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Cranston Fine Arts Aviation Art and Artists Aviation Artists Stan Stokes

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The Pencil Eraser by Stan Stokes. One edition. £35.00

Tough as Nails by Stan Stokes. 3 editions. 2 of the 3 editions feature an additional signature. £35.00 - £164.00

A Pistol Whipping by Stan Stokes. 4 of 5 editions available. All 2 editions featuring an additional signature are available. £35.00 - £150.00

Vietnam War Veteran by Stan Stokes. One edition. £35.00

Magnificent Courage by Stan Stokes. One edition. £35.00

Lance of the Samurai by Stan Stokes. One edition. £35.00

America's First Flat Top by Stan Stokes. One edition. £35.00

Brazilian Clipper by Stan Stokes. 2 editions. £35.00 - £145.00

Tail End Charlie by Stan Stokes. One edition. The edition features an additional signature. £150.00

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

Jenkins Jerry Junkers by Stan Stokes. One edition. £180.00

Destination Tokyo by Stan Stokes. 5 editions. 2 of the 5 editions feature an additional signature. £35.00 - £294.00

Flying Tigers and Buffalos by Stan Stokes. One edition. The edition features 4 additional signature(s). £280.00

Lucky Lindy by Stan Stokes. 2 of 3 editions available. £35.00 - £145.00

Moonlight Renegade by Stan Stokes. One edition. £35.00

Herky's Big Day by Stan Stokes. One edition. The edition features an additional signature. £100.00

New Breed Bombers by Stan Stokes. One of 3 editions available. £35.00

Balbo's Amazing Flight by Stan Stokes. One edition. £35.00

Canadian Heroes by Stan Stokes. 4 editions. 2 of the 4 editions feature an additional signature. £40.00 - £160.00

Liberators by Stan Stokes. One edition. £35.00

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

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Text for the above items :

The Pencil Eraser by Stan Stokes. In 1941 the advancing German forces had obliterated the Soviet Air Force. During the first week of fighting the Luftwaffe had destroyed more than 4000 Soviet aircraft. Huge numbers of aircraft were destroyed hopelessly on the ground, and those that took to the sky were often outclassed by superior equipment flown by more experienced pilots. The decimation of the Soviet Air Force during the fighting in 1941 was shocking, but even more remarkable is the story of the comeback of the Soviet Air Force. The Soviets had been blessed during their history with many excellent aviation designers and engineers. Zhukovsky, Sikorsky, Tupolev, Polikarpov, Mikoyan, Lavochkin, and Gurevich to name but a few. The Germans smashed the pride the nation had in its Air Forces, but the Soviets fought back. Most of the Soviet fighters at the start of the War were obsolete Polikarpov I-153s or I-16s. Some Mig 3s were available, but the Mig 3 was a poor performer at low altitudes, and was too unstable and too lightly armed to tangle with German fighters. The Lavotchkin LA-7 and the Yakovlev Yak-3 were two excellent new fighter designs that gave the Soviets some competitive edge, and an important ground support aircraft was the Il-2 Sturmovik. It is a miracle that the Soviets were able to produce these aircraft in large volumes. Production factories had to be moved east out of the range of German bombers, and the Soviets imported a large number of foreign made aircraft including the Bell P-39 Airacobra. In November of 1943 one of the fiercest aerial combat battles of all time took place. During a battle near the Kuban River, Russian and German aircraft clashed by the hundreds. For the first time since the German invasion in 1941, the Red Air Force prevailed. For the first time the Soviets took the initiative, sending wave after wave of modern new aircraft into combat against the Luftwaffe. In the air the Soviets earned their first victory over the Germans... a sign of things to come. During the Battle of Kursk in mid-1943, the Luftwaffe amassed nearly 2000 aircraft, however the Soviets had more than twice that number. This numerical superiority paid off during the fighting, In Stan Stokes painting a Mig-3 targets a Dornier Flying Pencil. More than 3000 Mig-3s were produced, but the aircraft was effective only in the role of high altitude interceptor or reconnaissance aircraft. At lower altitudes it was outclassed. The Do-17 was a prewar design that first entered service in 1937. The aircraft was enhanced with a 215 and 217 variant. The bomber version had a crew of 4 and was capable of carrying as much as a 9,000 pound bomb loads. With a maximum speed of 320-MPH the Flying Pencil could be elusive.

Tough as Nails by Stan Stokes. The Grumman F4F Wildcat was the third monoplane to see carrier service with the Navy. It was also the fighter aircraft which would carry the brunt of the fighting in the Pacific until 1943 when the F6F Hellcat would enter service. The Wildcat was flow by both USN and USMC aviators. The Wildcat lacked the range and maneuverability of the Mitsubishi Zeros it often faced, but the Wildcat was more heavily armed and able to take a lot more punishment than the Mitsubishis. Most of the pilots which obtained ace status while flying the F4F obtained most of their victories against Japanese bombers and reconnaissance aircraft. Eight individuals were awarded the Congressional Medal of Honor while displaying valor while in command of an F4F. The pilots of no other aircraft during WW II were as highly decorated. One of the most outstanding of this elite group was USMC Captain Joseph Jacob Foss. Foss, a South Dakota native, had been accepted as a naval aviation cadet following his graduation from the University of South Dakota. Foss had already learned to fly on his own, and had no difficulty earning his wings. Foss flew with VMF-121 in Guadacanal in 1942 and early 1943. He was credited with 26 confirmed aerial victories, making him the first American aviator to reach the victory record of the famed Captain Eddie Rickenbacker, one of Joes boyhood heroes. The ground based fighter pilots in Guadacanal were often referred to as The Cactus Air Force. As the Executive Officer of VMF-121 flying out of Henderson Field, Joes amazing victory tally helped make VMF-121 the highest scoring Marine squadron of the War. The success at Guadacanal was not without a heavy price. More than 20% of VMF-121s pilots did not return from the campaign. The squadrons best combat day in Guadacanal was on October 25, 1942. Eighteen aerial victories were credited to the squadron, with Foss leading the way with five Zeros bagged on two combat missions. Because it was impossible to permanently assign aircraft at Guadacanal, Foss flew several different Wildcats, including those numbered 53, 50, and 84. Nicknamed Swivel-Neck-Joe by some his fellow pilots, Foss learned early that it did not pay to be surprised by the opposition. Foss also leaned that the most effective way to down an opposing aircraft was to get as close to it as possible before utilizing ones limited supply of ammunition. As depicted in Stan Stokes painting entitled Tough As Nails, Joe Foss is tangling with a F1M2 Pete on November 7, 1942. Joes first pass over the much slower float plane proves ineffective, and the Petes gunner actually stars the portside glass of Foss windscreen. Circling around, and approaching from below, the Pete would soon become his eighteenth victory. Returning from this mission Foss would have to ditch his aircraft. He was rescued by missionaries and returned to combat flying the next day. Joes second combat tour in 1943 was cut short due to the ongoing effects of a bout with malaria. Joe served in the Air Force Reserve after the War reaching the rank of Brigadier General. Following a successful career in both politics and professional sports, Foss has remained active and was instrumental in the formation of the American Fighter Aces Association, and has served as President of the NRA.

A Pistol Whipping by Stan Stokes. There were tens of thousands of aerial combat encounters during World War II. One of the most unusual was a dogfight that took place between Captain Arthur C. Fiedler, Jr. and an unidentified German Bf-109 pilot on June 28, 1944. Fiedler was an Illinois native who received his wings in July 1943. He was assigned as a flight instructor in Dover, Delaware, but in May 1944 he was assigned to the 317th Fighter Squadron of the 325th Fighter Group. Flying P-51B Mustangs the 317th was based in Lesina, Italy. Fiedler named his Mustang after his wife Helen. On a combat mission on June 24th Fiedler claimed a probable. Four days later the eventual ace was flying near Polesti, Rumania when a Bf-109 crossed directly in front of his aircraft. Slamming his P-51 into a near vertical bank he trailed the 109 for a few seconds attaining several hits before his guns jammed. As Fiedler rolled out of his bank he found himself flying in formation parallel to the 109, and headed towards Russia. Fiedler was not willing to make himself a target for the 109, and with his Mustang low on fuel and with jammed guns, Fiedler reactively drew his service revolver. As he drew his .45 pistol, the German pilot unexpectedly jettisoned his canopy and bailed out. Fiedler was given the nickname Svengali for this incident. Fiedler continued his combat tour into 1945, and by January he had attained 8 confirmed aerial victories. Fiedler remained in the Air Force following the War. Flying in both Korea and Vietnam, he was promoted to Colonel in 1969, and retired from the Air Force in 1975. The P-51 Mustang and the Messerschmitt Bf-109 were two of the most important aircraft of WW II. More than 15,000 P-51s were produced, the most of any American-built fighter, while the Bf-109 was the most produced fighter aircraft of the war with 35,000 produced. The P-51 was designed by Raymond Rice and Edgar Schmued of North American Aviation, because the President of the company thought he could do better than merely produce Curtiss P-40s under license for the RAF. Initially introduced with an Allison liquid-cooled V-12, the P-51 performed poorly despite its superior airframe. As early Mustangs arrived the British were anxious to see how this aircraft would perform with the powerful Rolls Royce Merlin engine. The aircraft was about 13 percent faster and could climb to combat altitude in 45 percent less time than the Allison-equipped aircraft. Going into production as the P-51B the Brits received about 1000 aircraft while the USAAF took an additional 1000. The first P-51B models were in service with the Eighth Air Force in December 1943. The excellent performance of these aircraft and their excellent range when equipped with external wing tanks, made the P-51 a tremendous asset when accompanying American daylight bombers on their raids into Germany. The 109 was arguably the most advanced fighter aircraft from 1935 until 1940. The 109 was designed by Willy Messerschmitt and Walter Rethel with the goal of packing the most powerful engine available into the smallest possible aircraft structure. During the Spanish Civil War the 109 proved its superiority. Despite numerous technical enhancements as the war progressed, by the end of the War the 109 was both outclassed and outnumbered by its rivals.

Vietnam War Veteran by Stan Stokes. The McDonnel Douglas F-4 Phantom II was produced from 1958 Thorough 1981. In excess of 5,000 aircraft were produced in twenty variants. The F-4 evolved from McDonnels earlier work on the F3H Demon and the F-101A Voodoo, an aircraft substantially heavier and larger than first generation jet fighters. The Phantom was initially intended as a fleet interceptor, but the aircraft was asked to take on additional tasks for which it was not totally optimized for. It is a testament to the basic quality of the design of the aircraft, and the skill and determination of the pilots which flew it, that the Phantom was a success in most of the varied roles it was asked to undertake. The F-4 was designed to be a platform for high-tech weaponry, with highly supersonic qualities, excellent range, and the ability to lift a large external payload. Initially only ordered by the U.S. Navy, the aircraft was carrier qualified in February 1961. In 1962 under intense pressure from the Department of Defense the Air Force relented and announced that four wings of F-105s would be replaced with Phantoms. By the mid-sixties over 1,000 Phantoms had been delivered, and it was generally anticipated that the aircraft would be in production for only four or five more years. However, forecasters failed to fully comprehend the eventual scope of the United States involvement in Vietnam, and the serious problems with the development of the F-111 (also known as the TFX). As a result the Phantom got a second lease on life, and production of improved versions of the aircraft were accelerated. The ultimate Air Force version of the Phantom was designated the F-4E, and 1,242 were manufactured from 1967 to 1978. The Vietnam War gave the Phantom an assured place in aviation history. One version of the Phantom was equipped with additional electronics and given the mission of detecting and destroying enemy Surface-to-Air missile sites. Aircraft so-equipped were accurately nicknamed Wild Weasels. During the Vietnam War the F-4s aerial adversaries included the Mig-17, Mig-19, and the Mig-21. A shark-mouthed Air Force F-4 in a near miss situation with a Mig-19 over the cloudy skies of North Vietnam. The Phantoms two-man crew is looking to the port side of the aircraft, as they anticipate a close encounter of the wrong kind.

Magnificent Courage by Stan Stokes. On April 6, 1916 the RFC formed several new squadrons, including the No. 56 Squadron - Scouts. In March of 1917 the unit received the first of its new SE5s. The aircraft was disappointing to the pilots, being slower than expected, and its new Vickers machine gun with interrupter gear was next to useless. Many modifications ensued in the field, and many SE5s were fitted with Lewis guns located atop the upper wing, and in some cases an additional Lewis was installed which could be fired downward through the cockpit. In early April of 1917 No. 56 was ready to see its first combat action, and the unit headed off to France. About nine months earlier the pendulum of air superiority had swung back to the Germans. The Fokker scourge of 1915 had previously been negated by the deployment of DH2 and FE8 aircraft, but the newer German Albatros and Halberstadt fighters had regained the upper hand. The RFC was once again suffering unsustainable casualties. No. 56 Squadron was immediately pressed into service upon its deployment in France, and over the next several months gave a good account of itself. The Squadrons first victory came on April 22, and went to Albert Ball who would become a high scoring ace. On September 23, 1917 many of No. 56 Squadrons pilots would become engaged in what would be considered as one of the epic battles of early aerial warfare. At about 5:00 PM in the evening eleven SE5s took off for a routine patrol. There were heavy clouds at 9,000 feet, effectively limiting the ceiling. Several engagements took place prior to James McCudden noticing a lone SE5 from No. 60 Squadron under attack by a German triplane. Unknown to McCudden was the fact that the triplane was piloted by Werner Voss, a top German ace with 48 confirmed victories. During the next several minutes 7 SE5s focused their efforts on attacking Voss triplane. Voss had several opportunities to make a dash for the German lines, but chose to stay and fight. Demonstrating beautiful flying and determination, Voss held the massed SE5s at bay, and managed to inflict damage on each and every one. With maneuvers made so quickly and so unpredictably, none of the SE5 pilots could keep Voss in their gunsights long enough to fire a meaningful burst. Voss managed to damage two of the SE5s enough that they withdrew from the fight, and a red-nosed German Albatros joined in the fray for a short time. At one point in the battle McCudden indicated that the triplane was in the cone of tracer bullets from at least five machines simultaneously. Voss could out climb and outmaneuver all the RFC craft. Minutes later at about 2,000 feet the SE5 piloted by Arthur Rhys Davids managed to catch the German ace in a straight flat dive, and approached to within feet of the triplanes tail, firing a solid burst before pulling out of his dive. Moments later the triplane hit the ground and disintegrated. Later that evening the pilots of 56 Squadron recounted the epic battle speculating as to who might have been the pilot of the German triplane. The next morning General Trenchard sent an aide to 56 Squdron to elicit details of the battle. In this report James McCudden paid the following tribute to Voss, As long as I live I shall never forget that German pilot who single-handedly fought seven of us for ten minutes, and who put some bullets through all our machines. His flying was wonderful, his courage magnificent, and in my opinion he is the bravest German airman whom it has been my privilege to see fight.

Lance of the Samurai by Stan Stokes. As the war in the Pacific continued to intensify in 1943 and 1944, the naval air forces of Japan began to suffer from both quantitative and qualitative shortcomings in both aircraft and pilots that contributed to American domination of the air. The once dominant Japanese naval air arm was decimated in the Battle of the Philippine Sea, the defense of the Philippines, and other lesser battles. With American bombing forces now capable of reaching the Japanese islands with B-29 Superfortresses, the Japanese lacked any effective fighter defenses. In an effort to improve the situation and provide some semblance of air superiority, Captain Minoru Genda, the architect of the air operations for the attack on Pearl Harbor, formed a new elite fighter air group, the 343rd Kokutai, at Matsuyama in December of 1944. This group contained the best of Japans remaining fighter pilots which were personally selected for participation. Consisting of three squadrons, the 301st, 407th, and 701st hikotai, this fighter unit was Japans most proficient during the latter months of the war. The effectiveness of this unit was not solely attributable to the skill of its pilots, but also resulted from the aircraft which it flew. All three squadrons were equipped with the Kawanishi N1K2-J Shiden-kai (violet lightning) model 21 fighter. These were fast, highly maneuverable, and heavily armed fighters. Unlike most earlier Japanese designs, these aircraft also provided better armor protection for the pilot. Nicknamed the George by the Allies, the N1K2-J was derived from an earlier float plane the N1K1 Kyofu. Entering service in late 1944 the George was capable of 365-MPH armed with its four 20-mm wing mounted cannon. In the hands of experienced combat pilots, the N1K2-J was the equal to the American-made Hellcats and Corsairs it faced, and was vastly superior to the aging Mitsubishi A6M5 Zero. About 400 N1K2-Js would be produced before the end of the war. The efficacy of Gendas idea was demonstrated on March 19, 1945 when fifty-four aircraft from the 343rd attacked an unsuspecting and overconfident carrier strike group of F6Fs, F4Us, and SB2-Cs in the Kure area. In a matter of minutes the American force was shredded by Gendas elite group. The Japanese claimed the destruction of forty-eight U.S. fighters and four dive bombers vs. the loss of only sixteen of its own aircraft. On June 2, 1945 a force of twenty-one N1K2-Js attacked a similarly-sized force of Corsairs. In this battle the Japanese claimed 18 victories. It was estimated that during the six month period in which the 343rd operated that a total of 170 American aircraft were downed compared to the loss of 74 Japanese pilots. Pictured in Stan Stokes painting, entitled Lance of the Samurai, is the Shiden-kai flown by Chief Petty Officer Shoichi Sugita of the 301st hikotai. During the March 19th combat Sugita claimed four F6Fs and three probables. He was later killed in action on April 15, 1945.

America's First Flat Top by Stan Stokes. Although the US Navy had been an early leader in supporting naval aviation, during WWI 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 navy's first. Redesignated as the USS Langley (CV-1), the ship was commissioned in March of 1922. The Langley was the Navy's only carrier until 1928, and would serve in this role until 1936. With the introduction of faster and larger naval aircraft, the Langley's 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 Langley's 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.

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 Senora Getulio Vargas, wife of the Brazilian President.

Tail End Charlie by Stan Stokes. E.W. Bruce was a B-24 Liberator commander with the 704th Bomb Squadron, of the 446th Bomb Group of the Eighth Air Force. His squadron was based at Bungay in East Anglia. On the morning of January 29, 1944 a hush falls over the bomb crews in Bruces squadron as the intelligence officer unveils the mission map for the days activities. An all out maximum force raid on Frankfurt. When formation positions are assigned the tail-end-charlie spot goes to Bruce piloting the Hula Wahine. Low clouds are expected at 5000 feet, and the bombing run will most likely be made with radar. Hopefully the weather will keep the Lufwaffes fighters on the ground. Bruces group is at the end of the formation, so he is the last plane of several hundred on the bomb run. The group increases air speed and altitude as it approaches Frankfurt. Within minutes of the target Bruces B-24 loses the supercharger on its No.2 engine. They begin to trail the formation and lose altitude. Suddenly the supercharger fails on the B-24s No 3 engine. Shifting to full power on the No 1 and No 4 engines, a condition they can maintain for only a few precious minutes, Bruces crew delivers its payload over the target. Seconds later the turbos give out on the two remaining engines, and Bruce puts his B24 into a fast power dive. He needs to get down to low altitude feet so his engines will function. As the B-24 hurtles towards the earth at 300MPH two Me-210 fighters close in fast. The Liberators right waist gunner, Sgt. McLaughlin opens fire and sets one of the 210s afire, while the other leaves the scene with a P-38 on his tail. The B-24 makes it safely to the relative comfort of cloud cover and a course is set back to England. After several minutes the Liberator leaves the protective cloud cover, and Bruce elects to fly at tree-top level to avoid detection. Sgt. Jones, the left waist gunner yells bandits at 8 oclock! All hell breaks loose for a few moments. Sgt. McGuire, the engineer and top gunner, is injured as well as both waist gunners during the attack. Bruce unsuccessfully attempts to radio for potential friendly fighter support. The B-24 flies on around the outskirts of Liege, and closer to home. Minutes later they have a bandit at 6 oclock. The tail gunners guns are not firing properly, and an Fw-190 opens up with everything its got. The Liberator flies on in a virtual sea of tracers. Time seems to slowdown, as Bruce sees a thatched roof, half-timber farmhouse dead ahead. The B-24 is dead center with the upstairs bedroom window, as the 190s tracers tear across the farmhouse roof. Bruce puts the B-24 into a steep bank, and misses the farmhouse by a few feet. The prop wash blows chickens and chicken feathers everywhere. For a moment it feels more like a pillow fight than a life and death struggle. The 190 breaks off to make another run. Bruce turns directly into him, and the surprised 190 pilot wings over and flies parallel again. On his next pass, Bruce banks steeply and rolls out fast. Its now a free for all - somebodys going to die. The 190 approaches again without firing. Possibly out of ammunition, the 190 appears to be attempting to ram the B-24. Bruces bombardier/nose gunner, Lt. Pretty, opens up on the Jerry. The B-24s bullets tear into the 190s engine, across the fuselage and into the cockpit. The 190 spins out of control and goes down. Bruce manages to get his bird back to England, and puts her down in a belly landing at Depling. The crew is awarded a Silver Star, a DFC, two Air Medals, and four Purple Hearts for the mission; a routine day for a Tail-End Charlie.

Night Raiders by Stan Stokes. Anxious to retaliate against German bombing raids on Great Britain, the RAF devised a strategic bombing strategy of its own. Sir Arthur Harris, Chief of the RAFs Bomber Command, stated: The Nazis entered this war with the rather childish delusion that they were going to bomb everyone, and nobody was going to bomb them...they sowed the wind, and now they are going to reap the whirlwind. The Avro Lancaster Mk. B.I. heavy bomber, certainly one of the most important aircraft of World War II, played a major role in the British retaliation. The 7,366 Lancasters which were produced completed 156,000 missions, and because of their large payload dropped a total of 608,612 tons of bombs. The Lancaster evolved from the twin engine Manchester medium bomber which was modified to accept four engines. The Lancasters success stemmed partially from its large payload. Specially modified Lancasters were capable of carrying the 22,000 pound Grand Slam bomb. The Lancaster was operated by a crew of seven or eight, had a maximum speed of 286 MPH, and a range of 2,527 miles. The Lancaster was powered by four 1,640 HP Rolls Royce Merlin water cooled in-line engines. Lancasters were heavily armed with either eight or ten 7.7 MM Colt-Browning machine guns, but they proved no match for the Luftwaffes experienced fighter pilots, and the Lancasters were decimated during daytime bombing raids on Germany. The RAF responded by shifting to a policy of night time strategic bombing, and by wars end most major German cities lay in rubble. The Lancaster was simply built, easy to repair, and could absorb heavy damage. The aircraft underwent very little major alteration during its life. Both the wings and fuselage were designed in large independent sections which bolted together, which dramatically enhanced the repair of damaged aircraft. In Night Raiders, Stan Stokes captures an Avro Lancaster during one of the first night raids on Berlin. Illuminated by the full moon above and the incendiary fires below, the destructive terror of this weapon of war is vividly captured by the artist. As the war progressed Germany improved the effectiveness of its night fighter force and it was not uncommon for losses on any mission to be in the 5-10% range. The whirlwind was not without cost to the RAF. Very few RAF Lancaster crews successfully survived their tours of duty, and in 1942-43 the average life expectancy of a Lancaster aircraft was only 6-7 missions. Despite this high price, the RAFs bombing campaign against Germany clearly hastened the end of the War.

Jenkins Jerry Junkers by Stan Stokes. This tribute to the 510th Fighter Squardron shows four P-47s; The Bug, Squirt, Raid Hot Moma and The Touch of Texas.

Destination Tokyo by Stan Stokes. On April 18, 1942, Lt. Col. James H. Doolittle led a group of 16 B-25 bombers on a carrier-launched raid on industrial and military targets in Japan. The raid was one of the most daring missions of WW II. Planning for this secret mission began several months earlier, and Jimmy Doolittle, one of the most outstanding pilots and leaders in the United States Army Air Corps was chosen to plan, organize and lead the raid. The plan was to get within 300 or 400 miles of Japan, attack military and industrial targets in Tokyo, Osaka, and Kobe shortly after nightfall, and then fly on to a dawn landing at secret airfields on the coast of China. The twin engine B-25 Mitchell bomber was selected by Doolittle for the mission and practice indicated that it should be possible to launch these aircraft from a carrier deck with less than 500 feet of runway. On April 2, 1942 the USS Hornet and a number of escorts set sail from Alameda, California with the 16 B-25s strapped to its deck. This task force rendezvoused with another including the USS Enterprise, and proceeded for the Japanese mainland. An element of surprise was important for this mission to succeed. When the task force was spotted by a Japanese picket boat, Admiral Halsey made the decision to launch the attack earlier than was planned. This meant that the raiders would have to fly more than 600 miles to Japan, and would arrive over their targets in daylight. It also meant that it would be unlikely that each aircraft would have sufficient fuel to reach useable airfields in China. Doolittle had 50 gallons of additional fuel stowed on each aircraft as well as a dinghy and survival supplies for the likely ditchings at sea which would now take place. At approximately 8:00 AM the Hornets loudspeaker blared, Now hear this: Army pilots, man your planes! Doolittle and his co-pilot R.E. Cole piloted the first B-25 off the Hornets deck at about 8:20 AM. With full flaps, and full throttle the Mitchell roared towards the Hornets bow, just barely missing the ships island superstructure. The B-25 lifted off, Doolittle leveled out, and made a single low altitude pass down the painted center line on the Hornets deck to align his compass. The remaining aircraft lifted off at approximately five minute intervals. The mission was planned to include five three-plane sections directed at various targets. However, Doolittle had made it clear that each aircraft was on its own. He insisted, however, that civilian targets be avoided, and under no circumstances was the Imperial Palace in Tokyo to be bombed. About 30 minutes after taking off Doolittles B-25 was joined by another piloted by Lt. Travis Hoover. These two aircraft approached Tokyo from the north. They encountered a number of Japanese fighter or trainer aircraft, but they remained generally undetected at their low altitude. At 1:30 PM the Japanese homeland came under attack for the first time in the War. From low altitudes the raiders put their cargoes of four 500 pounders into a number of key targets. Despite antiaircraft fire, all the attacking aircraft were unscathed. The mission had been a surprise, but the most hazardous portion of the mission lay ahead. The Chinese were not prepared for the raiders arrival. Many of the aircraft were ditched along the coast, and the crews of other aircraft, including Doolittles were forced to bail out in darkness. There were a number of casualties, and several of the raiders were caught by Japanese troops in China, and some were eventually executed. This painting is dedicated to the memories of those airmen who made the ultimate sacrifice for their country and the thousands of innocent Chinese citizens which were brutally slaughtered as a reprisal for their assistance in rescuing the downed crews.

Flying Tigers and Buffalos by Stan Stokes. Claire Chennaults American Volunteer Group (Flying Tigers) continue to capture the imagination and interest of aviation history buffs more than fifty years after they flew combat missions for the Chinese Air Force. Composed of about ninety pilots and another 200 ground support personnel, the Tigers arrived in China in mid-1941. Flying Curtiss P-40s which had been rerouted from Britain to China, the Tigers flew from December of 1941 until mid-1942. Engaging a numerically superior Japanese force over a very wide front, the AVG was officially credited with downing 299 Japanese aircraft in aerial combat, and an additional 240 aircraft destroyed during ground attack missions. The Flying Tigers slowed the Japanese conquest in China, and caused Japan to focus more resources on this theater of operations than they had planned. Charles R. Bond was Vice Squadron Leader for the AVGs 1 Pursuit Squadron, the Adam and Eves. Bond was born in Dallas, Texas in 1915. He joined the Texas National Guard, and was commissioned following aviation cadet training in 1939. Bond joined the AVG in September of 194 1. The bulk of his aerial combat took place over Burma, and he was credited with downing three Japanese aircraft on one mission over Ragoon to become an ace. Charlie rejoined the USAAF in 1942. He earned a degree in Management Engineering from Texas A&M University, and he retired from the USAF in 1968 with the rank of Major General. Carl K. Brown, a 1 Pursuit Squadron Flight Leader, was born in 1917, and joined the USN as an aviation cadet in 1939 after attending Michigan State University. He was assigned to a Torpedo squadron initially based on the USS Saratoga. Brown joined the AVG in mid- 194 1. Brown volunteered to fly night patrols over Toungoo, Burma. Following the disbandment of the AVG in 1942, Carl continued to fly with the CNAC until 1945. Following the War, Brown was involved for a while with the upstart Flying Tigers Airline. He later would attend medical school, graduating from USC in 1952. He had a lengthy career as a doctor specializing in neurology and anaesthetics. Camille Joe Rosbert, a I Pursuit Squadron Flight Leader, was born in Philadelphia in 1917. He graduated summa cum laude from Villanova University, and joined the USN as an aviation cadet. He was awarded his naval aviator wings and his commission at Pensacola in 1940. He became a commander of a PBY, but decided to join the AVG in hopes of becoming a fighter pilot. Rosbert became an ace on June 12, 1942 when he downed a pair of Japanese bombers. Following the War, Rosbert joined eight other AVG pilots in forming the Flying Tiger Airline. Later he joined Claire Chennault with his newly formed Civil Air Transport. Rosbert and his wife spent more than a decade operating a hotel in Spain before returning to the States in 1972. John R. Dick Rossi, a Flight Leader with the I Pursuit Squadron, was born in Placerville, California in 1915. He attended the University of California at Berkley prior to joining the Navy in 1939. He left the Navy in 1941 to join the AVG. He became an ace with the AVG, and remained in China for the balance of the war flying more than 700 missions over the hump. Since the end of the War, s been involved in a number of aviation-related undertakings. He currently serves as President of the Flying Tigers Association.

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, Rene 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.

Moonlight Renegade by Stan Stokes. On July 2, 1900 Count Ferdinand von Zeppelin piloted his first rigid-framed, lighter-than-air ship over Lake Constance in Germany. Seventeen years later, on June 16, 1917, Zepellins latest creation, the L-48, was readied at Nordholz, Germany for its first combat mission. The huge L-48 was one of the newest and most technically advanced German airships. Powered by five 250 HP Maybach engines, the great airship could carry 6,000 pounds in bombs, and was manned by a crew of nineteen. For this maiden mission the commodore of the North Sea Airship Division, Victor Schutze, would be joining the L-48s skipper Kapitain-lieutenant Franz George Eichler. Early in the afternoon the L-48 commenced its mission along with several other airships from the Nordholz base. The great Zeppelin would cruise at 60 MPH at 5,000 to 10,000 feet and would ascend to approximately 20,000 feet when approaching its target. This altitude would provide an effective defense against both anti-aircraft or British fighters. RAF Captain Robert Saundby, had returned from the front, to be put in charge of a very small RFC squadron at Oxford Ness. June 16 was a cloudless night, perfect for a Zeppelin attack., and at 11:15 PM Saundby launched his two active aircraft equipped with incendiary machine gun bullets. As he gazed up at the stars at 1:00 AM Saundby was startled to see a huge zeppelin outlined by searchlights only a few miles away. Awakening two of his mechanics, Saundby instructed them to fire up his single-seat DH2 fighter. Although obsolete and not equipped for night fighting, Saundby, who had never flown at night, got the little pusher-propeller fighter in the air, and began a long ascent. After fifteen minutes of flying Saundby spotted the L-48, which was by now attracting anti-aircraft fire which was exploding several thousand feet below the great airships altitude. For an hour or so, Saundby tried to coax every bit of altitude out of his little DH2, but he could not get in range. At around 3:00AM the L-48 completed its bombing runs, and the Captain set a due north course. With dawn only an hour away, Captain Eichler was anxious to get out of British airspace. A report from an observation airship which had accompanied the strike force that evening indicated favorable winds at 13,000 feet. Captain Eichler gave the orders to descend. Meanwhile, Captain Saundby who had fought the cold and wind while tailing the L-48 for nearly three hours, was startled to see the great airship descending. Pushing his DH2 to the limit, Saundby emptied 8 canisters of incendiaries at the L-48. Recognizing the attack the L-48 dumped ballast, and immediately began to ascend. Saundbys last few round met their target and the L-48 erupted. Saundby felt the surge of heat and light, and struggled to keep his little craft under control. Within minutes the L-48s maiden mission was over, as Saundby circled the 750 foot long fireball which had come down at Westford. Amazingly, two of the L-48s crewmembers survived, the only people to ever survive a zeppelin which had been ignited. One of these survivors, Kapitanlieuntenant Meith wrote a letter describing the L-48s fateful misssion, providing much of the historical basis for this incident.

Herky's Big Day by Stan Stokes. The Republic P-47 Thunderbolt, or Jug7 as it was more popularly called, was the mount of many of the American aces of WW 11. The P-47 represented the crowning achievement from two aircraft designers, Alexander Kartvelli and Alexander De Seversky, both immigrants from Russia. It came on the heels of two other aircraft, the P-35 and P-43, which were satisfactory pre-war designs, but not up to the new standards required to compete against Bf-109 fighters in Europe or Mitsbushi Zeroes in the Pacific. The P-47 was the largest and heaviest single seat American fighter of the War. Powered by a huge 2000-HP radial engine, more than 15,000 Jugs were produced. The first production variant was the P-47B which had a razorback fuselage. During tests the aircraft attained a speed of 429-MPH with a maximum range at 10,000 feet of 835 miles. Later variants included a C and D model with the razorback fuselage. Belly tanks and wing tanks became standard equipment as the range of this fighter was stretched for bomber escort missions in Europe. In mid- 1943 one of the biggest pilot complaints about the aircraft was remedied when a bubble top canopy and redesigned fuselage was incorporated into the D model. This dramatically improved rearward vision of the pilots. These aircraft were armed with 8 machine guns, and could carry up to 2500 pounds of additional fuel or ordinance. Herschel Herky Green was one of the top USAAF aces in Europe with a total of 18 confirmed aerial victories (3 in P-40s, 10 in P-47s, and 5 in P-5 Is.) Green was born in 1920 in Mayfield, Kentucky. While studying mechanical engineering at Vanderbilt University he learned to fly in the Civilian Pilot Training Program. He joined the Army as an aviation cadet in 1941 and earned his wings an a commission at Foster Field in 1942. One of Greens first assignments was flying P40s in North Africa. He scored a total of three victories in P-40s before his squadron transitioned to the Jug. As depicted in Stan Stokes painting, appropriately entitled Herkys Big Day, Green downed six enemy aircraft on one mission over Northern Italy on January 30, 1944. Greens flight initially encountered a group of Ju-52 transports, and Green bagged four of them. About thirty minutes later the ace encountered a lone Macchi 202. In a low level turning duel Green eventually got in position and nailed the Italian fighter. Its wing dipped, caught the ground, and sent the Macchi into a terrible cartwheel of destruction. Heading home Green encountered a Do-217, which quickly became victim number 6. Green went on to later add four more P-47 victories, and after his group changed to the P-51 he scored an additional five, making him an ace in both the Jug and the Mustang. Green remained in the Air Force following the War, serving as Deputy Commander of the 4th Fighter Group at Selfridge Field. He also held a number of important staff positions prior to his retirement in 1964. Since that time he has been a successful businessman. Greens numerous decorations include the Distinguished Service Cross, Silver Star, Distinguished Flying Cross with Oak Leaf Cluster, the Purple Heart, The Air Medal with 25 Oak Leaf Clusters, and the French Croix de Guerre with Palm. Green resides in Southern California.

New Breed Bombers by Stan Stokes. The Boeing B-47 Stratojet was the first swept-winged, jet bomber that was built in any meaningful quantity. It became the backbone of the Strategic Air Commands bomber fleet for much of the 1950s. More than 2000 B-47s were produced. The origin of the B-47 can be traced back to a request in mid-1943 by the USAAF asking several aircraft manufacturers to commence studies of the feasibility of producing a multi-engined jet aircraft for photographic reconnaissance and or medium bombing missions. By November of 1944 formal requirements were issued for a jet-powered aircraft capable of 550-MPH, a ceiling of 45,000-feet, and a range of 3,500 miles. Boeing aircraft had been experimenting with jet engines for its B-29, but had encountered problems during wind tunnel tests. In 1944 Boeing was awarded a study contract designated XB-47 for a Model 432. The 432 was a highly modified B-29 with a cluster of 4 jet engined mounted inside the fuselage. Martin, Convair, and North American all received contracts for studies on other competing aircraft. In 1945 George Schairer, Boeingss chief aerodynamicist visited German research facilities. The Germans had done research proving the advantages of swept wing design for high-speed aircraft. Boeing modified its design to a swept-wing version, and at the urging of the USAAF eventually removed the in-fuselage jet engines in favor of externally mounted engines. Work on the B-47 protoypes began in 1946. The aircraft would have a crew of only three. Pilot, co-pilot/gunner, and bombadier/navigator. The pilot and co-pilot would sit tandem in a fighter style plexiglass bubble cockpit whereas the navigator/bombadier would sit in the nose behind a transparent nose cone. The B-47 had a thin wing, and all its fuel was carried inside the fuselage. Managing fuel during flights was important to prevent the aircraft from becoming unstable. Because of its high speed it was expected that the B-47 would only be attacked from the rear. Hence the only defensive armament incorporated in the design was a pair of remotely-controlled, radar-managed, machine guns in a rear turret. The first prototype flew on December 17, 1947, only two months after Chuck Yeager broke the sound barrier. In September of 1948 the Air Force placed its first order for production B-47s. In early 1949 one of the prototypes set an unofficial continental speed record of 602-MPH. The first production B-47A flew on June 25, 1950. In Stan Stokes painting a pair of the new breed of bombers pass over some interesting scenery in the western portion of the United States.

Balbo's Amazing Flight by Stan Stokes. Italo Balbo, the father of the Italian Air Force, appointed undersecretary for air in 1926, was truly amazing. His first task was to complete a study that concluded that the Aeronautica was woefully inadequate in terms of ground support facilities, supplies, spare parts, fuel, and ammunition. In addition his study concluded that the 551 aircraft of record included only 200-300 combat ready planes. Balbo, like Billy Mitchell in America, believed that a powerful argument for an air force independent from the control of either the army or the navy could be made. Many of Balbos beliefs were derived from conversations with Giulio Droughet, the famous Italian air combat theorist. In Balbos view the Aeronautica should have a first strike capability, and he shared Droughets view that the days of single plane raids were over. Future air attacks would involve waves of hundreds, if not thousands, of aircraft. By 1926 Italy had its share of accomplished aviators including De Pinedo, De Bernardi, and Ferrarin, but Balbo did not appreciate the prima donna image of these record setters. He conceived the idea of record setting massed flights to show the collective heroism of the Regia Aeronautica, and as a way to sway public opinion of his belief, and in the process earn a larger budget. The first massed flight of 61 seaplanes toured ports in the western Mediterranean in May and June of 1928. As the tour progressed the formation flying skills of the pilots improved and wherever they went they were received enthusiastically. A second massed flight of the eastern Mediterranean, utilizing 35 aircraft, took place later, and both these flights increased the prestige of the fascist regime in Italy. In December of 1928 Balbo visited America, and he immediately began planning in his mind the possibility of a massed flight to America. In 1931 Balbo took 12 SM.55X flying boats to Brazil, and by 1933 he was ready for his trip to America. Utilizing 25 aircraft Balbo once again chose the reliable SM.55X. The route would include stops in Amsterdam, Northern Ireland, Iceland, Montreal, and finally Chicago. On July 15, 1933 Balbos aerial armada arrived over Lake Michigan. Hundreds of thousands of spectators jammed the Chicago shoreline to welcome the aviators. Four days later Balbo lead his team to New York, where they made several passes over Manhattan before landing at the Coney Island seaplane base. The Italians drew huge crowds in New York, and Balbo traveled to Washington to meet with President Roosevelt and Wiley Post. Mussolini grew jealous of the attention Balbo was receiving and wired him to return to Italy. He later removed him as head of the Aeronautica and sent him to Libya as Governor. Balbos epic flights were a watershed in the transition of aviation from the pioneering efforts on single aviators to the discipline and organization required to operate a modern air force.

Canadian Heroes by Stan Stokes. James Edgar (Johnnie) Johnson was the Royal Air Forces top fighter ace in Europe with 38 confirmed victories during the War. Johnson was called up in 1939 following his training with the RAF Volunteer Reserve. Having been hospitalized for much of the Battle of Britain, Johnsons first serious action was in mid-1941 when he often flew with Douglas Baders section. Johnson was promoted quickly and was awarded the Distinguished Flying Cross following his fifth victory in 1941. In early 1943 Johnson was put in command of a wing of the Royal Canadian Air Force. Flying the high-performance Supermarine Spitfire Mark IX, Johnson achieved 18 victories in seven months of flying. Many of Johnsons victories were achieved against the Messersmitt Bf-109. Promoted to Group Captain in early 1945, Johnson was put in command of the 125 Wing for the duration of the War. The Supermarine Spitfire is the only Allied fighter to have been continuously produced from before 1939 to after 1945. In total more than 22,000 of these splendid aircraft were built. The chief designer of the Spitfire was R.J. Mitchell, a brilliant engineer who joined the Supermarine company in 1916, and by 1920 was its chief engineer. Mitchell fashioned a number of high performance maritime aircraft, culminating with the sleek S series of float planes. This is the float plane which ultimately won permanent possession of the coveted Schneider Trophy for Britain, and established a new world speed record in excess of 400 MPH in 1931. In that same year the Air Ministry issued a specification for a new high-performance day/night fighter. Mitchells design, the Type 224, lost out in the competition to the Gloster Gladiator biplane. In 1936 the new Rolls Royce Merlin engine was fitted to a prototype 224, and the Spitfire was born. Achieving a speed of 396 MPH, the RAF was impressed, and initial orders for the first Spitfires were placed. Sadly, R.J. Mitchell succumbed to cancer in 1937 at the age of only 42. With the onset of the War, Spitfire production soared, and the aircraft was steadily improved. The Mark IX, as depicted in Stan Stokes painting entitled Canadian Heroes, first entered service in July 1942. The Mark IX was identifiable because of its four-bladed prop and its twin radiators. Introduced partially in response to Germanys introduction of the Focke Wolfe FW 190, the Mark IX was produced in greater numbers (5,665) than any other particular Spitfire model. As depicted in Stokes painting Johnnie Johnson has just attained another victory over a Bf-109 while flying with the Royal Canadian Air Force in 1944. The painting is dedicated to the many Canadians which served with the RAF during the War.

Liberators by Stan Stokes. In 1938 Consolidated Aircraft was asked by the USAAC to join in production of Americas only long range 4-engine bomber, the Boeing B-17. However, Mack Laddon, the companys Chief design engineer, convinced the Army that an alternative design, incorporating the high aspect ratio wing design of David Davis, would result in a long range heavy bomber superior to the Boeing B-17. The Army Air Corps contracted with Consolidated to build seven prototypes and these were delivered in 1940 for service trials. Consolidated Aircraft had substantial experience in producing long range flying boats, most notable of which was the PBY Catalina. The B-24 incorporated the distinctive twin tailed design of Consolidateds flying boats, and relative to the older but sleeker B-17 was quite an ugly duckling. Despite its deceiving appearance, the B-24 was produced in greater numbers (18,000) than any other American aircraft during WW II, and proved through experience to be one of the most versatile of all Allied aircraft. Nicknamed the Liberator by the British, the B-24 served in many roles. In addition to its very effective use as a strategic bomber, the aircraft proved very successful in anti-submarine activities, and as a long-haul transport for troops, fuel and supplies. The Liberator was the only American aircraft capable of non-stop transatlantic crossings during the war. First utilized by the French and British, the B-24 is credited for helping the Allies win the war in the Atlantic, where the aircrafts incredible range was an important asset. Germanys 1,200 U-Boats sank over 2,600 Allied ships during the War, and in 1942 and 1943 losses were nearly unsustainable. Until the Liberators arrived, Allied convoys lacked air cover for a 300 mile stretch of the Atlantic, and it was in this area that wolfpacks of U-Boats took a devastating toll. The Liberator was utilized in virtually all theaters of operation during the war. The B-24 was produced in several variants, of which the B-24D was the first to be mass produced. The B-24D was powered by four 1200 HP Pratt and Whitney Twin Wasp 14-cylinder radial engines which incorporated two-stage superchargers. The aircraft had a maximum speed of 303 MPH, and a range of 2,850 miles. Most Liberators were manned by a crew of nine or ten, and typical armament consisted of ten machine guns. With an official bomb capacity of 8,830 pounds the B-24D could pack quite a wallop. In his painting, artist Stan Stokes captures a pair of Liberators returning to base at dusk after a lengthy submarine patrol mission over the Atlantic in 1942.

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.