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The Stearman trainer which was designated the PT-17 by the USAAF and the N2S by the USN was used for pilot training before and during WW II. More than 10,000 of these aircraft were built, and many are still air worthy today.
Stearman Lesson on the Wing by Stan Stokes.
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By the Spring of 1917 the Western Front had been stalemated for more than two years with the armies of Germany and the Allies deadlocked in static trench warfare. At sea, the fleets of both Germany and Great Britain were also at a strategic impasse following the inconclusive Battle of Jutland in 1916. The unrestricted U-Boat campaign in the Atlantic had resulted in Americas entry into the War, and Germany turned to its fledgling air force to help break the deadlock. Night raids by Zeppelins in 1915 and 1916 had proven ineffectual as the great airships had proven vulnerable to the unpredictable weather and to increasingly effective defenses. A new strategic weapon would therefore be utilized - the heavy bomber. With a fleet of such airoplanes, the very heart of London could be attacked. In March of 1917 a new unit was formed in Flanders, soon to be known as the England Geschwader. Lead by Hauptman Ernst Brandenburg, Kaghol 3 (the units official designation,) was equipped with the Gotha G. IV. With a crew of three, and a wingspan of nearly seventy-eight feet, the G. IV was an impressive flying machine. Powered by twin 260-HP Mercedes six cylinder, in-line, water-cooled engines, the Gotha had a top speed of 88-MPH. Its service ceiling was more than 21,000 feet, and its range was 305 miles. The maximum bomb load was 1,100 pounds, but on the first daylight raid on London, each aircraft would carry six 110-lb bombs. For defensive purposes the Gothas were armed with two 7.92mm machine guns. An interesting feature of the G. IV was the ability of the rear gunner to fire not only rearwards and upwards, but could also fire downwards through a specially designed tunnel in the fuselage. On June 13, 1917 Brandenburg led his unit in his red-tailed Gotha on the first daylight bombing raid to London. Twenty G. Ivs departed on this historic mission, but two soon turned back, and another four bombed other targets due to mechanical problems. A total of 128 bombs were dropped on the mission with devastating effects. All told, 162 people were killed in the raid, and another 432 were injured. It was a portent of the future of aerial warfare. Although 94 defensive sorties were flown against the raiders, only a few British fighters made contact with the Gothas before they reached their targets. One fighter which did intercept was a Bristol F2B piloted by Capt. C. W. E. Cole-Hamilton of No. 35 Training Sqaudron. The observer, Capt. C. H. Keevil was killed during the battle. After the safe return of all the Gothas, Brandenburg was personally decorated with the Pour le Merite. Unfortunately, he was seriously injured in a flying accident only six days later. By then the first battle of Britain was well underway.

The First Battle of Britain by Stan Stokes.
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More than 35,000 Ilyushin Sturmovik IL-2 ground attack aircraft were produced during WW II, the largest production run of any WW II aircraft. Often called The Flying Tank, the Sturmovik played a major role in the defeat of Nazi Germany on the Eastern front. The origins of this important aircraft date to 1938 when a design team headed by Sergei Vladimorovic Ilyushin began work on a new monoplane tactical bomber and ground attack aircraft. The initial prototype was completed in 1939, but was underpowered and had several structural flaws. With several modifications and use of a 1600-HP liquid cooled engine the final prototype was accepted and production began in 1940. Only a few hundred Sturmoviks were in service when Hitlers invasion of Russia commenced. One of the key design concepts of this aircraft was incorporation of an armored shell as both protection for engine and crew, and as a structural portion of the aircrafts design. Other aircraft designs typically added armor later, burdening the performance of the aircraft with the added weight. Sergeis design was unique, and the early variants were capable of top speeds approaching 300-MPH, and were almost invulnerable to attack from small caliber weapons. The second major variant incorporated a second crew member position as a rear gunner to fend off attacks by opposing fighters. Capable of carrying a 2000 pound bomb load to its target, special armor piercing bombs carried by the Sturmoviks were capable of knocking out any German armor, including the legendary Tiger tank, if attacked from the rear. This aircraft also carried several machine guns and cannons, making it no easy prey for opposing fighters. The final production variants of this aircraft were fitted with a 2000-HP engine and were capable of 330-MPH. In recognition of the significance of his design, Sergei Ilyushin was made a Hero of the Soviet Union. He also received a cash prize from Stalin in 1945 for his design of the final variant, the Il-II-10. A competing design was the Yak-4, a twin engined ground attack aircraft. Unlike the Sturmovik, the Yak-4 proved vulnerable to ground fire, and was withdrawn by the Red Air Force from production in 1942, and was thereafter relegated to a high altitude reconnaissance role. It is generally agreed that the Sturmovik was the most important and successful ground attack aircraft to see service in WW II.
Clash of Armour by Stan Stokes.
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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.
Scratch One Flat Top by Stan Stokes. (C)
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Hermann W. Goering was born in Rosenheim, a small town near Munich, in 1893. He received an appointment to a military school, and became a flyer during WW I. He attained an excellent combat and leadership record, and was the last individual to command the famed Richtofen Flying Circus. Following the War he studied history, married, but was drifting aimlessly until he met Adolf Hitler. When Hitler came to power Goering was made economic czar, and authorized to implement a four year plan which would prepare the German economy for war. Goerings greatest personal interest was in the Luftwaffe, and ultimately Field Marshal Goering was made Chief of the Luftwaffe. The Luftwaffe performed admirably in the blitzkrieg attacks on Poland and the Benelux countries. However, Goering feared Britains entry into the War, and personally worked diplomatic channels to keep Britain out of the conflict. The Luftwaffes first defeat was in the Battle of Britain, where it was unable to wrest control of the sky from the Royal Air Force. As the War progressed, Goering supported Hitler, even though it appears he felt that the War was lost. In 1943 and 1944 Germany was devastated by massive Allied bombing attacks. Not enough resources were committed to the defense of Germanys cities, as Hitler became preoccupied with the struggle against the Soviet Union, and his desire to develop terror weapons to defeat Britain. Despite its strategic errors, the Luftwaffe developed some of the most advanced aircraft of the War including the Me-262 jet and the tail-less, rocket-powered Me-163 Comet, probably the most technically advanced aircraft of the War. Out of necessity, German aircraft designers compressed decades of development time into years or often months. Although it did not play a significant role in combat, the 163 represented a radical departure from conventional aircraft design. With a length of only 19 feet, the diminutive 163 was powered by a liquid fuel rocket engine. The production models of the Comet were fueled with a mixture of C-Stoff (a mixture of 57% methyl alcohol, 13% hydrazine hydrate, and 13% water) and T-Stoff which was 80% hydrogen peroxide. Almost 5000 pounds of fuel were carried, but the Comets engine had a burn time of only a few minutes. Many technological breakthroughs were required for the Comet program to succeed. Because space and weight were so critical, use of a conventional landing gear was not possible. Instead the 163 utilized a simple dolly consisting of an axle and two wheels which was jettisoned upon takeoff. For landing the 163 utilized a sturdy retractable skid with hydraulic shock absorbers. The Comet was also not particularly effective in combat despite its 596-MPH top speed and twin canon. The aircraft had only about 150 seconds of power once it reached altitude. Thereafter it became a very fast glider. Allied pilots learned to exploit the 163s vulnerability during landing. Rudolf Opitz, the Chief Test Pilot on the 163, was a central figure in the development and testing of the 163. Rudy met Herman Goering once at a special airshow for high ranking military and government officials. The few remaining 163s to survive the War are due to the efforts of Rudy to preserve this unique aircraft for aviation posterity.
Herman's Comet by Stan Stokes. (C)
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Although fifty years has passed since the end of WW II, the de Havilland Mosquito, or Mossie, is still held in high admiration by the crews which flew this wonderful aircraft. Built in a number of variants, the Mosquito served in a number of roles including fighter, bomber, trainer, transport, night fighter, and reconnaissance aircraft. Prior to WW II the de Havilland Company had built a good reputation for building highly streamlined, very fast aircraft, utilized for racing. The Company submitted a design proposal in 1939 for an all new twin-engined aircraft, primarily built of wood, which would be capable of 400 MPH with its twin Merlin engines. Late in 1939 the Air Ministry ordered a prototype, and in March of 1940 an initial fifty production aircraft were ordered. The Mosquito was built utilizing a one-piece, two-spar wing. Spruce and plywood were utilized extensively. The aircraft performed admirably in its initial tests and the first combat mission took place in September, 1941. Some of the early Mosquitoes were produced in a bomber variant. Early Mosquitoes were painted in a unique blue-gray camouflage. One of the first squadrons equipped with the Mosquito was number 105. In September of 1942, 105 squadron sent four of its aircraft on a daring daylight low level raid to bomb the Gestapo Headquarters in Oslo, Norway. This successful mission was lead by RAF Squadron Leader George Parry. The mission was important because the Gestapo Headquarters housed vital dossiers on Norwegian resistance personnel, and the resistance had requested the mission to boost morale. The Mosquitoes were unexpectedly attacked by two Fw-190s as they approached the target. One of the aircraft (piloted by F/Sgt. Carter) was hit and crashed while attempting a forced landing on a lake. One of the Fw-190s struck a tree during the chase, and crash landed in a mountainous area. Stan Stokes, in his striking painting, appropriately titled Those Nagging Mosquitoes, depicts the three returning aircraft of 105 Squadron flying fast and low over a fjord in Norway. Because the Mossie utilized speed as a way to avoid enemy fighters, several minor modifications were made to coax every additional MPH possible out of the aircraft. Other modification were made to some aircraft which allowed them to carry a 4,000 pound bomb. The Mosquito was also produced under license in Canada utilizing Packard-manufactured Merlin engines. The Mosquito B Mk IX utilized a pair of 1,680 HP Merlin 72s and the prototype attained a speed of 437 MPH. Other Mossies were modified to utilize a bulbous ventral radar dome. The Mosquito was produced until 1950. More than 7,700 aircraft were built. The aircraft remained in service with the RAF until 1963. Only a few restored examples of this versatile aircraft remain in existence.
Those Nagging Mosquitoes by Stan Stokes. (C)
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The A-26 Invader was one of the most effective attack bombers to see action late in the War, and the aircraft, when fitted with eight .5 caliber machine guns in its nose, was an incredibly effective ground or surface ship attack aircraft. Douglas Aircraft developed the aircraft. The team of Edward Heinemann and Jack Northrop worked on the initial design of what would become the A-20 Havoc. Northrop then left Douglas to form his own company. Heinemenn and project engineer Robert Donovan began work on the A-26 project in 1941. It would incorporate several of the A-20s features yet it would be as advanced as possible with many state-of-the-art concepts. A mid-mounted, laminar-flow airfoil wing was utilized with double slotted electrically controlled flaps. Defensive armament was limited to remotely controlled dorsal and ventral turrets both under the control of a gunner located in the rear of the fuselage. Approval to develop prototypes was received from the Army in June of 1941. Three were built at Douglas El Segundo, California plant and were designated the XA-26. Heinemanns design team had built in a lot of flexibility into the A-26s design. The aircraft could be easily modified to vary its role. A three-man attack bomber version with a Plexiglas nose could be modified into a two-man night fighter version with radar in the nose and four ventral-mounted 20mm cannons, or modified once again into a ground attack aircraft with a variety of nose-mounted armaments. Work on the three prototypes was slowed by the War, but the aircraft was ready to go into production by mid-1942. Screw-ups within the Army and a lack of manufacturing equipment delayed the start of production until 1943. The Army decided to cancel the night fighter version of the A-26 and proceed with production of both a bomber and ground attack versions of the aircraft that would be named the Invader. The A-26B with the nose-mounted armament generally was fitted with either six or eight machine guns. The B variant could carry a 6,000-pound bomb load powered by its twin 2000-HP Pratt and Whitney R-2800-27 engines. With a maximum speed of 322-MPH the aircraft had a service ceiling of 25,000 feet and a maximum range of approximately 3000 miles. The A-26C variant was the glass nosed bomber version. In total 1,355 B versions were built along with 1,336 C versions. After the War the A-26s designation changed to the B-26 – leading to some confusion with the Martin-built B-26. In Stan Stokes painting entitled No Trains Today, a pair of A-26Bs rip into an Axis freight train behind enemy lines in 1945. The A-26 would go on to serve in the Korean War and several of these splendid aircraft remain air-worthy to this day.
No Trains Today by Stan Stokes.
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At the time of World War II there was still a great deal of prejudice in America, and this extended to all the branches of the military. Although black soldiers and seaman fought with dignity and bravery during WW I, many thought that blacks were incapable of handling difficult assignments. It was therefore with great uncertainty and trepidation that the Army Air Corps authorized the training of black pilots in 1941. The Air Corps proposed that a segregated training program be established. Judge William Hastie, Dean of the Howard University Law School, who was serving as a Civilian Assistant for Negro Affairs to the Secretary of War, protested about the segregated training, but his complaints were ignored. Hastie also proposed that the Army consider affiliating with the Tuskegee Institute which had already established a pilot training program. The Army allocated $1 million for the construction of the Tuskegee Army Air Field. The men sent to Tuskegee had to pass rigorous physical tests and pass nine weeks of ground school. They then received their basic flight instruction from instructors with the Civilian Instructor Corps. Those who passed moved on to more sophisticated military training for another seventy hours of flight time. A third phase of advanced training followed after which pilot cadets received their wings and were appointed to an initial rank of either 2nd Lieutenant or Flight Officer. Only about 60% of the cadets made it through the program, and many were killed or injured in flying accidents during training. Captain Noel Parish who oversaw much of the training at Tuskegee was a vocal supporter of the men under his command. Despite their ability to successfully handle the Air Corps training program, considerable hostility was still evident and the Army was reluctant to assign Tuskegee graduates to combat units. This created a difficult morale problem for those who had earned their wings and were now anxious to see combat. Finally, in the spring of 1943, the 99th Fighter Squadron headed for North Africa. In June of 1943 the 99th finally saw combat flying P-40s. On July 2 Lt. Charles Hall became the first black aviator to record an aerial victory in WW II. The 99th played an important role in preparing for the invasion of Sicily. The 332nd Fighter Group (under the command of then Lt. Col. Benjamin O. Davis, Jr.) consisting of the 100th, 301st, and 302nd fighter squadrons entered combat in Italy flying P-39s in early 1944. By mid-1944 the Group was receiving P-47s, but in another about face the Air Corps quickly substituted P-51s. At this time the 99th FS was folded into the 332nd FG. From mid-1944 until the end of the War in Europe the Tuskegee Airmen of the 332nd FG flew an incredible number of missions. They generally escorted Fifteenth Air Force bombers on their attacks into Germany from bases in Italy. The red-tailed fighters of the 332nd FG had the distinction of having a perfect record – losing no escorted bombers to enemy fighter attack during the entire War. In Stan Stokes painting, the P-51 piloted by Charles E. McGee, who would also go on to fly combat missions in both Korea and Vietnam, is depicted over a Czech airfield on August 24, 1944. On this mission McGee would down an Fw-190.
A Perfect Record by Stan Stokes.
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Commissioned on August 24, 1940, the German battleship Bismarck was the epitome of naval power. The great ship was 823 feet in length, had a beam of 118 feet, and a displacement of 50,000 tons. After nine months of sea trials the Bismarck embarked on its first mission accompanied by the cruiser Prinz Eugen on May 19, 1941. The Bismarcks mission was to destroy and disrupt convoys carrying war relief supplies to Britain from North America. On May 20th the Bismarck was spotted and reported to British intelligence as it passed through the narrow straits between Denmark and Sweden. The British presumed correctly that the Bismarck was headed for the North Atlantic, but by which route? Dividing its naval forces in an attempt to intercept the mighty German battleship, four ships were sent to patrol the Denmark strait, including the newly commissioned battleship Prince of Wales, and the H.M.S. Hood, a heavily armed battle cruiser, pride of the British fleet. On may 23rd the Bismarck was spotted by the H.M.S. Norfolk and the H.M.S. Suffolk. The Bismarck opened fire on the Norfolk, which was out gunned by the German ship, but fortunately was able to elude the Bismarck because of heavy fog and mist. With its position identified British Naval authorities ordered several other ships to the area including the H.M.S. Ark Royal, one of two aircraft carriers dispatched. On May 24th the Bismarck was engaged again. The H.M.S. Hood took a direct hit and exploded with the loss of all but three of its large crew. The Bismarck took two hits from the Prince of Wales during this battle, one of which had the effect of reducing the huge ships effective fuel capacity, and hence range. Later that evening a torpedo plane attack was launched at the German battleship, which sustained one hit with little damage. On May 25th the Bismarck separated from the Prinz Eugen, and set a course for the French coast in hopes of making repairs. On May 26th the Bismarck was located again by a British reconnaissance aircraft. In an attempt to prevent the ship from reaching the safety of Luftwaffe air cover, a second torpedo plane attack was launched from the Ark Royal. Utilizing Fairy Swordfish bi-plane torpedo bombers, two hits were achieved. The first was amidships and caused virtually no damage. The second hit was astern, and resulted in the jamming of the Bismarcks rudder. Unable to maneuver, the great German battleship had little choice that to continue steaming for the French coast. Four more British warships lay in its path including the H.M.S. Rodney, the H.M.S. King George V, the H.M.S. Dorsetshire, and the H.M.S. Norfolk. On the morning of May 27th an enormous sea battle took place, with the unmaneuverable Bismarck taking more than 1,000 direct hits. After losing its fire control system, the Bismarck became a defenseless target. At approximately 10:00 AM Bismarcks Captain gave the orders to scuttle the enormous ship, and about 40 minutes later the great vessel slipped quietly beneath the surface of the Atlantic.
Sink the Bismarck by Stan Stokes. (B)
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SPECIAL SIGNATURES

Robin Horsfall

Robin Horsfall joined the Parachute Regiment before his selection into 22 Special Air Service. At 23 years old, he was one of the youngest members of the SAS to take part in the Iranian Embassy siege. He saw service in Northern Ireland, Oman, South America, the Falklands conflict and subsequent counter-terrorist operations.

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New Print Packs
Bristol Blenheim Aviation Art Prints by Stan Stokes and Ivan Berryman.
Dangerous
Dangerous Duty by Stan Stokes.		Blenheim

Blenheim Mk.IVF of No.68 Sqn by Ivan Berryman.
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P-47 Thunderbolt Aviation Art Prints by Richard Taylor and Stan Stokes.
Days
Days of Thunder by Richard Taylor.		Herky's

Herky's Big Day by Stan Stokes.
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Consolidated Catalina Aviation Art Prints by Stan Stokes and David Pentland.
Wings
Wings Over Waikiki by Stan Stokes.		Black

Black Cat, Indian Ocean, 1944 by David Pentland.
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SR-71 Blackbird Aircraft Prints by Stan Stokes.
Way

Way Ahead of its Time by Stan Stokes.		First

First Flight of the Blackbird by Stan Stokes.
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Pilot Signed Boulton-Paul Defiant Prints by Stan Stokes and Ivan Berryman.
Defiant
Defiant but Doomed by Stan Stokes. (B)		Night

Night of Defiance by Ivan Berryman. (AP)
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Stan Stokes Aviation Art. Collection of US Air Force and other aviation prints by artist Stan Stokes.  Stan Stokes is a California native with more than 37 years as a full time professional artist, who developed a passion for vintage cars, trains and airplanes at an early age. Model building and RC planes filled the many hours of the young enthusiasts free time. However, unlike most other young aviation enthusiasts Stokes also displayed a great gift for artistic talent. After studying art in College, Stan decided to pursue a career as a professional artist. Stokes initially focused his great talents on depicting uniquely realistic landscapes of the western desert and mountain scenes. More than thirty years ago a good friend suggested that Stan combine his passion for aviation history and flying with his artistic talents, and render an aircraft or two. The rest is history. Stan has won many prestigious awards including the Benedictine Art Award in 1975 and the Smithsonian National Air and Space Museums Golden Age of Flight award in 1985. In May of 2000, Stan was honored with the National Museum of Naval Aviations R. G. Smith Award for Excellence in Naval Aviation Art. Commissioned by the Ronald Reagan Presidential Library in Simi Valley, California, Stans 12 x 120 foot mural of the History of the Flying White House is on permanent display in the Air Force One Pavilion. In addition Stans painting of the USS Ronald Reagan is hanging in the Legacy Room of the library. In 2005 Stan also completed a painting of our nations next aircraft carrier, the USS George H. W. Bush, which is on permanent display at the George H. W. Bush Presidential Library in College Station, Texas. Stan has also completed several impressive murals for the Palm Springs Air Museum including: The Tuskegee Airmen at 12 x 60 feet and contains 51 portraits of the original Tuskegee Airmen. Dauntless at Midway at 12 x 34 feet and Corsair on Approach at 19 x 55 feet. Stans work also hangs in the Air Force art collection, the Pentagon, San Diego Aerospace Museum, and the Smithsonian National Air and Space Museum in Washington DC. Stan has had the pleasure of meeting and working with many of his boyhood aviation heroes, including the late General Jimmy Doolittle, the late Pappy Boyington, Chuck Yeager, and many many others. A true aviation history buff, Stan often spends more time pouring over research materials for his paintings to assure their accuracy to the smallest detail than he does behind the canvas. Noted for his incredible detail and strikingly realistic illustration, Stans canvases have a life-like three-dimensional effect that often leaves viewers spellbound. Today his work encompasses not only aviation and space but also portraits, landscapes, ships, classic cars and his new collection of cat-related fine art paintings. Stan particularly enjoys the tough assignment. During his 37 years as a professional artist, he has been asked to produce literally hundreds of paintings documenting historical events, people and places. Although Stan has logged many hours flying his own airplanes, in recent years pleasure flying has had to take a backseat to the artistic demands of his backlog. Stan was commissioned to paint more than twenty original paintings for an aviation museum being in the Philippines. Since the mid-1980s NASA has also tapped Stans talents from time to time and he has completed more than fifteen paintings ranging from the space shuttles to the SR 71 Blackbird. Stan has also painted numerous works for the cutting edge genius in aviation and space design, Burt Rutan.

Cranston Fine Arts are proud to be a major distributor of Stan Stokes art prints in Europe and Worldwide.  

 

 

 

 

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