. In May of 1940 the F4U made its maiden flight. Although a number of small bugs were discovered during early flight tests, the Corsair had exceptional performance characteristics. In October of 1940 the prototype F4U was clocked at 405-MPH in a speed test. The initial production Corsairs received an upgraded 2,000-HP radial giving the bird a top speed of about 425-MPH. The production models also differed from the prototype in having six, wing-mounted, 0.5 caliber machine guns. Another change was a shift of the cockpit about three feet further back in the fuselage. This latter change unfortunately made naval aviators wary of carrier landings with the F4U, due to its limited forward visibility during landings. Other concerns were expressed regarding a severe port wing drop at landing speeds and a tendency of the aircraft to bounce off a carrier deck. As a result, the F4U was initially limited to land-based USMC squadrons. Vought addressed several of these problems, and the Royal Navy deserves credit for perfecting an appropriate landing strategy for the F4U. They found that if the carrier pilot landed the F4U while making a sweeping left turn with the port wing down, that sufficient visibility was available to make a safe landing. With a kill ratio of 11-to-1 in WW II combat, the F4U proved superior in the air to almost every opposing aircraft it encountered. More than 12,000 F4Us were built and fortunately a few dozen remain in flyable condition to this date.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £99.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0066
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Victory at Midway by Stan Stokes.
The SBD (Slowly but Deadly) Dauntless dive bomber was one of the most effective combat aircraft of WWII. Flown in large numbers by the USN throughout the war, the SBD was responsible for the destruction of a significant tonnage of enemy ships. During the Battle of Midway, SBDs surprised three of the Imperial Japanese Navy carriers. Caught off guard on June 4th 1942 with their fighter cover searching for low flying torpedo bombers, and with the decks of their carriers littered with aircraft being refitted for another strike, Dauntless aircraft from the Enterprise and Yorktown attack and destroy the three carriers.
Limited edition of 100 giclee art prints. Size 45 inches x 15.5 inches (114cm x 40cm). Price £180.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 15.5 inches (114cm x 40cm). Price £280.00
ITEM CODE STK0067
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Home at Dusk by Stan Stokes.
A USN Skyraider returns to its floating home during the Vietnam War.
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0061
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Night Strike by Stan Stokes.
The A-6 Intruder has had a long and effective career as the Navys primary attack plane. A-6s were used in Vietnam and still were effective during Desert Storm, as the avionics on these aircraft have been constantly upgraded over the years. In Stans painting an A-6 departs the USS Ranger.
Limited edition of 950 prints. Print size 34 inches x 27 inches (86cm x 102cm). Price £94.00
ITEM CODE STK0062
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Corsair on Final by Stan Stokes.
SOLD OUT
Limited edition of 300 giclee art prints. Size 20 inches x 15 inches (51cm x 38cm). Price £
Limited edition of 300 giclee canvas prints. Size 40 inches x 30 inches (102cm x 76cm). Price £
Limited edition of 300 giclee canvas prints. Size 36 inches x 27 inches (91cm x 69cm). Price £
Limited edition of 300 giclee canvas prints. Size 27 inches x 20 inches (69cm x 51cm). Price £
ITEM CODE STK0063
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Fallen Eagle by Stan Stokes.
The McDonnell Douglas A-4 Skyhawk was designed by Ed Heinemann as a successor to the Skyraider attack bomber. The prototype aircraft first flew in 1954. The diminutive Skyhawk was only 42 feet in length, with a carrier friendly wingspan of 27 feet. The Skyhawk was capable of speeds close to 700 MPH, and was produced in several variants through 1979. The Skyhawk was utilized extensively in Vietnam for ground attack and support. As depicted in Stan Stokes painting entitled Fallen Eagle, the A-4 of a young Navy aviator, Everett Alvarez, has just taken off from the USS Constellation at 2:30 PM on August 5, 1964. Alvarez, a native of Salinas California, had attended the University of Santa Clara before joining the Navy. It was a day that Alvarez would not soon forget. About midnight that day the destroyers USS Maddox and USS Turner Joy were under attack from North Vietnamese patrol boats in international waters sixty miles off the coast of North Vietnam. Alvarez unit, the VA-144 Roadrunners, had been scrambled to assist the destroyers, but terrible weather conditions prevented any action. Washington decided to retaliate against these attacks by authorizing the first bombardment of North Vietnam on August 5, 1964. On that day twenty-two aircraft from the USS Ticonderoga attacked North Vietnam military targets at 1:15 PM. Only one aircraft was damaged during this first wave, and its pilot successfully made it back to an airfield in South Vietnam. The USS Constellation would provide a second wave involving 10 Skyhawks, 4 Skyraiders, and a single F-4 to provide fighter cover. Alvarez target was the harbor at Hon Gai, where his mission was to destroy any military patrol boats in the harbor. The lumbering Skyraiders were launched early, and Alvarez was the first of the ten Skyhawks off the Constellation. The Skyhawks rendezvoused at 20,000 feet before climbing to 30,000 feet for the seventy-five minute flight to the target area. Alvarez A-4 was equipped with a belly pod of 19 rockets. The Skyhawks streaked in over the harbor at 500 MPH in a shallow dive. Four torpedo boats and a larger coastal patrol ship were in the harbor. Alvarez made two passes over the harbor, and as he was passing over the southern edge of the town he saw a yellow flash to the port side of his windscreen accompanied by a popping sound. Seconds later the A-4 shook violently, and all the warning lights came on. The cockpit began to fill with smoke and the stick froze. With a final radio transmission, Im getting out! Ill see you guys later!, Alvarez pulled his ejection ring. Within seconds he was in the water. Picked-up minutes later by some very nervous fisherman, Everett Alvarez would become the first pilot shot down and captured over North Vietnam. It would be eight-and-one-half years later that Alvarez would be released, having endured hardships which would have broken anyone of less than the highest faith and courage. Everett Alvarez retired from the Navy in 1980, and was later a Deputy Director of the Peace Corps, and Deputy Director of the Veterans Administration.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £85.00 Signed by USN Lt Everrett Alvarez.
Limited edition of 25 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £60.00 Signed by USN Lt Everrett Alvarez.
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0055
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Working the Night Shift by Stan Stokes.
Cdr. Guy P. (Lucky Pierre) Bordelon was the only naval aviator to attain ace status during the war in Korea. Piloting Annie Mo, his F4U-5N night fighter version of the Corsair, Bordelon recorded five aerial victories. In so doing Bordelon became the last Corsair ace, and the last pilot to become an American ace while flying a propeller driven aircraft. Navy and Marine aviators were primarily focused on ground support and ground attack missions during the war, leaving the job of mig killing to the USAF. During three years of combat in Korea, naval aviators flew more than 250,000 combat sorties, delivering more than 326 million pounds of bombs to their targets. Naval aviation is generally credited with destroying 2,600 enemy vessels, 2,000 bridges, 250 tanks, and 74 aircraft destroyed on the ground. These missions were not without a price as more than 500 aircraft were lost to ground fire during the war. The U.S. Navy utilized a wide array of aircraft in Korea, as it transitioned from prop to jet power. In addition to the Corsair other prop aircraft included the Douglas AD-2, AD-3 and AD-4 Skyraiders, the twin-engine Grumman F7F Tigercat, the TBM and TBF Avenger, the Convair PB4Y Privateer, and the PBM Mariner. In the jet aircraft department the Navys primary vehicle was the F9F Panther. F2H Banshees and Douglas F3D Skynights also saw service. Night attacks by North Korean forces on ground positions held by UN forces were referred to as Bed Check Charlies by the US pilots. In July of 1953 one of these Bed Check Charlie missions hit a fuel dump at Inchon, which resulted in the loss of five million gallons of fuel. The attack was made by slow flying Yak 18s which were difficult targets for the much faster jets. The Navy dispatched a pair of night fighting Corsairs from the USS Princeton under the leadership of Guy Bordelon to an airfield just south of Seoul. In a three week period Bordelon flew three night interdiction missions and bagged five Bed Check Charlies. Bordelons Corsair, Annie Mo was left behind when his unit returned to the Princeton. Unfortunately, the aircraft was destroyed, and therefore did not survive the war. As depicted by Stan Stokes, in the artists highly-detailed painting entitled Working the Night Shift, Bordelons Annie Mo returns to the Princeton at daybreak after a late night mission in June of 1953. In the background can be seen a Sikorsky HO3S-1 which provided plane guard duties for returning naval aviators in Korea.
Signed limited edition of 4750 prints. Print size 16 inches x 11.5 inches (41cm x 30cm) Supplied with signed and numbered certificate of authenticity.. Price £28.00
225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot, and a remarque. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £124.00 Signed by USN Cdr Guy Bordelon
Limited edition of 100 giclee art prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00
Prints from the 225 prints from the signed limited edition of 4750 prints, with signature of Stan Stokes and pilot. Image size 16 inches x 11.5 inches (41cm x 30cm). Price £105.00 Signed by Guy Luck Pierre Bordelon.
Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00
Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00
Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00
ITEM CODE STK0056
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Flight of the Phantom by Stan Stokes.
The McDonnel Douglas F-4 Phantom II was flown by both the USN and USAF in Vietnam. The aircraft was utilized in many roles during the War. The only two aces in Vietnam both flew the F-4. Randall Duke Cunningham did the honors for the Navy, while Steve Ritchie attained five victories flying the Phantom with the USAF.
Limited edition of 950 prints. Print size 40 inches x 26 inches (102cm x 66cm). Price £94.00
ITEM CODE STK0051
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At The Break by Stan Stokes. F-14s from
the USS Kennedy pass over the ship during Operation Desert Storm.
Cats First Cruise by Stan Stokes.
Grumman
Aircraft has had a long tradition of providing rugged aircraft for naval
aviators. These Grumman planes were all named Cats. The F-14 Tomcat, the
latest in the long line of Grumman carrier cats, evolved from Grummans
involvement as a subcontractor in the ill-fated TFX development program.
Ever since the WW II Battle of Midway, the Navy has been concerned about
the vulnerability of its carriers to attack. Super carriers, the largest
mobile machines ever developed by mankind, are vulnerable to attack from
ground, sea or air-launched missiles. To protect its carriers, the Navy
has long recognized the critical need for high speed, long-range,
heavily-armed, interceptors. The first two jet-powered aircraft to fill
this role were the F-8 Crusader and the F-4 Phantom II. The F-14 Tomcat
was developed to provide an improved interceptor capable of carrying the
heavier Phoenix missile, and advanced avionics. The first Tomcat
prototype flew on December 21, 1970.
By late 1972 full scale production of the F-14 had commenced. The
Tomcat is big and heavy. It can operate at altitudes in excess of 50,000
feet, can exceed speeds of 1,500 MPH, and has a maximum range in excess
of 2,000 miles. Despite its size and high performance the Tomcat is an
agile bird. With its variable-geometry wings, the F-14 can be configured
on the fly to change its flying and handling characteristics. The
aircraft is equipped with a 20mm cannon, and can carry a large
assortment of highly lethal guided missiles. The aircraft got its Tomcat
name because of Admiral Tom Connollys involvement in the project, and
the fact that Grumman was the designer and builder of the F-14. The
Tomcat, like the F-4 before it, carries a two-man crew. Grumman designed
the aircraft with upgradability in mind. This has permitted improved
engines, improved avionics, and improved missals to be incorporated into
the basic air frame with remarkable effectiveness. Highly regarded
aviation artist Stan Stokes, in his dramatic painting entitled Cats
First Cruise, shows an F-14 of the Navys VF-1 Wolfpack squadron on
final approach to the USS Enterprise. The Wolfpack, and the VF-2 Bounty
Hunters were the first two squadrons of Tomcats deployed for carrier
duty. Their first cruise was in 1974. By 1980 the Navy had deployed
Tomcat squadrons on nearly all its active carriers.
The Tomcat has proven itself in actual combat and no doubt will
continue to serve as the Navys primary long range carrier-based
interceptor for many more years.
Quite a Pair by Stan Stokes. The US Navys
first two effective aircraft carriers were the USS Lexington and
the USS Saratoga; both converted from battle cruiser hulls in
1927. The Lexington, CV-2, was built in Quincy, Massachusetts, and
commissioned in December of 1927. The Saratoga, CV-3, was built in
Camden, New Jersey and commissioned in November of 1927. During fleet
exercises in the early 1930s the capabilities and limitations of these
two great ships had a huge impact on the evolution of carrier tactics.
The speed of these big carriers allowed them to operate as an
independent task force, and they would therefore need to carry an air
group that would provide for a balance between offensive and defensive
forces. The Lexington was in the Pacific during the attack on
Pearl Harbor. She was involved in raids on Japanese strongholds in the
southwestern Pacific in early 1942. She joined the Yorktown in
the Battle of the Coral Sea. Her aircraft participated in attacks on the
Japanese carriers Shoho, Shokaku, and Zuikaku. On
May 8 the Lady Lex herself was the target of Japanese carrier aircraft.
She took three bomb hits, and two torpedo hits. She was scuttled by her
crew, becoming the first carrier lost by the US during the War. The Saratoga
was in San Diego when the Pearl Harbor attack occurred. She served
admirably in the Pacific sustaining repairable damage on several
occasions. She took leave of the Pacific theater for a year to assist
the British. The Big E met an ignominious demise as part of the Bikini
Atoll atomic bomb tests. Showing her toughness she survived the first
blast she was exposed to, but an underwater blast from only 500 yards
away sunk the ship in August 1946. The Saratoga and the Lexington
are depicted in Stan Stokes painting during maneuvers in the early
1930s. A Boeing FB fighter passes overhead. The Boeing Aircraft was
founded in 1916 and initially built floatplanes. The companys first
contract for a fighter/pursuit aircraft came in 1921 when it won the
contract to build the Thomas-Morse designed MB-3 fighter. Boeings
engineers began developing a fighter of their own design that would
utilize a welded steel tube frame instead of the normal wooden frame.
The Army tested the Model 15 prototype in 1923. Although they liked many
of the features the Army opted to purchase the competing Curtiss design.
They did order a couple of the Boeing planes for testing, and about a
year later they placed an order for 25 PW-9s. The Navy also decided in
1924 to purchase the design, designating it as the FB-1. Improved
variants were designated FB-2/3/4/5/6 etc.
Boeing built a total of nearly 600 aircraft in this family,
making it one of the most widely produced aircraft in the between Wars
era. The FB-2/3/4 variants included modifications for carrier use and a
more powerful 510-HP Packard-IA engine. With the additional power, a
taller rudder assembly was deemed necessary to provide adequate flight
stability. The Navy ordered twenty-seven FB-5s and began taking
deliveries in 1927. The upper wing of the FB-5 variant was moved forward
while the lower wing was moved backwards. In addition a slightly more
powerful Packard engine was utilized.
The Last Navy Biplane Fighter by Stan Stokes.
The Grumman
Aircraft Engineering Corp. was organized in late 1929. The US Navy
ordered 27 production Grumman FF-1 biplane fighters in 1932, the
beginning of a relationship that has endured for more than seventy
years. The FF-1 was a diminutive staggerwing fighter capable of a top
speed of 207-MPH. A large number of aircraft were produced for export by
Grumman in the early 1930s, but the company wanted to win a contract for
a new and improved USN fighter. In May of 1934 the company succeeded
with a contract for 54 F2F-1s. In 1934 the company also won a contract
for a new and improved F3F-1. The latter was aerodynamically improved
design which overcame some of the design inadequacies of the earlier
aircraft. The F3F-2 was delivered in 1937. Three units were equipped
with the aircraft, VF-6 operating off the USS Enterprise, VMF-2 based in
San Diego, California, and VMF-1 based in Quantico, Virginia. Grumman
was working on another variant, but they became concerned about the
monoplane design proposed by Brewster Aircraft, so they modified their
proposal from the XF4F-1 biplane to the XF4F-2 monoplane which would
become the Grumman Wildcat fighter. The F3F was a stretched version of
the earlier F2F produced by Grumman and also had larger wings and more
modern aerodynamic features. Initial production models were fitted with
a 650-HP Pratt & Whitney radial and an 8-foot 6-inch Hamilton
Standard prop. The F3F-2 was the primary variant. It utilized a 950-HP
engine and was armed with one .30 caliber and one 0.50 caliber machine
guns. The F3F-2 was capable of a top speed slightly in excess of
240-MPH, had
a service ceiling of 30,000 feet, and an effective range of
825-miles.
The F3F-2s were delivered to VF-6 aboard the USS Enterprise,
VMF-1 at Quantico Virginia and VMF-2 at San Diego, California. The F3F-3
was similar in design to the F3F-2. The two aircraft were almost
indistinguishable, yet the 3 was 8-MPH faster due to a tighter fitting
engine cowling, some aerodynamic refinements, and the deletion of the
the fuselage vents. By the end of 1941 the last of these Grumman biplane
fighters had disappeared from front line service. VMF 111 and VMF 211
were the last two units to relinquish their F3Fs in July and October of
1941, respectively. The1941 color movie Dive
Bomber, starring Erroll Flynn, Ralph Bellamy, and Fred McMurray,
featured the F3F, and many future naval aviators were motivated to
sign-up after seeing this picture. As illustrated in Stan Stokes
painting, an F3F aircraft piloted by a young Naval officer of Fighting
Six, James E. Howard, lifts off from the USS Enterprise during fleet
maneuvers before the War. Howard flew with VF-6 from 1937 through 1941.
In mid-41 he resigned his commission to join the AVG Flying Tigers in
China, and upon his return to the States he accepted a commission with
the USAAF as a Captain. He became commander of the 356th
Fighter Squadron flying the P-51 Mustang. Howards most memorable day was
on January 11, 1944 when he single handedly protected a bomber squadron
from enemy fighter attack on their return from their bombing mission.
Labeled a one man air force by one of the bomber pilots, Howard would be
awarded the Congressional Medal of Honor for his heroic acts of January
11th. Howard was the only fighter ace in the European theater
to be so honored.
Americas First Flat Top by Stan Stokes.
Although the
US Navy had been an early leader in supporting naval aviation, during WW
I the Navy had emphasized float planes, and with the end of the War,
America found itself well behind the British who had several aircraft
carriers in service. In April of 1919 the Navy decided to convert a new
collier, the USS Jupiter, into a flush deck aircraft carrier, the navys
first. Redesignated as the USS Langley (CV-1), the ship was commissioned
in March of 1922. The Langley was the Navys only carrier until 1928, and
would serve in this role until 1936.
With the introduction of faster and larger naval aircraft, the
Langleys small size and slow speed would result in a decision to change
her mission to seaplane tender. The Langley displaced only 13,000 tons,
had an open hangar deck, and no island. The ships two stacks were
swiveled outwards during air operations, giving pilots a small but
unobstructed flight deck. Two catapults were incorporated in the initial
design, but were later removed. CV-1 had a turbo electric drive system
which allowed the ship a top speed of 14 knots in either direction. This
was deemed important so aircraft could be launched in either direction
in the event the deck became damaged. The designers initially planned
for the Langley to have an air group of only eight aircraft, but this
was later increased to as many as forty-two. Most of the Langleys
aircraft were stowed on the flight deck, with the practice of stowing
aircraft on the hangar deck not becoming common until later.
In 1942 CV-1 was utilized to ferry P-40s to Java. She was lost
during this mission. The Boeing FB-5 of VB-3 shown in the background in
Stan Stokes wonderful painting was one of
the naval variants of Boeings PW-9 series. Boeing built a total
of nearly 600 aircraft in this family, making it one of the most widely
produced aircraft in the between Wars era. The FB-1 was the first
aircraft in this series ordered by the Navy in 1924. The FB-2/3/4
variants included modifications for carrier use and a more powerful
510-HP Packard-IA engine. With the additional power, a taller rudder
assembly was deemed necessary to provide adequate flight stability. The
Navy ordered twenty-seven FB-5s and began taking deliveries in 1927. The
upper wing of the FB-5 variant was moved forward while the lower wing
was moved backwards. In addition a slightly more powerful Packard engine
was utilized. As the FB-5 takes off from the Langley, a Curtis F6C-2
Hawk passes over the ship. The F6C-2 was a variant of the F6C-1 Hawk
which was modified to withstand arrested landings. While only four of
these models would be produced, the Navy would go on to purchase sixty
of the F6C-3 and F6C-4 variants.
The Navy Earns its Wings by Stan Stokes.
Stunt
pilot Eugene B. Ely, a former race car driver, worked for the Curtiss
Aircraft Company as a demonstration pilot in 1910, only seven years
after the Wright Brothers first flight. Ely, a tall, lantern-jawed,
individual was excited about the possibility of flying an aircraft off a
ship. Glen Curtiss believed that such an attempt wood be fool hearty,
and the Secretary of the Navy refused to allocate any funds for such a
stunt. Although Ely couldnt swim, the pilot exuded the cocky
self-confidence typical of early flyers. Ely persisted in his quest and
finally got the Navys first Director of Aviation to allow Ely to utilize
the USS Birmingham for one
day. On November 14, 1910 an 83-foot ramp was constructed over the ships
forecastle. Ely readied his Curtiss pusher biplane for the momentous
attempt. As bad weather began to close in the impatient flyer decided
that he could not wait for the Birmingham to get underway. Ely,
appropriately suited in a football helmet, fired up the engine of his
fragile aircraft, strapped himself aboard, and signaled for his plane to
be released. The Curtiss pusher rumpled down the short ramp, which was
unfortunately downward sloping. The observers gasped as the small
airplane dropped over the bow, and skimmed over the waves, and finally
made it into the air. A few months later in January of 1911 Ely was
determined to make the first landing of an aircraft on a ship. This time
the event would take place in San Francisco harbor, and the landing
would take place on the USS
Pennsylvania. The date was January 18, 1911 and the exact time was
10:00 AM. A platform of about
120 feet in length was build on the stern of the Navy cruiser. A series
of ropes connected to sand bags on either end were run across this ramp.
Ely took off in his Curtiss pusher from a local Army airfield in San
Bruno. He was bundled in heavy clothing, and because he could not swim,
Ely had fashioned a bicycle inner tube into a self-made life preserver.
The pilot made his way out into the Bay in his fragile craft. Spotting
the Pennsylvania surrounded
by dozens of spectator ships,
Ely lined-up his fragile craft with the stern of the vessel, which was
crowded with seamen anxious to see a first. About fifty feet short of
the deck, Ely cut his throttle, but a gust of wind ballooned his flying
machine. Not losing his cool, Ely held his landing altitude and snagged
the 26th rope with his simple landing hook. The Curtiss
stopped in about thirty feet. The sailors and onlookers cheered the
event, which was declared a milestone in flight by both the ships
Captain and later that day by the San Francisco press. After a nice
lunch with the Captain, Ely fired up his engine and took off from the Pennsylvania,
having become Americas first naval aviator.
Scratch One Flat Top by Stan Stokes.
The
Douglas TBD Devastator torpedo-bomber was the first low-wing, all metal
monoplane to see service with the US Navy. Delivered in 1937 about 100
TBDs were in service when the Japanese attack at Pearl Harbor thrust the
United States into WW II. Powered by a 811-HP Pratt and Whitney radial
engine, the TBD had a maximum speed of about 200 MPH and a range of
about 700 miles. Unfortunately, given the design of the torpedoes used,
attacks had to be made at a maximum speed of only about 110 MPH, and at
an altitude of no more than 100 feet. This made the Devastator a sitting
duck for both enemy fighters or anti-aircraft gunners. The highlight of
the TBDs brief battle career in WW II came during the Battle of the
Coral Sea in 1942. This battle, the first ever waged solely between the
aircraft of opposing carrier attack groups, involved air groups from the
USS Yorktown and USS Lexington. Three Japanese carriers, the Shokaku,
the Zuikaku, and the Shoho were involved. On May 7 the Lexington
launched fifty aircraft and the Yorktown another 43. Two squadrons of
TBDs were involved in the attack. This massed force located the Shoho
around 11:00 AM. SBD Dauntless dive bombers initiated the attack,
and were successful at fending off fighter attacks by Zeros during their
near vertical dives. The large force of SBDs put several 1000-pounders
into the Shoho. Minutes later the Devastators from the Lexington
attacked, gaining advantage from the smoke and confusion created by the
dive bombers. Coming in low and slow the Devastators put six or seven
torpedoes into the Shoho.
In Stan Stokes painting the TBD flown by Lt. R. F. Farrington,
T.R. Wiebe, and Walter N. Nelson of VT-2 from the USS Lexington is
depicted. Several more hits by the Dauntlesses sealed the fate of the
Shoho which slipped under the waves while still making a headway of
about 20 knots. Witnessing the Shohos final moments, Lt. Cdr. Bob Dixon
reported by radio at 11:36 AM the following message, Scratch One Flat
Top! Dixon to carrier. Scratch one Flat Top! This was the first loss of
a significant ship by the Imperial Navy. It also foretold of an end of
the era of surface war ships slugging it out in a gunnery duel within
sight of each other. The era of the carrier battle group had begun, with
destruction delivered to a distant enemy by carrier based aircraft.
Weeks following the Battle of the Coral Sea, at the Battle of Midway,
the United States Navy would destroy almost 50% of Japans carriers in a
momentous battle. The Navys TBDs would be virtually wiped-out at Midway,
and would be replaced in front-line service by TBF Avengers and SB2C
Helldivers for the balance of the War.
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.
Last Voyage of the Yamato by Stan Stokes.
The
74,000 ton Yamato and the Musashi were the two largest battleships ever
built, and typified the Imperial Japanese Navys attitude that their
ships should be superior to anything the United States had. As a
comparison the German Battleship Deutschland displaced a mere 15,500
tons. Each of these ships carried nine 18.1 inch guns, the most powerful
armament available on any ship at that point in time. The Yamato
participated in the attack on Midway,
serving as Admiral Yamamotos flag ship, and many of the other
significant sea battles in the Pacific. By the time the Allies were
preparing to invade Okinawa, the Japanese had been forced to utilize
Kikusui tactics which would involve mass suicide attacks and individual
suicide missions. The army had made numerous sacrifices, and senior
Japanese naval officers realized that the Yamato would need to be
sacrificed in the defense of Okinawa, as a matter of pride. The Yamatos
350-mile trip to Okinawa without any meaningful air cover would be a
suicide mission, and the ship and its escort vessels were equipped with
only enough fuel for a one-way trip. On April 6, 1945 the huge vessel
departed and was immediately sighted by two American submarines, the USS
Threadfin and the USS Hackleback. The information was passed on to the
USN task force, and on April 7 an F6F from the USS Essex spotted the
Yamato and relayed its position back to the USS Indianapolis, the flag
ship of Admiral Spruance. An initial attack force of 280 USN aircraft
were launched from nine American carriers, followed by a second wave of
aircraft from four other carriers. Knowing that the Japanese had no air
cover, the F6F Hellcats carried 500 pound bombs, and were joined by
Avenger torpedo bombers and Curtis SB2C dive bombers. The Americans had
learned from their earlier attack on the Musashi to concentrate torpedo
attacks on one side of the giant ship. The Yamato was hit with numerous
torpedoes and bombs. By 13:00 the giant battleship was listing 20
degrees to port and her antiaircraft guns were inoperative. At 14:10
another torpedo hit jammed the ships rudder, and the Yamato began to
circle at about 8 knots. At 14:23 the Yamato rolled over and exploded in
a giant mushroom cloud and sank with the loss of nearly 2,500 men. The
Grumman TBF Avenger was the first torpedo bomber produced by that
company. It bore a resemblance to the F4F Wildcat, and incorporated a
unique internal bomb bay capable of carrying a 2,000 lb torpedo or four
500 lb bombs. The TBF was a big aircraft with a wingspan of 54 feet, and
an empty weight of 10,080 lbs. It was capable of 271-MPH with a range of
1,215 miles. The Avenger incorporated a light weight electrically driven
rear ball turret. The Avenger was so successful that General Motors was
also pressed into service producing the aircraft with their version
designated as a TBM.
Destination Tokyo by Stan
Stokes. On
April 18, 1942, Lt. Col. James H. Doolittle led a group of 16 B-25
bombers on a carrier-launched raid on industrial and military targets in
Japan. The raid was one of the most daring missions of WW II. Planning
for this secret mission began several months earlier, and Jimmy
Doolittle, one of the most outstanding pilots and leaders in the United
States Army Air Corps was chosen to plan, organize and lead the raid.
The plan was to get within 300 or 400 miles of Japan, attack military
and industrial targets in Tokyo, Osaka, and Kobe shortly after
nightfall, and then fly on to a dawn landing at secret airfields on the
coast of China. The twin engine B-25 Mitchell bomber was selected by
Doolittle for the mission and practice indicated that it should be
possible to launch these aircraft from a carrier deck with less than 500
feet of runway. On April 2, 1942 the USS
Hornet and a number of escorts set sail from Alameda, California
with the 16 B-25s strapped to its deck. This task force rendezvoused
with another including the USS
Enterprise, and proceeded for the Japanese mainland. An element of
surprise was important for this mission to succeed. When the task force
was spotted by a Japanese picket boat, Admiral Halsey made the decision
to launch the attack earlier than was planned. This meant that the
raiders would have to fly more than 600 miles to Japan, and would arrive
over their targets in daylight. It also meant that it would be unlikely
that each aircraft would have sufficient fuel to reach useable airfields
in China. Doolittle had 50 gallons of additional fuel stowed on each
aircraft as well as a dinghy and survival supplies for the likely
ditchings at sea which would now take place. At approximately 8:00 AM
the Hornets loudspeaker blared, Now hear this: Army pilots, man your
planes! Doolittle and his co-pilot R.E. Cole piloted the first B-25 off
the Hornets deck at about 8:20 AM. With full flaps, and full throttle
the Mitchell roared towards the Hornets bow, just barely missing the
ships island superstructure. The B-25 lifted off, Doolittle leveled out,
and made a single low altitude pass down the painted center line on the
Hornets deck to align his compass. The remaining aircraft lifted off at
approximately five minute intervals. The mission was planned to include
five three-plane sections directed at various targets. However,
Doolittle had made it clear that each aircraft was on its own. He
insisted, however, that civilian targets be avoided, and under no
circumstances was the Imperial Palace in Tokyo to be bombed. About 30
minutes after taking off Doolittles B-25 was joined by another piloted
by Lt. Travis Hoover. These two aircraft approached Tokyo from the
north. They encountered a number of Japanese fighter or trainer
aircraft, but they remained generally undetected at their low altitude.
At 1:30 PM the Japanese homeland came under attack for the first time in
the War. From low altitudes the raiders put their cargoes of four 500
pounders into a number of key targets. Despite antiaircraft fire, all
the attacking aircraft were unscathed. The mission had been a surprise,
but the most hazardous portion of the mission lay ahead. The Chinese
were not prepared for the raiders arrival. Many of the aircraft were
ditched along the coast, and the crews of other aircraft, including
Doolittles were forced to bail out in darkness. There were a number of
casualties, and several of the raiders were caught by Japanese troops in
China, and some were eventually executed. This painting is dedicated to
the memories of those airmen who made the ultimate sacrifice for their
country and the thousands of innocent Chinese citizens which were
brutally slaughtered as a reprisal for their assistance in rescuing the
downed crews.
Off to the Turkey Shoot by Stan Stokes.
At
the time of the attack of Pearl Harbor the Japanese had superior
aircraft and plenty of experienced pilots fresh from combat in China. By
1944 the roles were reversed. Anxious to commence B-29 bombing missions
against the Japanese homeland Rear Admiral Marc Mitschers Task Force 58
was given the assignment of supporting the recapture of the Marianas.
This proved to be the last major carrier battle of World War II. On June
11, 1944 large formations of Hellcats were dispatched to lure Japanese
land-based fighters into combat. Enough Japanese fighters were destroyed
to allow the Fifth Fleet to land 140,000 troops on Saipan and Guam on
June 15th. Also on June 15th the Japanese main fleet joined up with its
mobile fleet about 300-400 miles from Task Force 58. Vice Admiral Ozawa
detached a force to use as bait to lure the Americans within range of
the main fleet. His bait not taken, on June 19th Ozawa launched three
air strikes with about 250 aircraft. The relatively inexperienced
Japanese pilots now flying technically inferior aircraft were decimated
by the Grumman Hellcats of Task Force 58. By days end Ozawa had lost 218
aircraft, and while unprotected his fleet had been attacked by American
submarines resulting in the sinking of two of his carriers. Late in the
afternoon of June 20th American Hellcats, Helldivers, and Avengers were
launched at Ozawas fleet, resulting in the loss of one more carrier and
severe damage to another two. As his airwings returned after dark
Admiral Mitscher ordered his fleet to light-up, which enabled many of
the American aircraft to return safely. About a third of the planes were
forced to ditch with the loss of thirteen crewman. The Grumman F6F-5
Hellcat pictured, became the Navys primary carrier borne fighter plane
during World War II. Over 12,000 Hellcats were produced, and the Hellcat
was credited with 4,947 of the 6,477 kills of enemy planes downed by
carrier pilots during the War. The Hellcat had a top speed of 375 MPH, a
range of 1,089 miles and was armed with six machine guns. The aircraft
was powered by an 18-cylinder Pratt and Whitney, air-cooled, radial
engine which generated 2,000 horsepower. As depicted by Stokes is the
aircraft of Squadron Commander David McCampbell of the USS Essex.
McCampbell is the highest scoring US Naval aviator of all time.
The Unlucky Eight by Stan Stokes.
Jim Swetts
first combat yielded seven aerial victories for the young USMC pilot on
April 7, 1943. He officially got credit for 7 Vals on this mission,
although Jim thinks he may have gotten 8. For his efforts, this
ace-in-a-day was awarded the Medal of Honor. He ended the War with 16.5
aerial victories.
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.
Fast Cats by Stan Stokes.
The
F8F Bearcat and the F7F Tigercat were the final family members in
Grummans fabulous series of prop driven USN fighter aircraft. The F7F
Tigercat evolved from the work of a three-man design team at Grumman,
which included Bob Hall, Dick Hutton, and Gordon Israel. The Navy gave
an OK to the development of a prototype in mid-1941, however it would
not be until April 1944 that the first production Tigercat was
delivered. The Navy planned to use the first two hundred F7Fs as night
fighters, but due to unsatisfactory carrier suitability trials; the
decision was made to scale back the order and equip only shore-based
Marine squadrons with this aircraft. Performance tests of the first
production F7Fs were impressive. The F7F was almost 80-MPH faster than
an F4U Corsair in level flight at sea level. As WW II wound down, the
USN changed its plans for the F7F. Newer variants were developed with
the most common being the F7F-3N.
The 3N was the first F7F to pass carrier qualification on the USS
Shangri La in February of 1946. The final variant was the F7F-4N that
included a taller rudder, a stronger wing and fuselage, and improved
landing gear and tailhook. During the Korean War these aircraft were
utilized in the night fighter role. The F8F was the successor to the
successful F6F Hellcat fighter which was the US Navys primary fighter
during most of WW II. Grummans test pilot, Bob Hall recommended to
Grummans President that the successor to the F6F be small and
lightweight and faster than anything flying at that time. In competition
with both Curtis and Boeing, the Grumman design utilized a 2,100-HP
Pratt and Whitney radial engine driving an enormous propeller more than
twelve feet in diameter. The prop was so large that the Bearcat needed
very tall landing gear. During its early testing the Bearcat was capable
of speeds in excess of 440-MPH. The F8F was ordered into production in
mid-1944, and the Navy wanted all the Bearcats it could get before
November of 1945, which was the presumed date for an invasion of Japan.
One interesting design feature of the initial production Bearcats was a
break-away section at each wing tip, which was designed to break-off if
overstressed, in order to prevent a catastrophic failure of the complete
wing.
Also unique was the utilization of a bubble canopy, the first on
a Navy aircraft. On February 17, 1945 LCDR Robert Elder flew the F8F in
its first carrier suitability trials on the USS Charger. Despite
terrible weather conditions, Elder made fifteen successful arrested
landings. The F8F passed these trials with flying colors. Too late to
see action in WW II, the F8F would also see service in Korea, in both
the reconnaissance and night fighting roles. In Stan Stokes painting an
F8F accompanies an F7F-4N during the carrier qualification of the F7F-4N
on the USS Franklin Roosevelt (CV-42) in 1946.
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.
Mission to Buin Harbor by Stan Stokes.
Ken was a Medal of Honor Winner. In
Stans painting a mission on June 5, 1943 is depicted. During this
mission Kens assignment was to cover the TBF being flown by USN Air
Group Commander Weldon Hamilton. As Hamilton made his final bomb run,
Walsh downed a Zero attacking his own wingman. Rejoining Hamiltons TBF,
the USMC ace quickly dispatched a Pete which was making an attack on the
TBF.
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.
Gull Winged Warrior by Stan Stokes.
The F4U Corsair once again in the subject of Stans
talents. This time during the Korean War. This Gull-Winged Warrior in on
final to the Philippine Sea.
Angels of Okinawa by Stan Stokes.
In 1938 Vought won a contract for what was to become
one of the last of the great propeller driven fighter aircraft, the F4U
Corsair. Designed to incorporate the most powerful air-cooled radial
engine available at the time, the Pratt and Whitney Double Wasp, the
Corsair was powerful, heavily armed, ruggedly built, and designed from
the onset as a carrier based fighter. The Corsair was fast, and became
the first military aircraft to obtain 400 MPH in level flight. The
Corsair incorporated the largest three-bladed propeller ever utilized on
a single engine aircraft, a unique distinctive gull wing design, and its
2804 cubic inch engine developed a whopping 1800 HP, more than twice the
horsepower of the Japanese fighters which dominated the early years
of the War in the Pacific. Despite its design emphasis the USN
was reluctant to utilize the Corsair for carrier-based operations
because of the aircrafts poor pilot visibility during landings. As a
result, the Corsair initially entered service with land-based USMC
Squadrons in February of 1943. VMF-124, the first squadron to be
equipped with Corsairs, quickly realized that they had
a very special aircraft, and at the end of their tour of duty,
VMF-124 had 68 confirmed kills of Japanese planes in air-to-air combat
vs. losses of only 11 Corsairs. The Royal Navy, which procured over
2,000 of the 9,441 Corsairs produced, successfully overcame the pilot
visibility problem by incorporating a curved angular approach to
landings. Influenced by the Royal Navys success, the USN requalified the
Corsair for carrier-based operations in early 1945. During the Okinawa
campaign U.S. forces encountered a desperate shift in Japanese strategy
which incorporated the full fury of the Kamikaze suicide attack. Lacking
experienced pilots, and in hopes of slowing American advances, more than
3,000 Kamikaze planes were directed at the U.S. naval forces during the
Okinawa campaign. The Corsair was instrumental in the fact the 2,600
Kamikazes did not succeed. In his spectacular painting, aviation artist
Stan Stokes shows a F4U Corsair of VMF-451 of the Bunker Hill piloted by
Marine Major Archie Donahue in action against an incoming (A6M2 Zero)
Kamikaze attack during the Okinawa campaign. In three months during the
campaign Navy and Marine pilots based on the Bunker Hill recorded 176
kills. However on April 29, 1944 the Bunker Hills luck ran out. Struck
by two Kamikazes within minutes, a four hour conflagration ensued, which
killed nearly 400 servicemen, and destroyed the bulk of the ships
aircraft. This forced the withdrawal of the Bunker Hill from the
campaign. Despite these losses, the Corsairs deservedly earned one of
their nicknames, Angels of Okinawa, from the thousands of servicemen who
no doubt owed their lives to these last of the great propeller driven
fighter aircraft, and the courageous pilots who flew them.
USS Lexington by Stan Stokes.
The Lady
Lex,
(CV-2) as she was popularly called, was one of only a handful of
carriers available when the U.S. was plunged into WW II. Although the
Lex would be lost during the War, she played an important combat role
early in the War. In Stans painting, of the 2nd USS Lexington (CV-16)
F6F Hellcats pass over the Lady.
Big Tailed Beast by Stan Stokes.
On July 24,
1945, Air Group 87 on board the USS
Ticonderoga was informed that the Hyuga,
anchored off a small island near Kure, Japan, would be its target.
The ship, a WW I vintage battleship which had been modernized in 1936,
and later converted to part battleship and part sea plane tender, would
be a formidable objective with its impressive firepower and the fact
that its location would place the attackers in the line of fire of
numerous shore batteries. The ship was 704 feet in length, displaced
39,000 tons, and carried a compliment of Aichi E16A1 Zuiun reconaissance
aircraft which were code named Paul by the Allies. Lt Cdr. Kanaga would
lead the squadrons Curtiss SB2C Helldivers on the attack. Each of the
twelve Helldivers would carry a 1,000 pound bomb in the internal bomb
bay, a 260 pound fragmentation bomb under one wing and a droppable wing
tank under the other wing. The drop tank weighed substantially more than
the 260 pounder so it was anticipated that the Helldivers might be a bit
unstable on takeoff. The first aircraft launched, that of Lt. Al
Matteson, went into a immediate hard right turn given the uneven wing
loading, and hit the water hard. The other Helldivers managed to become
airborne, and eventually joined up for the outbound leg of the mission.
The plan was for the Helldivers to dive bomb the Hyuga
while torpedo bombers made glide bombing attacks, as the water was too
shallow for use of torpedoes. In Stan Stokes painting entitled Big
Tailed Beast, an SB2C-4E piloted by Lt. H. Paul Brehm pulls out over
its target. Anti-aircraft fire is fierce, and the Hyuga is partially
obscured by the incredible amount of smoke being generated by its AA
guns. Lt. Brehm has decided to make his dive without dive flaps, hoping
to make himself a faster moving target for the Hyugas
gunners. During Brehms dive, the SB2C of Lt. Vaughn, which was
immediately in front of him, went straight down, crashing next to the Hyuga
in a great splash of white foam. Brehm released his bomb and pulled out
very low over the target. He momentarily blacked out, and his windscreen
fogged over. Brehm and his gunner W. Tommy Thompson, could feel the jolt
from their 1000 pounder as it scored a direct hit. Returning to their
Task Force low on fuel and in bad weather, Brehm was forced to ditch his
Helldiver, but he and Thompson were rescued within minutes by the USS
Chauncey. The mission was successful, but
was not without cost as more than half the attacking Helldivers
failed to return safely. The Curtiss SB2C was the last combat aircraft
produced by Curtiss-Wright for the US Navy. The aircraft entered service
in late 1943 supplementing the Navys SBD Dauntless dive bomber force.
More than 7,000 of these large single engine aircraft were produced,
with the most widely produced variant being the SB2C-4. Helldivers were
capable of carrying a 2,000 pound bomb load, and could also be modified
to be used in the torpedo bombing role. Referred to as The Big Tailed
Beast by many of its pilots, the Helldiver had a top speed
Practice Makes Perfect by Stan Stokes.
The
first successful carrier landing and take off took place on January 18,
1911 in San Francisco Bay. It was performed using a Curtiss biplane,
which was flown by Eugene Ely, a demonstration pilot who worked for
Curtiss Aircraft. A flying platform was built on the stern of the USS
Pennsylvania, and a primitive arresting gear was provided by a series of
ropes with sandbags attached to each end.
Ely took off from Selfridge Field and made the first trap on the
Pennsylvania. Following a pleasant lunch he took off from the deck and
returned to Selfridge Field. This event was a watershed in the history
of naval aviation. Ely would be followed over the next 9 decades by tens
of thousands of naval aviators who would experience both the fear and
ecstasy of a carrier landing at sea. By the time America was involved in
WW II, carrier-based aviation had matured. Victory in WW II, especially
in the Pacific, was influenced more by carrier-based aviation then any
other factor. By the end of WW II America had a massive fleet of more
than 100 aircraft carriers including the fast Essex Class big carriers
and scores of light and escort carriers. During the War many of the
pilots who earned their Navy wings did their carrier qualifications on
the Great Lakes. Two paddle wheel steamboats were converted by the Navy
to serve as training carriers. They were the USS Sable and the USS
Wolverine. These ships had small decks which were fairly close to the
water. A significant number of aircraft were lost during these practice
sessions and as in any military training operation there were
casualties. The aircraft shown being waved off in Stan Stokes painting
appropriately entitled Practice Makes Perfect is an SNJ. This aircraft
was one of the primary trainers of WW II, and was utilized by both the
Army Air Corps (AT-6) and the Navy (SNJ), as well as many other
countries. Designated the AT-6 by the USAAC this capable aircraft was
also known as the Harvard and the Texan. The Australians knew the
aircraft as the Whirraway. More than 15,000 of these trainers were
produced, and this capable low-wing monoplane remained in service for
many years following the War. North American, better known for their
production of the P-51 Mustang, evolved the AT-6 from an earlier design
known as the BT-9. First production models reached service in 1940. Many
pilots received aerial gunnery training in the AT-6. A fair number of
these aircraft are still in flying condition and can be seen at many air
shows throughout the world. Due a general appearance similar to Japanese
fighters and dive bombers of WW II, a few of these aircraft have been
modified to look like the latter aircraft.
Ace in a Day by Stan Stokes.
Vern Graham, a young Navy pilot, was assigned to a
newly organized squadron, VF-11 in 1942. Sent to Guadalcanal,
inexperienced Navy pilots were assigned the older and technically
obsolete F4Fs while the Marines were flying the state-of-the-art F4U
Corsairs. On one mission a large number of Japanese fighters jumped a
flight on Corsairs, Returning from a long escort mission , a number of
pilots from Grahams F4F flight came to the rescue of the Marines. In a
few short minutes Graham would bag 5 Zekes. Out of fuel and ammo, he
would crash-land his F4F on Russell Island, sustaining serious injuries.
A Heritage of Excellence by Stan Stokes.
CV-12 is the eighth
USN warship to bear the name Hornet. She participated in numerous combat
operations for the last 16months of WWII. While operating in the
Far East in support of operations in Vietnam, the Hornet participated in
several Apollo recovery missions including that of Apollo 11 in 1969.
Hook Down and Homeward Bound by Stan Stokes.
The Chance-Vought F4U Corsair was
arguably the finest naval aviation fighter of its era. Work on this
design dates to 1938 and was headed-up by Voughts Chief Engineer, Rex
Biesel. The initial prototype was powered by an 1800-HP Pratt &
Whitney double Wasp radial engine. This was the third Vought aircraft to
carry the Corsair name. The graceful and highly recognizable gull-wing
design of the F4U permitted the aircraft to utilize a 13-foot,
three-blade, Hamilton Standard propeller, while not having to lengthen
the landing gear. Because of the rigors of carrier landings, this was a
very important design consideration. Folding wings were also required
for carrier operations. The F4U was thirty feet long, had a wingspan of
41 feet and an empty weight of approximately 7,500 pounds. Another
interesting feature was the way the F4Us gear rotated 90 degrees, so it
would lay flush within the wing when in the up position. In 1939 the
Navy approved the design, and production commenced. The Corsair utilized
a new spot welding process on its all aluminum fuselage, giving the
aircraft very low drag. To reduce weight, fabric-covered outer wing
sections and control surfaces were fitted. In May of 1940 the F4U made
its maiden flight. Although a number of small bugs were discovered
during early flight tests, the Corsair had exceptional performance
characteristics. In October of 1940 the prototype F4U was clocked at
405-MPH in a speed test. The initial production Corsairs received an
upgraded 2,000-HP radial giving the bird a top speed of about 425-MPH.
The production models also differed from the prototype in having six,
wing-mounted, 0.5 caliber machine guns. Another change was a shift of
the cockpit about three feet further back in the fuselage. This latter
change unfortunately made naval aviators wary of carrier landings with
the F4U, due to its limited forward visibility during landings. Other
concerns were expressed regarding a severe port wing drop at landing
speeds and a tendency of the aircraft to bounce off a carrier deck. As a
result, the F4U was initially limited to land-based USMC squadrons.
Vought addressed several of these problems, and the Royal Navy deserves
credit for perfecting an appropriate landing strategy for the F4U. They
found that if the carrier pilot landed the F4U while making a sweeping
left turn with the port wing down, that sufficient visibility was
available to make a safe landing. With a kill ratio of 11-to-1 in WW II
combat, the F4U proved superior in the air to almost every opposing
aircraft it encountered. More than 12,000 F4Us were built and
fortunately a few dozen remain in flyable condition to this date.
Night Strike by Stan Stokes.
The A-6
Intruder has had a long and effective career as the Navys primary attack
plane. A-6s were used in Vietnam and still were effective during Desert
Storm, as the avionics on these aircraft have been constantly upgraded
over the years. In Stans painting an A-6 departs the
USS Ranger
Working the Night Shift by Stan Stokes.
Cdr.
Guy P. (Lucky Pierre) Bordelon was the only naval aviator to attain ace
status during the war in Korea. Piloting Annie Mo, his F4U-5N night
fighter version of the Corsair, Bordelon recorded five aerial victories.
In so doing Bordelon became the last Corsair ace, and the last pilot to
become an American ace while flying a propeller driven aircraft. Navy
and Marine aviators were primarily focused on ground support and ground
attack missions during the war, leaving the job of mig killing to the
USAF. During three years of combat in Korea, naval aviators flew more
than 250,000 combat sorties, delivering more than 326 million pounds of
bombs to their targets. Naval aviation is generally credited with
destroying 2,600 enemy vessels, 2,000 bridges, 250 tanks, and 74
aircraft destroyed on the ground. These missions were not without a
price as more than 500 aircraft were lost to ground fire during the war.
The U.S. Navy utilized a wide array of aircraft in Korea, as it
transitioned from prop to jet power. In addition to the Corsair other
prop aircraft included the Douglas AD-2, AD-3 and AD-4 Skyraiders, the
twin-engine Grumman F7F Tigercat, the TBM and TBF Avenger, the Convair
PB4Y Privateer, and the PBM Mariner. In the jet aircraft department the
Navys primary vehicle was the F9F Panther. F2H Banshees and
Douglas F3D Skynights also saw service. Night attacks by North
Korean forces on ground positions held by UN forces were referred to as
Bed Check Charlies by the US pilots. In July of 1953 one of these Bed
Check Charlie missions hit a fuel dump at Inchon, which resulted in the
loss of five million gallons of fuel. The attack was made by slow flying
Yak 18s which were difficult targets for the much faster jets. The Navy
dispatched a pair of night fighting Corsairs from the USS Princeton
under the leadership of Guy Bordelon to an airfield just south of Seoul.
In a three week period Bordelon flew three night interdiction missions
and bagged five Bed Check Charlies. Bordelons Corsair, Annie Mo was left
behind when his unit returned to the Princeton. Unfortunately, the
aircraft was destroyed, and therefore did not survive the war. As
depicted by Stan Stokes, in the artists highly-detailed painting
entitled Working the Night Shift, Bordelons Annie Mo returns to the
Princeton at daybreak after a late night mission in June of 1953. In the
background can be seen a Sikorsky HO3S-1 which provided plane guard
duties for returning naval aviators in Korea.
Fallen Eagle by Stan Stokes.
The
McDonnell Douglas A-4 Skyhawk was designed by Ed Heinemann as a
successor to the Skyraider attack bomber. The prototype aircraft first
flew in 1954. The diminutive Skyhawk was only 42 feet in length, with a
carrier friendly wingspan of 27 feet. The Skyhawk was capable of speeds
close to 700 MPH, and was produced in several variants through 1979. The
Skyhawk was utilized extensively in Vietnam for ground attack and
support. As depicted in Stan Stokes painting entitled Fallen
Eagle, the A-4 of a young Navy aviator, Everett Alvarez, has just
taken off from the USS
Constellation at 2:30 PM on August 5, 1964. Alvarez, a native of
Salinas California, had attended the University of Santa Clara before
joining the Navy. It was a day that Alvarez would not soon forget. About
midnight that day the destroyers USS
Maddox and USS Turner Joy
were under attack from North Vietnamese patrol boats in international
waters sixty miles off the coast of North Vietnam. Alvarez unit, the
VA-144 Roadrunners, had been scrambled to assist the destroyers, but
terrible weather conditions prevented any action. Washington decided to
retaliate against these attacks by authorizing the first bombardment of
North Vietnam on August 5, 1964. On that day twenty-two aircraft from
the USS Ticonderoga attacked
North Vietnam military targets at 1:15 PM. Only one aircraft was damaged
during this first wave, and its pilot successfully made it back to an
airfield in South Vietnam. The USS
Constellation would provide a second wave involving 10 Skyhawks, 4
Skyraiders, and a single F-4 to provide fighter cover. Alvarez target
was the harbor at Hon Gai, where his mission was to destroy any military
patrol boats in the harbor. The lumbering Skyraiders were launched
early, and Alvarez was the first of the ten Skyhawks off the Constellation.
The Skyhawks rendezvoused at 20,000 feet before climbing to 30,000 feet
for the seventy-five minute flight to the target area. Alvarez A-4 was
equipped with a belly pod of 19 rockets. The Skyhawks streaked in over
the harbor at 500 MPH in a shallow dive. Four torpedo boats and
a larger coastal patrol ship were in the harbor. Alvarez made two
passes over the harbor, and as he was passing over the southern edge of
the town he saw a yellow flash to the port side of his windscreen
accompanied by a popping sound. Seconds later the A-4 shook violently,
and all the warning lights came on. The cockpit began to fill with smoke
and the stick froze. With a final radio transmission, Im getting out!
Ill see you guys later!, Alvarez pulled his ejection ring. Within
seconds he was in the water. Picked-up minutes later by some very
nervous fisherman, Everett Alvarez would become the first pilot shot
down and captured over North Vietnam.
It would be eight-and-one-half years later that Alvarez would be
released, having endured hardships which would have broken anyone of
less than the highest faith and courage. Everett Alvarez retired from
the Navy in 1980, and was later a Deputy Director of the Peace Corps,
and Deputy Director of the Veterans Administration.
Flight of the Phantom by Stan Stokes.
The McDonnel
Douglas F-4 Phantom II was flown by both the USN and USAF in Vietnam.
The aircraft was utilized in many roles during the War. The only two
aces in Vietnam both flew the F-4. Randall Duke Cunningham did the
honors for the Navy, while Steve Ritchie attained five victories flying
the Phantom with the USAF.
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