The Racing Age by Stan Stokes.

From 1927 until the outbreak of WW II, America was captivated by the sport of air racing. Daring young pilots flying the fastest machines in the world competed for prestige and prize money. In their all-out quest for speed the designers and builders of these racing aircraft pushed the envelope of aircraft science, and were responsible for much of the progress in aviation design during this period. The Cleveland National Air Races were first held in late 1929 prior to the Great Stock Market Crash. This ten-day long event drew several 100,000 attendees. One of the features of this show was a fifty-mile, all-out, free-for-all, staged over a five-mile pylon course. This would prove to be the first Thompson Trophy Race, and it was won by Doug Davis flying a TravelAir R monoplane. Davis bested a field of military entrants by a considerable margin. The success of this initial race caused the Thompson Products Co. to petition the NAA with a proposal to make the race a 100-mile event in 1930 with a purse of $10,000, which was an enormous sum at that time. The 1932 Thompson Trophy Race is considered one of the classics in the series. Eight aircraft participated in that race, which was ultimately won by Jimmy Doolittle flying the Gee Bee R-1 racer built by the Granville Brothers in Springfield Massachusetts. Roscoe Turner, one of the great aviation showmen of the era, flew a Gilmore Oil Co. sponsored Wedell-Turner racer. Robert Hall flew his newly designed Hall Bulldog. Jim Wedell participated in his Wedell 44, as did Jim Haizlip flying a Wedell-92. Other participants included Lee Gelbach flying the Gee Bee R-2, William Ong flying his new DGA-5 Ike, and Ray Moore piloting an aluminum Rider R-1. The 1932 Thompson was the only race in which the infamous Gee Bee Model R participated. This aircraft was nasty to fly. Lowell Bayles had won the 1931 Thompson race flying a Gee Bee Z racer. However, Bayles was killed in a flying accident prior to the 1932 competition, and Bob Hall, who was formerly the Granville Brothers chief designer, left the organization to strike out on his own. Not to be left out of the 1932 race, the Granvilles developed two race aircraft the R-1 and R-2. Although similar in appearance, the R-2 was set-up for long distance racing whereas the R-1 was built for speed. The Granvilles sold the R-1 to Russell Boardman who planned to pilot it in the 1932 race. Prior to the race Boardman was hospitalized. Jimmy Doolittle became available to fly the R-1 after he crash landed his Laird racer on the eve of the races. If anyone could tame the difficult-to-fly R-1, Doolittle was probably the man. When the race began at 5:20 PM Doolittle used half power to maintain control during takeoff. On the first lap Jimmy took the lead despite flying wide turns in order to maintain control. On the second lap the R-1 began to emit a stream of gray-black smoke due to too high rich a fuel mixture. Doolittle continued to pour it on attempting to lap the entire field for a little frosting on his victory. The 1932 Thompson would be Doolittles last, and it was the only Thompson in which the infamous R-1 would compete.

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ITEM CODE STK0179

1934 American Classics by Stan Stokes.

Stan Stokes, in his painting, 1934 American Classics, beautifully portrays a Hollywood movie star and her pet dog embarking on a chartered Ford Trimotor from the Grand Central Air Terminal (owned and operated by Curtis-Wright) in California. Probably bound for a weekend visit to San Simeon, the palatial retreat of the publishing magnate, William Randolph Hearst, the trip to San Luis Obispo will take only ninety minutes. The early afternoon rains have left puddles on the tarmac, but fair skies have returned to the San Gabriel mountains, and the trip should be a smooth one. During the Great Depression the Packard Company introduced some of its most stunning and high performance automobiles. The 1934 Packard LeBaron Speedster, pictured in the painting, was one such machine. Costing nearly $8,000 the Packard LeBaron Speedster was about two to three times the price of a nice three bedroom house. Only the very wealthy could afford such luxuries during the Depression. Note that the Speedsters fenders are reminiscent of the wheel covers on racing planes during the era of the Thompson Trophy Air Races. The Speedster was powered by a 160 HP V-12 engine which displaced 445 cubic inches. Around this time it is believed that among the Hollywood notables that owned Packard Speedsters were both Clark Gable and Douglas Fairbanks. The Ford Trimotor was introduced in 1926 and between 1926 and 1933 Ford produced approximately 200 of these capable aircraft. Ford Trimotors remained in service long after they were made technically obsolete by more modern aircraft, and it is reputed that one aircraft built in 1928 was still in regular service as late as 1970. Admiral Byrd utilized a 4-AT version of the Trimotor for his 1929 Antarctic expedition. The Ford Trimotor played an important role in introducing commercial aviation to the general public during the years of the Great Depression. The basic model carried eleven passengers and a crew of two, had a cruising speed of 107 MPH, an operational ceiling of 16,500 feet, and a range of 570 miles. Due to its corrugated metal exterior skin the Trimotor was affectionately known as the Tin Goose. The Tin Goose had a wingspan of nearly 78 feet, and was fifty feet in length. In 1930 Transcontinental and Western Air (TWA) began the first coast-to-coast commercial service utilizing Ford Trimotors. The trip took only thirty-six hours, if the weather was cooperative.

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ITEM CODE STK0184

Wileys Wild Ride by Stan Stokes.

The Lockheed Vega was the aircraft of choice for many of the record-setting pilots of the 1920s and 1930s. Lockheed Aircraft Corporation was organized in December of 1926. Its first plant was a delapidated building in Hollywood, California. Lockheeds two primary designers were Jack Northrop, who would later found his own company, and Gerry Vultee, who would also become a famous aircraft manufacturer on his own. The Vega was the first commercial product from the new company. Despite its streamlined appearance, the Vega utilized WW I era technology. A plywood fuselage was shaped in large concrete molds, and the wing was designed incorporating techniques pioneered by Anthony Fokker. Initially powered with a 220-HP Wright radial engine, the aircraft was designed to carry up to five people at the speed of 135-MPH. Publisher Geroge Hearst purchased the first Vega for $12,000, and entered the aircraft in an Oakland to Hawaii race. This aircraft never reached Hawaii. Despite this setback interest in the aircraft increased. George Wilkins purchased a Vega and used it to fly the polar route Point Barrow to Norway. He also utilized two Vegas for an expedition to Antarctica. Other aviators lined-up to get their hands on a Lockheed. Art Goebel and Harry Tucker set a transcontinental speed record in the Vega of less than 19 hours, becoming the first to make this trip in less than 24 hours. With the favorable publicity generated by these record setting flights, Lockheed was willing to make modifications to its aircraft to serve particular needs of the customer. Air racer Roscoe Turner flew a Gilmore sponsored Vega which had been modified into a parasol wing configuration, with an enclosed cockpit moved aft on the fuselage. One of the more famous Vegas was that owned by an oilman named F.C. Hall. The aircraft was named the Winnie Mae after Halls daughter. The man selected by Hall to pilot his Vega was Wiley Post. Post was a former Oklahoma oil field worker who lost an eye in an accident. He used the money he received for his injury to take flying lessons. In 1930 Hall sponsored Post in the National Air Races which he won. The following year Post and his navigator Harold Gatty circumnavigated the globe in 8 days - smashing the previous record held by the German dirigible Graf Zeppelin. In 1933 he accomplished a solo-circumnavigation of the globe in seven days. In 1934 and 1935 Wiley set a number of altitude records. He attained a speed of 340-MPH aided by the jet stream during a transcontinental attempt in 1935, which unfortunately ended with a crash landing and the destruction of the Winnie Mae. Later in 1935 Wiley Post was killed with his friend and well-known comedian Will Rogers in the crash of a floatplane in Alaska. Both Wiley and the Winnie Mae, however, merit an honored place in American aviation history.

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ITEM CODE STK0183

Hong Kong Clipper by Stan Stokes.

The Glen L. Martin Company had a long history as a designer and manufacturer of successful flying boats. The company had developed several different flying boats for the Navy, including the PM the P3M and the XP2M. However, when the company began considering the development of a large commercial flying boat for Pan Am, there was considerable internal controversy. The Great Depression was underway and many aircraft manufacturers were going bankrupt. Glenn Martin insisted that the company proceed, and lie was highly motivated to show the world that his organization could design and produce the finest flying boat ever built. The end product of their efforts was the M-130. Credit for its design is shared with Martins Chief Engineer (L.C. Milburn), the Project Engineer (L.D. McCarthy), test pilot (WX. Ebel), and Pail Ams Chief Engineer (Andre Priester.) The first of the three MA 3 Os was the China Clipper. It made its maiden flight on December 30, 1934. The M- 130 had a wingspan of 130 feet, a gross weight of 5 1,000 pounds, and was initially powered by four Twin Wasp radials generating 830-HP each. (In 1938 more powerful engines and automatically adjustable pitch props were refitted onto all three M-130s.) The M-130 had a capacity of 32 passengers, and were equipped with 18 sleeping births. They were flown by a crew of eight professionals. The practical range of the aircraft with a normal load was about 3000-miles, which at a typical cruising speed of 130-MPH implied an endurance of almost 24 hours in the air. One unique design feature of the M-130 was the use of sponsons, or water wings, which actually helped the aircraft lift off from the water. The three M-130s were christened the China, Hawaii and Philippine Clippers by Pan Am. The China Clipper was accepted by Pan Am in October of 1935. In November this aircraft flew from Alameda, California to Manila in the Philippines; completing the 8,200 mile journey with a total flight time of 59 hours and 48 minutes. It arrived in Manila only two minutes behind its scheduled arrival time. The Philippine Clipper entered service next and was used for survey flights to map the Manila to Hong Kong route. The Hawaii Clipper entered service in October of 1936. This aircraft, unfortunately was lost during a flight in 1938 from Guarn to Manila, and its fate is unknown. The Philippine Clipper was lost in 1943 on a flight from Hawaii to San Francisco. Lost in bad weather the plane hit a mountain northwest of the city. The China Clipper was utilized by the US Navy during the War, and was returned to Pan AM in late 1943. For the next year it flew the route from Miami to Africa. On the night of January 18, 1945 the China Clipper crashed while attempting a landing in Trinidad. At the time of this tragedy the aircraft had successfully flown more than three million miles. In Stan Stokes painting the China Clipper takes off from Hong Kongs busy harbor in the late 1930s. The China Clipper may be the best known and most-loved commercial aircraft in history. It signalled the beginning of long distance commercial airline service, which by revolutionizing international passenger travel and mail delivery, made the Earth a rnuch smaller place for all of its inhabitants.

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ITEM CODE STK0186

Fateful Voyage by Stan Stokes.

Construction of the dirigible Hindenburg began in 1931 in Friedrichshafen, Germany. The huge dirigible took nearly five years to complete. It was 804-feet long, and at its widest point was 135-feet in diameter. The Hindenburgs gas capacity (in 16 gas cells) was more than 7 million cubic feet. Each cell was coated with a gelatin solution to insure its permeability against the volatile hydrogen gas. The Hindenburgs frame was made of a special alloy of aluminum and copper. The Hindenburg was powered by four huge 16-cylinder diesel engines. Each engine provided 1300-HP of take off power, and 850-HP for sustained cruising. A navigation room in the control car contained two gyro compasses, a radio compass, and a telephone switchboard. The radio room was directly above the control car. In the bridge located in the control car were the controls for controlling the engines, releasing ballast or hydrogen, and in adjusting rudder or elevators. Each passenger had a 78 x 66 inch cabin consisting of an upper and lower berth, a folding wash basin, and a collapsible writing table with folding chair. Rooms were for sleeping as passengers spent most of their time elsewhere on the ship. The lounge was decorated with a huge mural and was fairly spacious. It included a baby grand piano. The reading and writing room was a quiet area where passengers could write letters, and the smoking room was the only area on the ship that smoking was permitted. Kept under positive air pressure no hydrogen could enter the smoking lounge. The largest space on the ship was the dining room with promenade. On May 6, 1936 the Hindenburg departed Germany with fifty passengers and a crew of fity-five on its maiden voyage to America. The aircraft reached the Naval Air Station at Lakehurst, New Jersey approximately 61 hours later. The huge ship was eased into her hangar, and the passengers disembarked for a short plane ride to Newark Airport. On its return trip the Hindenburg completed the journey in less than 49 hours, unprecendented in the days of long distance sea travel. The Hindenburg made ten round trip crossings in 1936. In 1937 the plans called for the Hindenburg to make 18 Atlantic crossings. The first of the 1937 trips began on May 3. Thirty-six passengers and a crew of sixty-one were onboard. Headwinds were very strong on this voyage and it took three full days to reach the New York area. It was late in the afternoon and thunderstorms were reported in the area. The Hindenburg made a courtesy sightseeing tour of Manhattan and at 7:00PM headed into Lakehurst for landing. At about 200-feet in altitude a tongue of flame appeared at the stern. It spread rapidly and within a few short seconds the Hindenburg was a giant fireball, falling to earth tail first. The catastrophe was covered by film and radio broadcasts, and to this day is one of the most devastating disasters ever recorded. Miraculously, there were a fair number of survivors, but the age of the dirigible was over.

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ITEM CODE STK0171

Jimmys Record by Stan Stokes.

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

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ITEM CODE STK0174

Flying Luxury Liner by Stan Stokes.

The Curtiss Condor was the civilian transport version of the B-2 bomber. It was developed in the late 1920s with the principal design staff consisting of G. Page, T. Wright, S. Vaughn, and R. Beisel. The design utilized the same metal tube and aluminum spars as in the B-2. The Condor was wider with a six foot wide fuselage, and as there was no need for gunner cockpits, the aft engine nacelles were faired in and the space utilized for mail and cargo. A significant design factor was the incorporation of 3 inches of Dry Zero soundproofing in the cabin, which made the Condor considerably quieter inside than the other passenger craft of the era. The interior of the Condor was quite spacious and luxurious with a full six feet eight inches of head room in the cabin. The Condor was arranged to carry 18 passengers with six seats arranged in three cabins. Reclining seats were utilized in the two forward cabins with the rear cabin equipped with lounge seats. Passengers had large windows for sight-seeing, and passenger lighting and air vents were utilized. The Condor also had a heated cabin, not common on most aircraft of that era, which was driven by two small boilers attached to the engine exhaust manifolds. A lavatory with hot and cold running water was also standard. The Condor first flew in July of 1929. Early production models were difficult to fly and the Curtiss Company undertook modifications to improve the flying characteristics of the aircraft. With the Great Depression underway it was not easy getting orders for this aircraft, and Eastern Air Transport ended up as the proud owner of six Condors. The Curtiss Company opted to kill the Condor program at this point and focus on a totally new aircraft, the T-32 Condor II. The Condors went on to serve Eastern well. The aircraft was reasonably reliable and was well liked by passengers. Glenn H. Curtiss made his final flight in May of 1930 in a Condor from Albany to New York, which was to commemorate his historic flight of twenty years earlier. Two months later, Curtiss, one of the early pioneers of American aviation would die at age fifty-two. In Stan Stokes painting, entitled Flying Luxury Liner, an Eastern Air Transport Condor approaches Hoover Field in Washington, D.C. in November of 1931. The T-32 Condor IIs debut was impacted by the introduction of the Douglas DC-1 in 1934. This all metal, low wing monoplane would become the DC-2 in its first production variant. The days of the passenger biplane, for al practical purposes, were over.

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ITEM CODE STK0194

Tahiti Clippers by Stan Stokes.

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

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ITEM CODE STK0192

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.

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ITEM CODE STK0159

Lady Pioneer by Stan Stokes.

While considerable controversy still surrounds the disappearance of Amelia Earhart in 1937, there is no question that Amelia Mary Earhart was one of the great pioneers of American aviation. Born in Atchison, Kansas in 1897, Amelia was the daughter of a railroad attorney. She exhibited an adventurous spirit at a young age, and was able to travel extensively with her parents. In 1918 at the age of twenty-one, Amelia witnessed a flight demonstration in Toronto, and this inspired her to take a course in engine mechanics. Three years later she was in New York City studying medicine at Columbia University when she had the opportunity to take her first airplane ride to California. She immediately decided to learn to fly, and she remained in California where she obtained her pilots license in 1921. During the next few years Earhart had many jobs in many locales, but her true love was flying. Amelia was the first female passenger to cross the Atlantic in 1928, and the fame this generated allowed her to direct her attention at attempting other record-breaking feats. Amelia met George Putnam during this time, and he supported her flying efforts. They married in 1931. In 1932 Amelia became the first woman to make a solo crossing of the Atlantic flying a Lockheed Vega. Months later she became the first woman to completed a solo flight from Los Angeles to New York. Her next major record came in January, 1935 when she completed a solo flight from Honolulu to Oakland in a little over 18 hours. In 1936 Earhart was appointed to the faculty of Purdue University which provided her a Lockheed Electra as a flying laboratory. Having access to the Electra allowed Amelia to begin planning her dream flight, an around the world crossing as close to the equator as possible. In March of 1937 she embarked on a round the world trip in a westerly direction, but her aircraft was damaged on take off from Hawaii. In June a new route going in an easterly direction, starting from Miami, was mapped out by her navigator, Fred Noonan. Departing on June 1, 1937 Earhart arrived in Lae, New Guinea some 22,000 miles and 146 flying-hours later. The next leg of this record setting trip would cover 2,500 miles over the Pacific with the intended destination being the tiny Howland Island. When Earhart and Noonan failed to arrive, a massive search commenced, which was abandoned in mid-July. Presumably lost at sea, the nation mourned the loss of one of its heroes. In Stan Stokes painting entitled Lady Pioneer, Amelias beloved Model 10E Electra is depicted next to the aviators Cord automobile. This aircraft was delivered to Earhart in 1936. It was powered by twin 550 HP Wasp S3 H 1 engines, and was equipped with extended range fuel tanks, giving the craft a maximum range of 4,000 miles. The Electra was returned to Lockheeds plant in Burbank in 1937 for repairs following the accident in Hawaii. A new right wing was fitted, and repairs were made to the center fuselage and landing gear. The Civilian Aviation Administration officially canceled the registration of Earharts NR16020 in July of 1938, approximately one year after her disappearance. 1997 marked the 100th anniversary of Earharts birth and the 60th anniversary of her disappearance.

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ITEM CODE STK0175

Barnstormers by Stan Stokes.

Prior to WW I the US Army had purchased a total of two dozen aircraft (principally Curtiss and Wright machines) and almost half of these had been destroyed in crashes. In addition eight of the Armys fourteen pilots had been killed in flying accidents. The Navy was not much better off with a total of six operational aircraft and only nine pilots on its rolls in 1913. With each accident something was learned, and both the aircraft and their pilots slowly improved. When WW I began, the Germans had more than 500 military aircraft. The French had a similar number and the Brits had about half that amount. Despite the outbreak of War in Europe, the US Congress continued to ignore the prospects for military aviation, appropriating only scant amounts of funds. When America finally entered the Great War in April of 1917 an Aircraft Production Board was organized. The Board recommended a massive appropriation to train 7,500 men for both the Army and Navy aviation efforts, and to assist industry in the production of 3,700 aircraft in 1918, 6,000 in 1919 and 9-10,000 in 1920. When Congress reviewed the budget requests it was heavily swayed, and without a single dissenting vote, appropriated $640 million to procure more than 20,000 aircraft and 40,000 engines. The government overestimated the fledgling American aviation industrys manufacturing capacity, with the result that many of the aircraft flown by American forces in WW I would be either foreign-built, or American-built aircraft of foreign design. One notable exception to this was the Curtiss JN-4 Jenny. The Curtiss Aeroplane and Motor Company was one of the two dominant American aircraft producers, the other being the Wright-Martin Aircraft Company. The Jenny became the primary trainer for training American pilots during the War, and many thousands of these aircraft were produced. Following the War, many surplus Jennies were available for purchase, and these aircraft were used in many roles, including flying the US Mail. Some of the 20,000 American pilots of the Army and Naval air services that reentered civilian life after the War purchased these surplus Jennies at a fraction of their original cost, and began barnstorming the country to earn a living. Taking their fragile airplanes to all areas of the country, these barnstormers exposed aviation to the general public. Remember, at that time the majority of people had never even seen an airplane, let alone taken a ride in one. Early on, the barnstormers could charge as much as $10-20 for an airplane ride, but as competition increased prices plummeted to as little as $2-3. Living as flying gypsies, these flyers had their share of tragedies, as they often had little knowledge of, and few funds for performing, even routine maintenance on their aircraft. Nonetheless, barnstormers are an important part of American aviation history, and Stan Stokes painting captures the feel of this between-wars era.

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 £40.00

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Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

Part of our Buy One, Get One Half Price Offer

ITEM CODE STK0185

Between Wars Classics by Stan Stokes.

During the between Wars years two aircraft manufacturers, Boeing and Curtiss, were the dominant suppliers of fighter aircraft for the United States armed forces. A series of Curtiss-manufactured hawk fighters was in service from the mid-1920s until just before WW II. The P-6E was delivered beginning in 1932 and was powered by a 675-HP Curtiss V-1570-23 Conqueror engine. This bi-plane fighter was highly maneuverable and capable of almost 200-MPH. It was armed with twin forward-firing 0.3 inch Browning machine-guns. In many respects it represented the pinnacle of American biplane fighter designs. In contrast the Boeing P-26 Peashooter was a very important transitional aircraft in the evolution of the fighter. It embodied the transition from the WW I vintage highly maneuverable biplanes to the sleek, very fast, all-metal, monoplane fighters of WW II. Surprising is the fact that the P-26 was the last fighter to be mass-produced by Boeing, the company founded in 1916 by William Edward Boeing. The Companys first large contract was secured in 1919 for the MB-3A fighter for the USAAC. Boeing utilized a unique welded tube fuselage in place of the original wood structure in the original design. Success with this program lead to additional contracts, and Boeing became a strong competitor to the much larger Curtiss Company for fighter aircraft for both the Air Corps and the Navy. The culmination of Boeings biplane fighters was attained with its Model 83 which became the Navys F4B, and the Air Corps P-12. In 1928 the company began exploring the possibility of a monoplane fighter. The Model 200 Monomail was designed as a high-speed mail plane for Boeing Air Transport (the precursor of todays United Airlines.) The initial military version that evolved from this aircraft was the P-26. The P-26 was 20% faster than Boeings P-12 biplane, but it had a slower rate of climb and a lower service ceiling. Also, the high landing speeds of the prototype resulted in production models of the P-26 being equipped with landing flaps. Boeing engineers retained some very conservative design elements in the Peashooters design such as a fixed landing gear and an open cockpit. Many of these compromises would doom the aircraft to a very short useful life, as the P-26 was quickly made obsolete by the much faster Seversky P-35 and the Curtiss P-36 fighters which appeared in 1936. The USAAC accepted a total of 139 Peashooters in 1933-34. The Navy could not be convinced to order the aircraft. Many P-26s sported the wild USAAC paint schemes which typified the between Wars period. The P-26 would see some combat with the Chinese and Philippine Air Forces. In Stan Stokes painting a P-26 of the 94th Pursuit Squadron Snow Owls lifts off from Selfridge Field while a Curtiss Hawk it would soon be replacing taxis to its parking area.

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 £40.00

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ITEM CODE STK0155

Sparrowhawks of the Macon by Stan Stokes.

In 1924 the US Navy took delivery of the Los Angeles, which was built by the Zeppelin Company in Germany. A partnership was formed between the Goodyear Company and the Zeppelin Company for developing rigid airships in the United States. Rear Admiral William A. Moffett was unquestioned booster of the rigid airship program in the United States during the 1920s and 1930s. As chief of the Bureau of Aeronautics Moffet had considerable influence. In 1926 he was successful at getting Congress to allocate funds for the construction of two 758-foot long rigid airships (the USS Akron and the USS Macon) with a capacity of 6.5 million cubic feet of helium, more than twice the size of the Graf Zepplin which would circle the globe in 1929. The Goodyear company commenced construction of a huge hangar at Akron which would be used for construction of the first of the two massive airships. Utilizing three keels and thirty-six longitudinal girders, the Akron had a sturdy airframe. One of the most novel features of these two new airships would be their ability to launch and recover Curtis F9C-2 Sparrowhawks, making them the first flying aircraft carriers. The Akron was completed in September of 1931, but it would be nearly a year later before the Sparrowhawks were deployed. The Akron logged about 1,700 hours of flying time, but on the night of April 1, 1933 the Akron crashed in the icy Atlantic off the New Jersey shore with few survivors. Admiral Moffett was one of the fatalities. It was the worst aviation disaster in history - at that time. Construction of the Macon was completed only weeks after the loss of its sister ship. Some improvements had been made to her design. She was lighter and faster than the Akron, and could carry up to five Sparrowhawks vs. only three for the Akron. Following testing of the new airship in the New York- New Jersey area, the Macon was ordered to newly named Moffet field in Sunnyvale, California. On July 18, 1934 the Macon utilized its Sparrowhawks to intercept a pair of US Navy ships at considerable distance off the Pacific Coast. The cruiser USS Houston was carrying Franklin D. Roosevelt on a trip from Panama to Hawaii. Startled to encounter aircraft at such a considerable distance from land, they would be even more shocked when the Sparrowhawks would deliver newspapers and mail for the President. In the late summer and fall of 1934 the Macon was sent east for fleet training exercises in the Atlantic. Utilizing a simple radio homing beacon for the first time the Macon proved beyond a doubt that the concept of air launched scouting planes was feasible. However, in February of 1935 the USS Macon met the same fate as its sister ship. While cruising up the California coast near Point Sur, the great airship encountered turbulence and began to break-up. Fortunately, only two of the eighty-three man crew were lost.

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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ITEM CODE STK0158

Show of Strength by Stan Stokes.

Following The War to End All Wars military expenditures were severely curtailed, and only limited funds were available to support new military aviation projects. A number of important issues, which would influence the future of aviation, were debated in both public and private forums during this period. One related to the general importance of the role of aircraft in future military conflicts. A second was the relative importance of bombers vs. pursuit aircraft, and another issue affecting aviation was the rivalry between the Navy and the Army. One of the tactics utilized by the Armys Air Corps during this period to generate positive public support for its efforts, was the massing of large airborne armadas to impress the general populace. Many such fly overs took place during this period, and many were quite extravagant in terms of the sheer number of aircraft assembled for the displays. In Stan Stokes painting appropriately entitled A Show of Strength, one of these fly overs takes place over Boston in the mid-1930s. The aircraft featured in the scene is the Martin B-10 bomber. This aircraft, although a bit funny-looking by todays standards, was unique in many respects. Designated by its designer as the Martin Model 123, it was designed as a speculation by Martin, and a prototype was given to the Air Corps for evaluation in 1932. Called the XB-907 by the Army, the prototype could attain a top speed of 197-MPH. Later modifications included more powerful, cowling-covered, Cyclone engines, and a slightly larger wing surface. A gun turret was also added to the nose, and the top speed was enhanced to 207-MPH, an impressive figure for that time. Martin won the coveted Collier Trophy for this design, but more important to the company was the award of an initial contract for 48 production versions of the aircraft. The aircraft began to reach operational units in 1935, and additional orders for more than another 100 B-10B variants were placed. Powered by twin 775-HP 9-cylinder radials, the B-10B could carry a maximum bomb load of 2,200 pounds, had a range of 590 miles, an operational ceiling of 24,000 feet, and a maximum speed of 213-MPH. This was a good sized aircraft for the time with its 71-foot wingspan and 45-foot length. In 1936 the Government authorized the B-10 for export and more than one hundred B-10s were sold overseas, with the largest numbers going to the Netherlands Antilles, Argentina, Turkey, and China. Some of these models were modified to utilize one long green house canopy instead of the two utilized on the fuselage of the standard versions. The production life of the B-10 was cut short by the introduction of the Douglas B-18 and Boeing B-17, which were more advanced designs. Also shown in Stans painting escorting the B-10 bombers over Boston are two 1930 vintage Air Corps pursuit planes; the Boeing P-26 pea shooter monoplane, and the Curtiss P-6 Hawk biplane.

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ITEM CODE STK0156

Brazilian Clipper by Stan Stokes.

Although commercial aviation progressed in Europe during the 1920s, it remained dormant in America during most of the decade. In the late 1920s two Americans, Juan T. Trippe and Ralph A. ONeill came upon the scene and both were obsessed with the idea of building a dominant American overseas airline. Trippe was born into a prominent family and had attended Yale University. Trippe formed Eastern Air Transport with some of his Yale flying club buddies, and later merged a company into Pan American Airways, a small regional carrier in the Caribbean. Trippe utilized Fokker trimotors in the early days, but as his airline expanded, flying boats became the preferred aircraft because of the fact that they did not require runways and airports. There were few useable airfields in the early days of commercial aviation, but there were plenty of rivers and harbors. Pan Am purchased an S-36 flying boat from Sikorsky Aircraft in 1927. Sikorskys next flying boat was the S-38. It was very successful and saved Sikorsky Aircraft from bankruptcy following the market crash in 1929. The S-40 was the first of the great Pan Am Clippers. Weighing more than 17 tons it was a bit larger than the S-38 and somewhat less ungainly. In flight the S-40 was something to behold. Although the S-40 was successfully deployed on Pan Ams South American routes, it was not capable of making long haul flights necessary to cross the Atlantic or Pacific. The S-42 was Sikorskys response to Pan Ams needs. The first S-42 was built in 1933, and it first flew in March of 1934. The S-42 had a full-length hull unlike the cut off hulls of the prior Sikorsky models. It was powered by four 700-HP radials and utilized the new Hamilton Standard variable pitch props. The aluminum skin of the S-42 was flush riveted to reduce drag. The S-42 was a true seaplane and its fuselage was broken up into nine watertight compartments. It set several world records for weight-to-altitude records with Charles Lindbergh at the controls for several of the record-setting flights. A total of ten S-42s would be produced, and Pan American Airways purchased all of them. They were 69-feet in length with a wingspan of 118 feet. The total wing area was 1340 square feet and the aircraft had a gross weight capacity of 42,000 pounds. Powered by four Pratt & Whitney Hornet Radials generating 750-HP each the S-42 could attain a top speed of 190-MPH in level flight. It had a service ceiling of 16,000 feet. A typical cruising altitude and speed would be more like 140-150-MPH at 5,000-feet. An S-42 was used for survey flights for Pan Ams Pacific routes. The S-42s cut almost 50% off the total travel time for Pan Ams South American long distance routes because the aircraft required fewer stops with its range of 1,120 miles. As depicted in Stan Stokes painting an S-42 makes its inaugural scheduled flight to Brazil in August 1934. The aircraft would be christened the Brazilian Clipper during its visit to Rio by Señora Getúlio Vargas, wife of the Brazilian President.

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0196

Billy Shows Them by Stan Stokes.

In the period following WW I, Americas military spending was severely curtailed. The Air Service of the United States Army, which had performed admirably in the latter stages of the War, was treated like an unwanted child. The Air Service had detractors within the regular Army, the Navy, and the Naval Air Service. Rivalry between the Navy and Army was fierce during these times, and competition for the limited amount of funds available for defense spending further intensified matters. Brigadier General Billy Mitchell was one of the senior officers in the US Army Air Service. A veteran of WW I, Billy was an outspoken advocate of the Air Service. Mitchell requested permission to attempt to sink the German dreadnought Ostfriesland in a demonstration off the Virginia coast. The Navy was anxious to discredit the Air Service, and even within the Army itself there were many rooting against Mitchell. Mitchells commanding officer ordered him to attack the Ostfriesland from a minimum altitude of 5000 feet, and to utilize nothing greater than 1000 lb bombs. Mitchells first attempt was not successful, but on his second attempt on June 21, 1921 he disobeyed his direct orders and used 2,000 pounders dropped from low altitude. These bigger bombs shattered the hull plates of the German ship and she sank in about twenty minutes. This infuriated the Navy, which did not anticipate this result, and also resulted in Mitchell being demoted to Colonel. For the attack Mitchell utilized six Curtis MB-2 twin-engine bombers. The MB-2 was developed by Curtis in response to the Armys request in 1917 for a medium-range bomber superior to anything available at that time. The MB-1 first flew in 1918, and in 1919 an improved variant, the MB-2, took to the air. Following the crash of the USN airship Shenandoah, Mitchell publicly criticized Admiral Moffett, head of the Navys Air Service. He also strongly criticized senior Army officers due to the terrible safety record for the Air Service. These remarks lead to the much publicized court marshall of Billy Mitchell. Mitchell was found guilty and stripped of his rank, and suspended from duty for a period of five years. Despite this set back, Mitchell continued to lobby for both a safe and strong independent Air Force. He was convinced that the outcome of the next major world conflict would be determined by air power. Many of Mitchells ideas would ultimately be implemented, and he is generally acknowledged to be the Father of the modern American Air Force.

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ITEM CODE STK0160

Stearman Lesson on the Wing by Stan Stokes.

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.

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ITEM CODE STK0190

Flying Postmen by Stan Stokes.

The inauguration of air mail service in the United States in 1918 would prove to be a very significant development in the evolution of the aviation industry. Spearheaded by Assistant Postmaster General Otto Praeger, Congress approved funding for a limited service between New York, Philadelphia, and Washington. The inaugural flights took place in May of 1918 utilizing US Army pilots and Curtiss JN-4H aircraft. Although initial public demand for air mail service was negligible, the Post Office demanded a damn-the-weather attitude from its pilots. This resulted in the Army withdrawing from this arrangement out of the fear of losing pilots and equipment. Not to be deterred, the Post Office ordered six new Standard bi-planes, and recruited its own pilots. Max Miller signed on as the Air Mail Services first civilian pilot, and flew his Standard from College Park Maryland on August 12, 1918, which was the first air mail flight utilizing civilian aircraft and pilots. The Standard which was designed as an Army trainer had developed a bad reputation for its Hall-Scott engine catching fire, and had been grounded by the Army. Re-fitted with the 150-HP Hispano Suiza engine, the Standard was faster than the Curtiss Jennies and had a much greater range. As the air mail service expanded westwards, the Allegheny Mountains presented a formidable obstacle for these fragile aircraft and their pilots, which had to navigate by following railroad tracks or other landmarks, often in terrible weather. Referred to as the Hell Stretch the mountains claimed many lives in what came to be termed the Suicide Club. E. Hamilton Lee was one of the early heroes of the Air Mail Service, pioneering routes between Chicago and Minneapolis and Chicago and St. Louis. Lee logged more than 4 million miles prior to his retirement in 1949. In the mid-1920s the Post Office had inaugurated night flying utilizing a unique series of beacons along its routes. The de Havilland D.H. 4 (depicted in Stan Stokes painting) became one of the mainstays of the Post Offices fleet, and constant modifications were made to these aircraft including experiments with air-to-ground radios, and ingenious navigational aids and flight instruments. In the 1920s the Post Office opened up many of its routes to private carriers, which assisted many early commercial airlines in getting started in business. In the late 1920s many new aircraft debuted as mail carriers including the Stearman C-3MB, the Pitcairn PA-5, and the Boeing 40B. The Northrup Alpha, a unique all-metal, cantilever-wing design was used to pioneer coast-to-coast routes in the early 1930s. One lasting byproduct of this era are the numerous air-mail stamps and first day covers which flew the world, and are now prized by both aviation buffs and stamp collectors alike.

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0172

First Across the Pond by Stan Stokes.

During WW I, German U-boats took a substantial toll on Allied shipping, and during the War military planners were anxious to explore the possibilities of aircraft being developed which could thwart this menace. Existing land-based patrol aircraft had given a fair account of themselves, but because of their inability to patrol areas far from land, they were of only limited use. What was needed was a very long range flying boat capable of venturing far out to sea in search of enemy shipping, and submarines. The U.S. Navy contacted aviation pioneer Glen Curtiss who was at that time working on a small sea-worthy flying boat for the United States Coast Guard. Curtiss produced two alternative designs of a long-range flying boat for the Navy, and the smaller three engine design was selected. The Navy commissioned work on four aircraft to be designated NC 1 through 4. Incorporating the new Liberty engine, these aircraft were completed at the close of hostilities. On November 27, 1918 one of these flying boats carried aloft a record-breaking 51 passengers. However, it appeared that the Wars end would slow or lead to a discontinuance of the Navys long-range patrol aircraft plans. Commander John Towers proposed that the NCs, or Nancy Boats as they were often called, be utilized in an attempt at the first transatlantic flight. Such a trip would require a long flight to the Azores, with Navy ships stationed along the route to provide navigational headings. On May 16, 1919 three of the Navys NC aircraft departed Newfoundland on the first leg of this record breaking trip. The three aircraft were forced to separate during the long and dangerous flight. NC1, commanded by Lieutenant Commander Bellinger became lost, and a decision was made to put the aircraft down. Although NC1 landed successfully the crew had misjudged sea conditions, which were too severe to attempt a takeoff. The crew of NC1 was rescued by a Greek freighter, but the aircraft was lost. The NC3 faced a not too dissimilar fate. Damaged during a forced landing, the aircraft drifted for two days before taxing into the harbor at the Azores. The third aircraft, NC4, was commanded by Albert Putty Read, and was piloted by Walter Hinton. Although only a Lieutenant Junior Grade, Hinton was an experienced aviator with significant flying boat experience. NC 4 was faster than its sister ships, and ran into severe weather near the end of its flight to the Azores requiring it to fly just above the wave tops. NC4 reached the Azores after fifteen hours aloft, and was met with great fanfare. The ship successfully journeyed on to Lisbon Portugal, completing the first successful crossing of the Atlantic by air. As pictured in Stan Stokes painting commemorating the 75th anniversary of this important achievement, NC4 touches down in Lisbon Harbor late in the day on May 27, 1919 becoming the first aircraft to cross the pond. NC4 has been restored and is on display at the US Naval Museum in Pensacola, Florida.

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ITEM CODE STK0169

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 £40.00

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Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

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Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0161

Lucky Lindy by Stan Stokes.

Charles Augustus Lindbergh is generally acknowledged to be the most famous American aviator of all time. Lindbergh was one of a band of flying gypsies who discovered that following WW I there was little interest by the military in aviation and very few jobs available in the fledgling commercial aviation field. These pilots, who were hooked on flying, flew the mail, offered rides at county fairs, and barnstormed around the country in an attempt to eke out a small living and cover the cost of flying. In 1919 a wealthy New York hotel owner had established a prize of $25,000 for the first non-stop flight between New York and Paris. By the mid-1920s, the technology appeared to be on the verge of permitting a successful crossing. In 1926 the famous WW I French fighter ace, Réné Fonck crashed his Sikorsky S-35 while attempting to takeoff from Roosevelt Field on Long Island, killing two of his four man crew. In April of 1927 a similar crash killed Noel Davis and Stanton Wooster. On May 8, another WW I French fighter ace, Charles Nungesser, and his copilot were killed when their flight from Paris to New York disappeared over the Atlantic. Each of these tragedies further aroused public interest in what seemed to be an impossible task. Charles Lindbergh had lots of experience flying in difficult conditions and at night from his years as a US Mail pilot. Unlike the others, Lindbergh believed that he would need to fly alone, and he opted to go with a fuel efficient single-engine aircraft. Lindbergh was an excellent planner, and his second choice for a suitable aircraft for his journey was a Ryan M-1 produced in San Diego. With much of his backing coming from St. Louis businessmen, Lindbergh named his aircraft the Spirit of St. Louis. The M-1 needed many modifications including an enlarged fuel capacity, and was fitted with a 237-HP Wright J-5C engine. To maintain the aircrafts center of gravity one of the additional fuel tanks had to be fitted in the cockpit, blocking all visibility through the windscreen. A small telescope was fitted to provide some forward visibility. Bad weather delayed Lindberghs planned takeoff from Roosevelt Field, but on the morning of May 20, 1927 a small break in the weather allowed Lindbergh to attempt his takeoff. Barely missing power lines and trees at the end of the muddy airstrip Lindbergh got airborne. Less than 34 hours later he touched down at Le Bourget Field in Paris. Throngs of people were present to greet the new hero. Overcoming bad weather, disorientation, and fatigue, Lucky Lindy had overcome the odds, and become one of the greatest American heroes of this century. An interesting historical footnote to Lindberghs journey is the fact that only two weeks after his flight, two others (Chamberlin and Levine) flew non-stop from New York to Germany.

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 £40.00

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Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

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Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

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Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

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ITEM CODE STK0176

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 £40.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

Part of our Buy One, Get One Half Price Offer

ITEM CODE STK0162

World Cruisers by Stan Stokes.

On April 6, 1924 the US Army Air Service began the first successful aerial circumnavigation of the World by heavier-than-air aircraft. Planning for this mission began in early 1923. Aware that a failure would bring negative publicity to the fledgling air service, the Army mustered a lot of resources to make this event succeed. The most suitable aircraft available for the mission was a Douglas DT-2, a Navy torpedo bomber. After modifying the aircraft for the epic journey the aircraft were designated Douglas World Cruisers. With only one engine, this two seat airplane, might at first appear to be an unusual selection, but the DT-2s were rugged, had an excellent reliability record, and could be quickly reconfigured from landing gear to floats. With the lack of suitable airfields for the trip, the use of floats would be mandatory for a good portion of the journey. The World Cruisers were fitted with huge fuel tanks (773 gallons vs the normal 96.) In addition, a modification to the radiator allowed for the size to be changed depending on the climate encountered during the circumnavigation. Two different types of propellers were also used, one with the landing gear configuration and another with the float configuration. Four aircraft set out on the journey, and were named Chicago, Boston, New Orleans, and Seattle. The four aircraft departed from Prince Rupert, Washington in April. They headed north making several stops in Alaska. The Seattle was lost during a crash in Alaska, but the crew survived. The three remaining aircraft followed the Aleutian Island chain, and had to make a refueling stop at sea off the coast of Siberia. The aircraft then proceeded southerly to Japan. Heading west to mainland Asia, they then headed on a southwest course to Hong Kong, Saigon, and Rangoon. Arriving in Calcutta, India the aircraft were then refitted with their normal landing gear. Stops at Karachi, Pakistan, Baghdad took place. Once in Europe the World Cruisers made stops in Paris and London. Refitted with their floats in Yorkshire, the three planes headed northwest, with Iceland being the next main landing area. The Boston was lost during this portion of the journey, but the crew was rescued by the USS Richmond. The two surviving aircraft, Chicago and New Orleans, which were piloted by Leslie Arnold and John Harding, now headed to Greenland then on to Canada. Arriving on September 8 in Boston, the two planes were once again refitted with their normal landing gear. Flying across the continent in short stages designed to maximize the publicity opportunities, the two remaining World Cruisers returned to Seattle on September 28, 1924. Their epic journey lasted 175 days, and covered almost 27,000 miles. A total of 73 separate flight legs, covering an average distance of 363 miles were flown. In Stan Stokes tribute to this epic journey, the World Cruisers land in Alaska in April, 1924 during the early stages of their journey.

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 £40.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee paper prints. Size 21 inches x 14 inches (53cm x 36cm). Price £109.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 45 inches x 30 inches (114cm x 76cm). Price £624.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 36 inches x 24 inches (91cm x 61cm). Price £484.00

Part of our Buy One, Get One Half Price Offer

Limited edition of 100 giclee canvas prints. Size 27 inches x 18 inches (69cm x 46cm). Price £294.00

Part of our Buy One, Get One Half Price Offer

ITEM CODE STK0180