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Cranston Fine Arts  Aviation Art and Artists Civilian Aviation  Civilian Aviation Print List |
[UP] - Aircraft - Pilot Signatures - Civilian Aviation Print List |
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Concorde over London by Ivan Berryman. Concorde sweeps majestically over central London as this wonderful aircraft comes to the end of its career in October 2003. Buckingham Palace is immediately beneath the aircraft, with the River Thames, Houses of Parliament, Westminster Abbey and the London Eye in the middle distance. |
British Airways Boeing 747-400 by Ivan Berryman. British Airways has the largest fleet of Boeing 747-400's with 50 in service. A total of 694 747-400's have been built with the first rolled out in January 1988 with its certification being received on January 10th 1989. |
Concorde - The Last Flight Home by Robert Tomlin. No text for this item |
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. |
Hot Air Balloons by Ivan Berryman. Hot air ballooning enthusiasts gather for a weekend meet. There is not much to beat the feeling of sitting in a hot air balloon basket as you float across the countryside. |
747 Classic by Michael Rondot. Last copies of this otherwise sold out edition available. |
Concorde Farewell by Ivan Berryman. A sad, but magnificent sight on 24th October 2003 as the last three British Airways Concordes bring commercial supersonic travel to a close, as they taxi together to their final dispersal at Heathrow. |
Concorde - Early Morning Arrival by Stephen Brown. The sight of Concorde descending over London will forever remain etched in the memory of all who were fortunate to see this amazing aircraft. At Mach 2 Concorde could fly at 23 miles a minute - one mile every 2.5 seconds. A truly astonishing aircraft and one which to this day is sadly missed by its regular passengers and millions of admirers all over the world. |
1938 Kings Cup by Michael Turner Alex Henshaw in his winning Mew Gull, swoops low over Hatfield airfield, followed by Giles Guthries Mew Gull and Les Cliffs Hawk Major. Seen on the ground are Geoffrey de Havillands Tk-2 and D.H. Comet G-ACSS. The winners race average of 252.25 mph is the fastest ever recorded by a British winning aircraft. |
Virgin Atlantic Airbus A340-600 by Ivan Berryman. One of Virgin Atlantic's fleet of 19 Airbus A340-600s. One of Virgin Atlantic's fleet of 19 Airbus A340-600s. The A340-600' inaugural flight took place on 23rd April 2001 and in June 2002 the A340-600 was awarded type certification. The A340-600 entered service with Virgin Atlantic Airways in August 2002 with Virgin Airways first commercial flight from London Heathrow to JFK New York. |
Supermarine S6.B - Schneider Trophy by Ivan Berryman. The Supermarine S6.B, the forerunner to the Spitfire which would become so famous during World War Two, won the Schneider Trophy outright in 1931. |
Air Force One by Stan Stokes. The jet transport age got underway in earnest in 1954 when the Boeing 707 prototype (Dash 80) made its maiden flight from Renton Field in Seattle. This was the culmination of a multi-year $16 million project, and the maiden flight coincided with the 38th anniversary of the Boeing Company. Powered by four Pratt & Whitney turbojets the swept-winged aircraft was the first in more than 1,000 707 commercial transport aircraft that would be built by Boeing through May 1991. Pan American Airways inaugurated trans-Atlantic jet service, utilizing the Boeing 707, in October of 1958. Some variants of the 707 were introduced, including the 707-320 for long distance intercontinental service, and the 720 series that was lighter and faster and could operate in and out of shorter length runways. The KC/C-135 tanker and transport aircraft were based on the 707. More than 800 of these aircraft were built during a long production run. The 707 became the first jet aircraft utilized for Presidential transport and served in that capacity until 1990 when two 747-200s replaced the 707s. The history of Air Force One dates to 1944 when a C-54 was put into operational service for flying President Franklin Roosevelt. Nicknamed the Sacred Cow, this C-54 was the first Air Force One. Later, Harry Truman would fly in a DC-6 nicknamed Independence. Dwight Eisenhower utilized two prop driven aircraft nicknamed Columbine I and Columbine II. President Kennedy became the first jet age President when his VC-137 (Boeing 707) went into service. It was Kennedys aircraft that popularized the term Air Force One. In 1962, a C-137C, with the tail number 26000 went into service. It is perhaps the best-known and most historically significant presidential aircraft. It carried President Kennedy to Dallas on November 22, 1963, and while returning his body, following the assassination, was the site for the swearing in of Lyndon Johnson as President. This same aircraft flew LBJs body back to Texas for burial following his state funeral in January of 1973. In 1972 President Nixon made historically significant trips to the Soviet Union and the Peoples Republic of China in this aircraft. Tail number 26000 was relegated to a lesser role in the Air Mobility Command and was not fully retired from service until 1998. She is on display at the U.S. Air Force Museum in Ohio. In Stan Stokes dramatic painting Air Force One makes a low altitude pass over Mt. Rushmore. |
Out For a Spin by John Young. Gipsy Moth G-ABWL owned by Brooklands Flying Club during the 1930s. The Gipsy Moth is shown just after take-off from Shoreham. |
BA Trident by David Pentland. British European Airways aircraft on the London/Belfast route. |
Concorde - The Supersonic Thoroughbred by Stephen Brown. Commemorating The Fastest Ever Transatlantic Crossing by A Commercial Aircraft. Captain Les Scott, Senior First Officer Tim Orchard and Senior Engineering Officer Rick Eades made history on the 7th February 1996, when they flew Concorde G-BOAD from New York to London in a record-breaking 2 hours,52 minutes and 59 seconds; the fastest ever transatlantic crossing by a commercial aircraft. |
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. |
Staggerwing and Gooney Bird by Stan Stokes. Although it has been more than sixty years since they first flew, the DC-3 and C-47 Gooney Birds are legendary, with more than 1,000 still utilized throughout the world. In the early 1930s Boeing was working on its all metal Model 247, and the first 60 aircraft were promised to United Air Lines. Douglas Aircraft made a bold proposal to TWA, and in combination they attempted to develop an all metal passenger airliner which would out perform Boeings 247. This new prototype airliner was the DC-1, and the first aircraft was delivered in less than nine months. TWA liked what it saw and ordered twenty DC-2s, the first production variant, and the first production model flew in May 1934. The DC-2 was a money maker for the airlines and nearly two hundred were produced. In 1934 American Airlines approached Douglas Aircraft about developing an aircraft with the performance and reliability of the DC-2, but with the passenger comforts of the Curtis Condor bi-plane. Douglas Aircraft moved slowly and reluctantly, fearing that American Airlines might fail during the depression. However, finally an agreement was reached for Douglas to produce ten new DC-3s for American at a price of $79,500 each. The DC-3, although similar in general appearance to the DC-2, was in fact largely an entirely new aircraft. Utilizing new 1,000 HP Wright radial engines, the DC-3 had a cabin more similar to Pullman railway cars. Passenger lavatories were installed and increased insulation was utilized to reduce cabin noise. American Airlines formally accepted delivery of its first DC-3 in April 1936, and by 1937 production of the DC-2 had ceased. Seating was 28 on the DC-3, twice that of the DC-2. Despite a recession induced reduction in the number of passenger aircraft in service in the United States during the second half of the decade, by 1940 more than half of the passenger aircraft in service in America were Douglas DC-3s. With the outbreak of WW II Douglas was flooded with orders for a military transport version of the DC-3, the C-47. Initially called the Skytrain, the C-47 was capable of carrying 28 troops or 6,000 pounds of cargo. With more than 10,000 aircraft produced between 1935 and 1947, the DC-3 and C-47 greatly exceeded any expectations Douglas ever had for the aircraft. With the end of the war many C-47s were converted back to DC-3s, and this aircraft became the backbone of the civilian airliner fleet in almost every nation in the world. During the 1950s the Gooney Birds were slowly shifted to secondary routes as newer high performance aircraft were introduced. In Stan Stokes marvelous painting entitled Staggerwing and Gooney Bird, a United Airlines DC-3 is depicted at Santa Barbara Airport in the early 1950s. Another classic aircraft, the Beech Staggerwing is parked near the Gooney Bird. |
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. |
Air Ulster DC3 Dakota, 1960s by David Pentland. Ulster Airways Dakota landing at Aldergrove airport. |
British Airways Concorde by Barry Price. No text for this item |
Vickers Viscount by David Pentland. Cargo Carrier Northeast aircraft over Belfast Lough. |
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