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Tribute to F/Lt Owen Tracey by Ivan Berryman. (B)


Tribute to F/Lt Owen Tracey by Ivan Berryman. (B)

79 Sqn Hurricane of F/Lt Owen Tracey trying to get airborne again amid explosions from the attacking German Dorniers on 15th August 1940.
Item Code : B0355BTribute to F/Lt Owen Tracey by Ivan Berryman. (B) - This Edition
TYPEEDITION DETAILSSIZESIGNATURESOFFERSYOUR PRICEPURCHASING
PRINTSignature edition of 2 prints.

Image size 12 inches x 8 inches (31cm x 20cm) Duckenfield, Byron
Daines, Roy
Thom, Alex
Thorogood, Laurence (matted)
Morgan, Tom Dalton (matted)
+ Artist : Ivan Berryman
£20 Off!Now : £260.00

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Other editions of this item : Tribute to F/Lt Owen Tracey by Ivan Berryman.B0355
TYPEEDITION DETAILSSIZESIGNATURESOFFERSYOUR PRICEPURCHASING
PRINTLimited edition of 30 giclee art prints. Image size 12 inches x 8 inches (31cm x 21cm) Duckenfield, Byron
Thom, Alex
+ Artist : Ivan Berryman
£15 Off!Add any two items on this offer to your basket, and the lower priced item will be half price in the checkout!Now : £65.00VIEW EDITION...
ARTIST
PROOF
Limited edition of 20 artist proofs. Image size 12 inches x 8 inches (31cm x 21cm) Duckenfield, Byron
Daines, Roy
Thom, Alex
+ Artist : Ivan Berryman
Add any two items on this offer to your basket, and the lower priced item will be half price in the checkout!£110.00VIEW EDITION...
ORIGINAL
DRAWING
Original pencil drawing by Ivan Berryman. Paper size 17 inches x 12 inches (43cm x 31cm) Duckenfield, Byron
Daines, Roy
Brown, Maurice P
Thom, Alex
+ Artist : Ivan Berryman
Half Price!Add any two items on this offer to your basket, and the lower priced item will be half price in the checkout!
Supplied with one or more free art prints!
Now : £270.00VIEW EDITION...
General descriptions of types of editions :



Extra Details :
About this edition :


Byron Duckenfield signing this edition of the print.


Alex Thom signing this edition of the print.


Roy Daines signing the original pencil drawing of this print.

Signatures on this item
NameInfo


The signature of Flight Lieutenant Alex Thom DFC

Flight Lieutenant Alex Thom DFC
Born in Perth, Scotland, Alex Thom joined the RAFVR on June 24th 1939 and flew at the weekends at 11 EARFTS Perth. At the outbreak of World War Two, Thom was called up for full time service with the Royal Air Force and was posted to 3 ITW at Hastings on October 2nd 1939, moving to 15 EFTS at Redhill on April 29th 1940 and on June 15th moved again to 15 FTS, initially at Brize Norton and later to Chipping Norton. Alex Thom went to 6 OTU on September 29th at Sutton Bridge where he converted to Hawker Hurricanes and joined 79 squadron stationed at Pembury only for a short period when he was transferred to 87 Squadron on October 6th 1940, moving with the squadron on the 31st of October to their new base at Exeter. He achieved the rank of Pilot Officer on the 3rd of December 1941. During his time at Exeter he was also based on the Scilly Isles and on one occasion after shooting down an enemy bomber the crew bailed out over the sea. Alex Thom circled the downed German crew who were in a life raft until a motor launch came and picked them up. Thom would later meet the crew and was given a flying helmet by the German pilot, an item he still has today. Alex Thom was appointed B Flight commander on 10th July 1942 and was awarded the DFC on the 14th August 1942. At this time he was credited with two enemy aircraft destroyed and a probable He111. On the 19th of August 1942 while supporting the ground forces at Dieppe, his Hurricane (LK - M) was hit by ground fire and lost oil pressure. He managed to limp back to England where he made a forced landing at East Den. Thom managed to get back to his airfield as a passenger in a Master flown by Flt Sgt Lowe and immediately took off again in Hurricane (LK - A) back to Dieppe where he proceeded to strafe enemy positions. On the 1st of October 1942 he became F/O. In November 1942, 87 Squadron was transferred to North Africa. They were transported by ship to Gibraltar where the squadron flew sorties, and then onto North Africa. Thom was posted away from the squadron to be a flying control officer at Bone. He returned to 87 Squadron which was then based at Tongley and took command on June 27th 1943. He was again posted away from the squadron on September 27th returning to the UK with the Rank of Flight Lt. Thom became an instructor with 55 OTU at Annan on November 17th moving to Kirton in Linsay on March 12th 1944 to join 53 OTU. He was appointed Flight Commander Fighter Affiliation Flight at 84 (Bomber) OTU at Husbands Bosworth on May 19th 1944 and remained there until October 10th when he went to RAF Peterhead as Adjutant. His final posting was to HQ13 Group, Inverness on May 8th 1945 as a Staff Officer and retired from the RAF on December 4th 1945 as a Flight Lt.
Flight Lieutenant Roy Daines DFMRoy Daines joined the RAF as soon as he was able, and after completing his hurried training as a pilot, was posted to join 247 Squadron in the autumn of 1940. Here he flew Gladiators and Hurricanes on coastal patrols, 247 being the only squadron to fly Gladiators during the Battle of Britain, before converting to nightfighting Hurricanes. Later, in 1943, he flew Typhoons with 247 before being posted to join 65 Squadron flying Spitfires and Mustangs.


The signature of Group Captain Byron Duckenfield AFC (deceased)

Group Captain Byron Duckenfield AFC (deceased)
Byron Duckenfield started at Flying Training School on 25th November 1935 in a Blackburn B2 at Brough. As a Sergeant, he joined No.32 Sqn at Biggin Hill on 8th August 1936 and flew Gauntlets and Hurricanes. He joined 74 Squadron at Hornchurch on 11th April 1940, flying Spitfires, and on 5th May was posted to 501 Squadron flying Hurricanes at Tangmere. On the 11th of May at Betheniville, he survived a crash in a passenger transport Bombay aircraft in an aircraft in which he was a passenger, While comin ginto land the aircraft at 200 feet the aircraft stalled and the aircrfat fell backwards just levelly out as it histhe ground. 5 of th epassengers were killed when the centre section collapsed and crushed them. Duckenfield was fortunate as he had moved position during the flight. as the two passengers sitting each side of where he was sitting had died in the crash. (it was found later that the Bombay had beeb loaded with to much weight in the aft sectiion. ) recovering in hospital in Roehampton. On 23rd July 1940, he rejoined No.501 Sqn at Middle Wallop, then moved to to Gravesend two days later, scoring his first victory, a Ju87, on the 29th of July 1940. During August and September he scored three more victories. After a spell as a test pilot from 14th September 1940, he was posted to command 66 Squadron on 20th December 1941, flying Spitfires. On 26th February 1942 he took command of 615 Squadron flying Hurricanes from Fairwood Common, taking the squadron to the Far East. In late December 1942 he was shot down in Burma and captured by the Japanese. He remained a POW until release in May 1945. After a refresher course at the Flying Training School in November 1949, he took command of No.19 Squadron flying Hornets and Meteors from Chruch Fenton. After a series of staff positions, he retired from the RAF as a Group Captain on 28th May 1969. Duckenfield would write later his details :

Burma

At first light, 12 Hurricanes IIC aircraft of 615 Squadron, myself in the lead, took off from Chittagong for central Burma to attack the Japanese air base at Magwe, 300 miles away on the banks of the River Irrawaddy. Arriving at Yenangyaung, we turned downstream at minimum height for Magwe, 30 miles to the South and jettisoned drop tanks. Just before sighting the enemy base, the squadron climbed to 1200 feet and positioned to attack from up sun. On the ramp at the base, in front of the hangers, were 10 or 12 Nakajima KI - 43 Oscars in a rough line up (not dispersed) perhaps readying for take. These aircraft and the hangars behind them were attacked in a single pass, before withdrawing westward at low level and maximum speed. A few minutes later perhaps 20 miles away form Magwe, I was following the line of a cheung (small creek), height about 250 feet, speed aboput 280 mph, when the aircraft gave a violent shudder, accompanied by a very lound, unusual noise. The cause was instantly apparent: the airscrew has disappeared completely, leaving only the spinning hub. My immediate reaction was to throttle back fully and switch off to stop the violently overspeeding engine. Further action was obvious: I was committed to staying with the aircraft because, with a high initial speed, not enough height to eject could be gained without the help of an airscrew. So I jettisoned the canopy and acknowledged gratefully the fact that I was following a creek; the banks of either side were hillocky ground, hostile to a forced landing aircraft. Flying the course of the creek, I soon found the aircraft to be near the stall (luckily, a lower than normal figure without an airscrew) extended the flaps and touched down wheels-up with minimum impact ( I have done worse landings on a smooth runway!) My luck was holding, if one can talk of luck in such a situation. December is the height of the dry season in that area and the creek had little water, it was shallow and narrow at the point where I came down: shallow enough to support the fusalage and narrow enough to support wing tips. So I released the harness, pushed the IFF Destruct switch, climed out and walked the wing ashore, dryshod. The question may occur -Why did not others in the squadron see their leader go down? - the answer is simple, the usual tatctic of withdrawal from an enemy target was to fly single at high speed and low level on parallel courses until a safe distance from target was attained. Then, the formation would climb to re-assemble. Having left the aircraft, I now faced a formidable escape problem? I was 300 miles from friendly territory: my desired route would be westward but 80% of that 300 miles was covered by steep north-south ridges impenetrably clothed in virgin jungle; these were natural impediments, there was also the enemy to consider. Having thought over my predicament, I decided the best I could do - having heard reports of mean herted plainspeope - was to get as far into the hills as possible and then find a (hopefully sympathetic) village. I suppose I may have covered about 15 miles by nightfall when I came upon this small hill village and walked into the village square. Nobody seemed surprised to see me (I suspect I had been followed for some time) I wa given a quiet welcome, seated at a table in the open and given food. Then exhaustion took over, I fell asleep in the chair and woke later to find myself tied up in it. Next day I was handed over to a Japanese sergeant and escort who took me back to Magwe and, soon after that, 2.5 years captivity in Rangoon jail.

Sadly we have learned that Byron Duckenfield passed away on 19th November 2010.


The signature of Group Captain Tom Dalton Morgan DSO, DFC*, OBE (deceased)

Group Captain Tom Dalton Morgan DSO, DFC*, OBE (deceased)
Tom Dalton-Morgan was born on March 23rd 1917 at Cardiff and educated at Taunton School. He was a descendant of the buccaneer Sir Henry Morgan and the Cromwellian General Sir Thomas Morgan, Thomas Frederick Dalton-Morgan. Tom Dalton-Morgan joined the RAF in 1935, serving with 22 Squadron. Flying the Wildebeeste torpedo bomber, he joined the training staff at the Air Ministry. In April 1940 he applied to return to flying, and was appointed to No.43 Squadron. In June 1940 he was posted to Tangmere as B Flight commander with 43 Squadron, flying Hurricanes, scoring his first victory on 12 July. In action over the Channel he shared in the destruction of a Heinkel bomber, but he was forced to bale out with slight wounds the following day when he destroyed another and then was hit by crossfire. With no badges of rank in evidence - he was wearing pyjamas under his flying suit - he was captured by a bobby who placed him in the cells along with the German bomber crew he had just shot down. Dalton-Morgan resumed flying and was soon back in action, accounting for four more enemy aircraft in the next three weeks. In early September, he shot down three Messerschmitt fighters. After one engagement he was wounded in the face and knee, and had to crash-land. His DFC praised him for displaying great courage when his behaviour in action has been an inspiration to his flight. After the Battle of Britain, Dalton-Morgan's primary task was to train new pilots for service with the squadrons in the south. He was also required to establish a night-fighting capability with the Hurricane, a task he achieved with great success. Few enemy night bombers fell victim to single-seat fighter pilots, but Dalton-Morgan, hunting alone, destroyed no fewer than six. Three of his victims went down in successive nights on May 6-7 1941, when the Luftwaffe embarked on a major offensive against the Clydesdale ports and Glasgow. On June 8th, Dalton-Morgan achieved a remarkable interception when he shot down a Junkers bomber, having made initial contact by spotting its shadow on the moonlit sea. After two more successes at night, he was carrying out a practice interception on July 24th with a fellow pilot when he saw another Junkers. Dalton-Morgan gave chase and intercepted it off May Island. Despite his engine failing and fumes filling the cockpit, he attacked the bomber three times. He had just watched it hit the sea when his engine stopped. Too low to bale out, he made a masterly landing on the water, but lost two front teeth when his face hit the gun sight. He clambered into his dinghy before being rescued by the Navy. In January 1942 he left the squadron to become a Controller. Promoted Wing Commander Operations with 13 Group, he then led the Ibsley Wing, consisting of 4 Spitfire, 2 Whirlwind, and 2 Mustang Squadrons. His final victory in May 1943 brought his score to 17. Briefly attached to the USAAF 4th Fighter Group, with the task of mounting long-range offensive sorties over northern France and providing scouts for the tactical bomber squadrons. After damaging an Me 109 in December, he shot down a Focke Wulf 190 fighter and damaged another during a sweep over Brest. He was awarded the DSO in May 1943, which recorded his victories at the time as 17. He flew more than 70 combat sorties with the group. Promoted group captain early in 1944, he served as operations officer with the 2nd Tactical Air Force. Dalton-Morgan engaged in planning fighter and ground attack operations in support of the campaign in Normandy, then moved to the mainland with his organisation after the invasion. Years after, his CO at the time (later Air Marshal Sir Fred Rosier) commented: It would be impossible to overstate Tom D-M's importance and influence on the conduct of fighter operations for and beyond D-Day. A month before the end of the war in Europe, Dalton-Morgan learned that his only brother, John, who also had the DFC, had been shot down and killed flying a Mosquito. Dalton-Morgan remained in Germany with 2nd Tactical Air Force after the war before attending the RAF Staff College, and becoming a senior instructor at the School of Land/Air Warfare. Later he commanded the Gutersloh Wing, flying Vampire jets, before taking command of RAF Wunsdorf. He was appointed OBE in 1945 and mentioned in dispatches in 1946, the year President Harry Truman awarded him the US Bronze Star. Group Captain Tom Dalton-Morgan, who has died in Australia aged 87, on the 18th September 2004, was one of the RAF's most distinguished Battle of Britain fighter pilots.


The signature of Squadron Leader Laurence Thorogood DFC AE (deceased)

Squadron Leader Laurence Thorogood DFC AE (deceased)
Joining 87 Squadron on June 14th 1940, Laurence Thorogood was thrown straight into the Battle of Britain, destroying a Ju88 on 25th August. Commissioned in 1941 he then was posted to India and remained in the Far East until the end of the war. He served with No 9 Sqn Indian Air Force (Hurricane IIc) and 67 Sqn RAF (Spitfire VIII) in the campaign down the Arakan Coast. Staying in the RAF after the war, he served in Singapore and Sumatra with 155 Sqn before converting to Vampires on 130 Sqn, after two years instructing on Oxfords at Middle Wallop, we was Adjutant with 615 Sqn, Biggin Hill before moving to Germany in 1951 to fly Vampires with 118 and 94 Sqns. He served on the Thor missile system before finishing his career as a civilian in Whitehall. Sadly Laurence Thorogood passed away in December 2005. We would like to thank Dr John Thorogood for supplying the photo of his father.
The Aircraft :
NameInfo
HurricaneRoyal Air Force Fighter, the Hawker Hurricane had a top speed of 320mph, at 18,200 feet and 340mph at 17,500, ceiling of 34,200 and a range of 935 miles. The Hurricane was armed with eight fixed wing mounted .303 browning machine guns in the Mark I and twelve .303 browning's in the MKIIB in the Hurricane MKIIC it had four 20mm cannon. All time classic fighter the Hurricane was designed in 1933-1934, the first prototype flew in June 1936 and a contract for 600 for the Royal Air Force was placed. The first production model flew ion the 12th October 1937 and 111 squadron of the Royal Air Force received the first Hurricanes in January 1938. By the outbreak of World war two the Royal Air Force had 18 operational squadrons of Hurricanes. During the Battle of Britain a total of 1715 Hurricanes took part, (which was more than the rest of the aircraft of the Royal air force put together) and almost 75% of the Victories during the Battle of Britain went to hurricane pilots. The Hawker Hurricane was used in all theatres during World war two, and in many roles. in total 14,533 Hurricanes were built.
Artist Details : Ivan Berryman
Click here for a full list of all artwork by Ivan Berryman


Ivan Berryman

Latest info : At the beginning of 2010, Ivan is working on the partner painting to the fantastic large World War One aviation combat painting which was painted in 2009. The World War Two partner painting will be the same massive size of 78 inches by 36 inches. The scene will show the battle above Convoy CW8 in the English Channel on 25th July 1940. Ivan chose this scene because it features several aircraft types and some quite well-known fighter pilots. In the picture are Spitfires, Hurricanes, Bf.109s and Stukas. The Stukas were bombing the convoy and British aircraft of 64 Sqn, 54 Sqn and 111 Sqn were scrambled to defend the ships, but were outnumbered by five to one. Because of the view, Dover itself is not visible in the scene, but the action is taking place above a sunlit sea where the convoy is clearly visible under attack. Over the next few months progress photos of this fantatstic painting will be shown.

Over the last 30 years, Ivan Berryman has become a leading aviation, motor racing and naval artist. In this time, the subjects of his paintings have been wide and varied as he has deliberately strived to include some of the lesser know aircraft, ships and events in his portfolio, which includes aircraft like the Defiant, TSR2, Beaufort, ships including MTBs and corvettes, and around 100 different aircraft of the first world war. In addition to this he has taken new approaches to the classic subjects of his field, including the Dambuster Lancasters, Battle of Britain Spitfires, Bf109s and Hurricanes, HMS Hood, Bismarck and the best known naval ships, as well as some iconic sporting moments. In his own words : Art and aviation have been like a brother and sister to me. We have grown up together, learned together and made our adult lives together. But you do not have to have an appreciation of aircraft to admire the graceful lines of a Spitfire or the functional simplicity of a Focke-Wulf 190. They are themselves a work of art and they cry out to be painted - not as machines of war and destruction, but as objects of beauty, born of necessity and function, yet given a life and iconic classicism beyond their original calling. My interest and love of art and aircraft was gifted to me by my father, a designer and aeronautical engineer of considerable repute. Denis Berryman C.Eng. FRAeS. He gave me his eyes, his passion, his dedication and his unwavering professionalism. I owe him everything. And I miss him terribly. A love of art and of beautiful and interesting things takes you on a journey. You discover new interests, new fascinations, and you want to paint them. You want to paint them in their environment, in their element. Whether it is an aeroplane, a warship, a racing car or a beautiful woman, their gift to an artist is the same: Their lines, their texture and the way that light and shadows give them form. These are the food and oxygen of an artist. Not the paint and the canvas. These are mere tools. The secret is in the passion and the perception...





Ivan with some of his original paintings in the originals gallery at Cranston Fine Arts and in his studio.

More about Ivan Berryman

 

AVIATION PRINTS

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1st June 1940 - <i>Pete</i> Peters fights off an overwhelming attack over Dunkirk and destroys three fighters.  Anson MKV flown by pilot officer Phillip Peters was leading a patrol of three Ansons of No.500 Royal Auxiliary Air Force Squadron over Dunkirk at the time the British Expeditionary Force was evacuating from the beaches.  He was flying at around 50ft when his mid upper gunner reported that nine Bf109s were attacking. Dropping to wave-top height the slow obsolescent twin engined aircraft tried to shake off their pursuers.  Two planes were severely damaged and Peters sent them home, leaving his own aircraft at the mercy of the enemy fighters.  It was at this point that Peters was grateful for his 'secret weapons'.  In addition to the Anson's nose gun and mid upper turret, guns had been fitted projecting out of the sides of the aircraft's long 'greenhouse' cabin. The extra guns were manned by the co-pilot and wireless operator. By throttling back and executing a number of skid turns Peters was able to out manoeuvre the enemy and allow his crew to fire on the attackers.  The first Bf109 was finished off with the nose gun as it did a stall turn in front off the aircraft. The second was shot down into the sea.  A third attacker sustained heavy damage and turned tail with the other pursuers.  Peters set course for Detling.  The news of the battle went on ahead of his arrival and he was greeted by applause and cheering of the squadron personnel.  When the aircraft was inspected, only one bullet hole was found. It wasn't until later when he had his parachute repacked that another armour piercing bullet was found lodged in the silk.  For the attack and morale boosting effect for the rest of the squadron, Peters was awarded the DFC.  The remaining crew, Sergeant Spencer, Corporal Smith, Leading Aircraftsman Dillnutt and Leading Aircraftsman Cunningham all received the Distinguished Flying Medal.

Improbable Victory by Tim Fisher (P)
Half Price! - £1700.00
 An SAS team is picked up by a U.S. Army Special Forces Blackhawk helicopter after a successful operation against the Taliban.

Extraction - Afghanistan 2011 by David Pentland. (AP)
Half Price! - £85.00
 Tiger Moth sprays a potato field in southern England, early 1960s.  Australian-born Jim, served during World War II on B.25 Mitchell bombers before pioneering crop dusting and topdressing in New Zealand with ex-military De Havilland Tiger Moths which he converted himself for the purpose.  He went on to form a company called Crop Culture, which specialised in aerial spraying equipment, both in New Zealand and in the UK, before becoming a partner in the newly-formed Britten-Norman aircraft company which produced the Islander and Trislander utility transport aircraft in England.

Crop Culture - Tiger Moth by Ivan Berryman. (P)
Half Price! - £700.00
 Major Hans-Ekkehard Bob is shown claiming his 5th victory – a Blenheim – 60km west of Rotterdam on 26th June 1940.  Bob went on to serve with JG.54, JG.51, JG.3, EJG2.2 and JV.44, scoring a total of 60 confirmed victories in the course of his Luftwaffe service.  The Blenheim claimed as his 5th victory is likely to have been R3776 of No.110 Squadron, which was the only Blenheim recorded to have been lost participating in Operation Soest on that day - while another returned to base damaged and crash landed.  The three crew of the Blenheim were all missing in action - P/O Cyril Ray Worboys, Sgt Gerald Patterson Gainsford and Sgt Kenneth Cooper.

Ltn. Hans-Ekkehard Bob of JG21 Becomes an Ace by Ivan Berryman. (C)
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The scene depicts an encounter between Manfred Von Richthoffen, leader of the Jasta II squadron and a patrol of Sopwith Camels. This particular battle above France took place only weeks before Richthoffen was killed as can be seen from the Balken Kreuz insignia which replaced the iron cross on German aircraft after a directive dated March 1918.

Manfred Von Richthoffen (The Red Baron) by Tim Fisher.
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 Fokker DR.1 Triplane 425/17 of Manfred von Richthofen, accompanied by a Fokker. D.VII wingman, swoops from a high patrol early in 1918. 425/17 was the aircraft in which the Red Baron finally met his end in April of that year, no fewer than 17 of his victories having been scored in his red-painted triplane.

Final Days by Ivan Berryman. (AP)
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The military trained many of their first world war pilots on the Jenny.  Several thousand Jennies were produced and after the war many of these aircraft were purchased by some of the 20,000 airmen which left the armed services after world war one, paying a fraction of the cost for these aircraft.  Barnstorming began.  These pilots would make a living from Barnstorming across the US, giving rides to civilians for as much at 15 to 20 dollars a trip.  This was a time when most people had not seen an aircraft let alone go up in one.  Barnstorming gradually became saturated with pilots and aircraft and over a short peiod of time the prices paid for a trip in a Jenny went down toas low as 2 to 3 dollars, and making a living became hard for the pilots who could hardly pay for the fuel and living costs let alone aircraft maintenance.  There were a number of fatal accidents, but Barnstorming played a vital role in aviation and probably put the idea of becoming a pilot in the minds of many young boys who would later go on to fly in combat during world war two.

Balmy Days by Ivan Berryman.
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 At the end of its landing run and streaming the unmistakable scarlet brake parachute with its characteristic tuck at the bottom, an SR-71 prepares to turn off of the runway after another Hot Flight.   Retired in favour of other technology including satellite surveillance a small number of these remarkable aircraft were due to start back in service at the end of 1996.  There were jobs that just could not be done by any other system, even the most sophisticated modern technology failing to address all of the incredible capabilities of one of the most advanced aircraft of all time.

The Black is Back by Robert Tomlin.
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NAVAL PRINTS

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 The mighty Bismarck returns fire to the fast-approaching HMS Hood a the start of a battle that would see both adversaries tragically sunk.

Bismarck Replies to HMS Hood by Ivan Berryman.
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 The E-class light cruiser HMS Emerald is shown off the Newfoundland coast in company with a Flower class corvette.  Between October 1939 and August 1940, HMS Emerald carried £58 million in gold from Britain to Canada.

HMS Emerald by Ivan Berryman (AP)
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HMS Illustrious slips quietly away from the docks at Devonport, Plymouth with the Fiji class cruiser in the middle distance, 1941.

HMS Illustrious and HMS Kenya at Devonport by Ivan Berryman (P)
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B216P.  HMS Colossus by Ivan Berryman. Together with her sister ship, Hercules, HMS Colossus acquitted herself well at the Battle of Jutland where she fired 93 12in rounds, but received only two hits from enemy fire which caused minor damage and left nine crew injured.  She was sold for scrap in 1928.

HMS Colossus by Ivan Berryman (P)
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 The Queen Elizabeth class battleship HMS Malaya is pictured at Capetown in April 1942 en route to Durban from Gibraltar. A veteran of the First World War, Malaya took part in the Battle of Jutland, receiving eight hits, and going on to serve throughout World War Two, surviving a torpedo off Cape Verde in 1941. She is seen here about to recover her Fairey Swordfish floatplane beneath the dramatic outline of Table Mountain.

HMS Malaya at Capetown, South Africa. by Ivan Berryman (Y)
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 The Japanese ship Takao at Flank speed, riding shotgun for the carrier

Flank Speed by Randall Wilson.
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 The Leander class cruiser HMS Orion is shown departing Grand Harbour Malta late in 1945.

HMS Orion by Ivan Berryman.
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 The heavy cruiser HMS Dorsetshire is brought up to sink the blazing wreck of the Bismarck with torpedoes at around 10:30 hours on the morning of May 27th 1941.  The once proud German ship had been ruthlessly pounded into a twisted and burning wreck by the British battleships Rodney and King George V.  HMS Dorsetshire and HMS Maori combed the area of the sinking for survivors, between them picking up a total of 110 out of an original complement of 2,300

HMS Dorsetshire (The End of the Bismarck) by Ivan Berryman. (AP)
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WORLD WAR TWO MILITARY PRINTS

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 St Mere Eglise, Normandy, 6th June 1944.  U.S. Paratroops of the 82nd <i>All American</i> Airborne Division, descend on occupied France.

First to Fight by David Pentland. (AP)
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 German forces encircled in the fortress town of Konigsberg by 3rd Ukranian front prepare to break through the besieging Soviet lines to re-establish a supply line to the Baltic. Here some Stug III assault guns move up to their assembly area next to the towns World War One memorial. From here the attack was launched on February 18th 1945 and successfully opened a supply corridor which remained in place until 8th April.

Counter Attack at Konigsberg by David Pentland. (B)
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 Sturmtigers of Sturmmorser Company 1002, commanded by Lieutenant Zippel, take on ammunition in preparation for the battle to come. These fearsome monsters 38cm rocket projectors could penetrate up to 2.5m of reinforced concrete. Luckily for the Allies only 18 were completed by the wars end.

Preparing for the Day, the Reichswald, February 1945 by David Pentland.
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 Trapped within a rapidly decreasing perimeter, the exhausted BEF along with elements of the French 1st Army appeared to be at the mercy of the mighty Luftwaffe. No one though had reckoned on the brilliant leadership of Admiral Ramsay nor the gallant and unstinting efforts of the military and civilians who managed to rescue over 330,000 troops in nine days.

Operation Dynamo, Dunkirk, France 24th May - 4th June 1940 by David Pentland. (Y)
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 Panzer v Ausf. D Panthers of SS Panther Division Das Reich make their debut during the initial stages of the German summer offensive for Kursk. This unit with others of the SS Panzer Korps made the deepest advances into the well-prepared Soviet lines. Complete success however, was to elude them when outrunning their supporting divisions at Prokhorovka they were forced to halt for six days.

Operation Zitadelle by David Pentland. (GS)
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 Churchill MkIV tank of the 6th Guards Tank Brigade (comprised of 4th Battalion Grenadier Guards, 4th Battalion Coldstream Guards and 3rd Battalion Scots Guards), pass infantry of the 2nd Battalion Argyll and Sutherland Highlanders during the Battle for Caumont.

Operation Bluecoat, Normandy, 30th July 1944 by David Pentland. (GL)
Half Price! - £300.00
 Hauptsturm fuhrer Fritz Klingenberg, and the men of 2nd SS Divisions Motorcycle Reconnaissance battalion stop at the swollen banks of the River Danube. The following day he and six men, a broken down radio, and totally unsupported were to capture the Yugoslavian capital of Belgrade.

The Magician, Balkans, 11th April 1941 by David Pentland. (Y)
Half Price! - £35.00
 Panzer IVF2 tanks of 6th Panzer Division, Panzer Armee Hoth, attempt to fight their way through to the beleaguered Sixth Army at Stalingrad, 12th December 1942.  On the 21st the operation was abandoned when the expected breakout from Stalingrad failed to materialise, the relief column was only 25 miles from the city.

Operation Winter Tempest by David Pentland.
Half Price! - £90.00

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