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DHM1780. Defence of the Capital by Gerald Coulson. <p> High over London, Hurricanes of 85 Squadron engage Me109s in an intense dogfight during the heavy fighting of August 1940. <b><p>Signed by <br> <a href=profiles.php?SigID=43>Group Captain George H Westlake DSO DFC (deceased)</a>, <a href=profiles.php?SigID=572>Squadron Leader Kenneth Lee (deceased)</a>, <a href=profiles.php?SigID=46>Wing Commander Bob Foster DFC</a>, <a href=profiles.php?SigID=760>Squadron Leader Doug Nicholls DFC</a> and <a href=profiles.php?SigID=742>Flight Lieutenant N L D Kemp DFC (deceased)</a>. <p> Signed limited edition of 400 prints.  <p> Paper size 27 inches x 20 inches (69cm x 51cm)  Image size 23 inches x 16 inches (58cm x 41cm)
DHM1858. Close Combat by Ivan Berryman. <p> Whilst flying with A Flight of 85 Squadron on 30th July 1940, Geoffrey Allard encountered a pair of Messerschmitt Bf.110s about 40 miles from the coast, apparently patrolling near a convoy.  After Squadron Leader Townsend, flying  Red 1, had made two unsuccessful attacks, Allard closed to 150 yards and began to fire continuously, eventually closing to just 25 yards, whereupon the starboard engine of the Bf.110 began to disintegrate. This was just one of eight victories that Allard claimed during the Battle of Britain to add to a previous eight that he had scored flying Hurricanes during the Battle of France.  <b><p>The first few prints in this edition have been signed by <a href=profiles.php?SigID=1236>Group Captain Byron Duckenfield AFC (deceased)</a>,<br><a href=profiles.php?SigID=2065>Flight Lieutenant Alex Thom DFC</a><br>and<br><a href=profiles.php?SigID=7>Wing Commander John Freeborn DFC* (deceased)</a> and are currently available.<p>Signed limited edition of 20 giclee art prints.  <p> Image size 26 inches x 17 inches (66cm x 43cm)
DHM6086. Moonlight Hunter by Gerald Coulson. <p><b><p>Signed by <a href=profiles.php?SigID=625>Vivian Snell (deceased)</a>. <p>Special Edition of 300 prints. <p>Image size 13.5 inches x 10 inches (35cm x 25cm)
B0303. Hurricane Mk.IIC by Ivan Berryman. <p> Hurricane Mk.IIC Z3971 of 253 Sqn, closing on a Heinkel 111. <b><p>Signed by <a href=profiles.php?SigID=1236>Group Captain Byron Duckenfield AFC (deceased)</a>.<p>Signed limited edition of 1150 prints.<p>Image size 12 inches x 9 inches (31cm x 23cm)
DHM1912. High Patrol by Ivan Berryman. <p> Hawker Hurricane Mk 1s of No 242 Sqn patrol a glorious September sky as the Battle of Britain reaches its climax in the Summer of 1940. The nearest aircraft is that of Sqn Ldr Douglas Bader, flying V7467 in which he claimed four victories, plus two probables and one destroyed. P/O W L McKnight (LE-A) and P/O D W Crowley-Milling (LE-M) are in close attendance. <p><b>First 250 prints of the edition are signed by two pilots, and are available now.</b> <b><p>Signed by <a href=profiles.php?SigID=1236>Group Captain Byron Duckenfield AFC (deceased)</a><br>and<br><a href=profiles.php?SigID=1294>Squadron Leader Maurice P Brown (deceased)</a>.<p>Signed limited edition of 800 prints.  <p> Image size 17 inches x 11 inches (43cm x 28cm)

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  Website Price: £ 400.00  

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Pilot Signed Battle of Britain Hurricane Aircraft Prints.

PCK2004. Pilot Signed Battle of Britain Hurricane Aircraft Prints by Gerald Coulson and Ivan Berryman.

Aviation Print Pack.

Items in this pack :

Item #1 - Click to view individual item

DHM1780. Defence of the Capital by Gerald Coulson.

High over London, Hurricanes of 85 Squadron engage Me109s in an intense dogfight during the heavy fighting of August 1940.

Signed by
Group Captain George H Westlake DSO DFC (deceased), Squadron Leader Kenneth Lee (deceased), Wing Commander Bob Foster DFC, Squadron Leader Doug Nicholls DFC and Flight Lieutenant N L D Kemp DFC (deceased).

Signed limited edition of 400 prints.

Paper size 27 inches x 20 inches (69cm x 51cm) Image size 23 inches x 16 inches (58cm x 41cm)


Item #2 - Click to view individual item

DHM1858. Close Combat by Ivan Berryman.

Whilst flying with A Flight of 85 Squadron on 30th July 1940, Geoffrey Allard encountered a pair of Messerschmitt Bf.110s about 40 miles from the coast, apparently patrolling near a convoy. After Squadron Leader Townsend, flying Red 1, had made two unsuccessful attacks, Allard closed to 150 yards and began to fire continuously, eventually closing to just 25 yards, whereupon the starboard engine of the Bf.110 began to disintegrate. This was just one of eight victories that Allard claimed during the Battle of Britain to add to a previous eight that he had scored flying Hurricanes during the Battle of France.

The first few prints in this edition have been signed by Group Captain Byron Duckenfield AFC (deceased),
Flight Lieutenant Alex Thom DFC
and
Wing Commander John Freeborn DFC* (deceased) and are currently available.

Signed limited edition of 20 giclee art prints.

Image size 26 inches x 17 inches (66cm x 43cm)


Item #3 - Click to view individual item

DHM6086. Moonlight Hunter by Gerald Coulson.

Signed by Vivian Snell (deceased).

Special Edition of 300 prints.

Image size 13.5 inches x 10 inches (35cm x 25cm)


Item #4 - Click to view individual item

B0303. Hurricane Mk.IIC by Ivan Berryman.

Hurricane Mk.IIC Z3971 of 253 Sqn, closing on a Heinkel 111.

Signed by Group Captain Byron Duckenfield AFC (deceased).

Signed limited edition of 1150 prints.

Image size 12 inches x 9 inches (31cm x 23cm)


Item #5 - Click to view individual item

DHM1912. High Patrol by Ivan Berryman.

Hawker Hurricane Mk 1s of No 242 Sqn patrol a glorious September sky as the Battle of Britain reaches its climax in the Summer of 1940. The nearest aircraft is that of Sqn Ldr Douglas Bader, flying V7467 in which he claimed four victories, plus two probables and one destroyed. P/O W L McKnight (LE-A) and P/O D W Crowley-Milling (LE-M) are in close attendance.

First 250 prints of the edition are signed by two pilots, and are available now.

Signed by Group Captain Byron Duckenfield AFC (deceased)
and
Squadron Leader Maurice P Brown (deceased).

Signed limited edition of 800 prints.

Image size 17 inches x 11 inches (43cm x 28cm)


Website Price: £ 400.00  

To purchase these prints individually at their normal retail price would cost £745.00 . By buying them together in this special pack, you save £345




All prices are displayed in British Pounds Sterling

 

Signatures on this item
NameInfo


The signature of Flight Lieutenant N L D Kemp DFC (deceased)

Flight Lieutenant N L D Kemp DFC (deceased)
A Battle of Britain veteran who had flown with Douglas Bader in the famous 242 Canadian squadron. Nigel Kemp transferred with the squadron to Malta in 1941, flying his Hurricane of Ark Royal on Nmember 12. The squadron sufferred such heavy losses in Malta that in March 1942 the survivors were absorbed into 126 and 185 Squadrons. He had been with 242 in 1941 when the squadron was re-equipped with the Hurricane II and took part in the cross channel offensive, receiving the D17C in October 1941 for a series of daring attacks on enemy shipping. Nigel Kemp passed away on 13th March 2005.


The signature of Group Captain George H Westlake DSO DFC (deceased)

Group Captain George H Westlake DSO DFC (deceased)
Westlake was a student at the DeHavilland Aeronautical Technical School when he joined the RAFVR in September 1937. , George Westlake joined 43 Squadron at the height of the Battle of Britain. On 29th September he moved to 213 Squadron at Tangmere, and on 15th November shot down an Me109. In May of the following year the squadron flew their Hurricanes off HMS Furious to Malta bound for Egypt and was briefly attached to 80 Squadron during the Syrian campaign, where he had some further success. Returning to 213 Squadron he took temporary command in October 1942. In 1944 he led 239 Wing in Italy. when he was posted to 211 Group, later moving to 212 Group. He was involved with planning the invasion of Sicily and Italy and in early 1945 he was appointed Wing Leader of 239 Wing, awarded the DSO (22.6.45) .He finished the war with eleven victories. He died 18th January 2006.


The signature of Squadron Leader Doug Nicholls DFC

Squadron Leader Doug Nicholls DFC
A pre-war RAFVR pilot, in June 1940 Nicholls converted to Hurricanes at 7 OTU, Hawarden. Nicholls flew during the Battle of Britain with 85 and 242 and in September joined 151 Squadron.at Digby On September 30, 1940, he shared in the destruction of a Ju 88 and returned to Digby with his Hurricane P 5182 severely damaged by return fire. Nicholls spent only a brief time with 242 but Bader made a considerable impression. After a hard day Nicholls remembers Bader taking off his legs and dressing the stumps with lotion and talcum powder. Few people realise, Nicholls feels, just how much strain combat flying with artificial legs must have been. Later in the war Nicholls flew Hurricanes with 258 Squadron in the Far East to Seletar airfield, Singapore and flew their first operation on January 31 1942. On February 10 1942 the three surviving Hurricanes of 258 were withdrawn to Palembang with the fifteen surviving pilots, six remained behind to fly with 605 Squadron, with Nicholls being one of the nine evacuated from Java to Ceylon. 258 Squadron was reformed at Ratmalana on March 1 1942 and Nicholls rejoined it. Awarded the DFC (19.5.44) he remained with 258 until August 1944, when he was posted to HQ 224 Group, Burma, as Squadron Leader Tactics.


The signature of Squadron Leader Kenneth Lee (deceased)

Squadron Leader Kenneth Lee (deceased)
Kenneth Norman Thomson Lee was a Battle of Britain pilot who volunteered for the RAF in 1937. Kenneth Lee joined 111 Squadron at Northolt in March 1939. He was commissioned and went to 43 Squadron at Tangmere. Kenneth Lee flew Hurricanes during the Battles of France and Britain with No.501 Sqn, based at Filton and accumulated 7 victories, the first being when 501 Squadron went to France on May 10th 1940 and Kenneth Lee claimed a Bf 110 destroyed later that day. On the 12th he destroyed a Do 17 and a Bf109. The Squadron flew back from France on June 18th and re-assembled at Croydon on the 21st. On May 27th Kenneth Lee claimed an He111 destroyed and a Do17 on June 6th. While attacking a formation of He111s on June 10th Lee's Hurricane was hit by return fire from one of the He111s and exploded. He took to his parachute and landed at Le Mans. Kenneth Lee damaged a Ju 87 on July 29th and on August 12th destroyed another Ju87. While flying his Hurricane (P3059) Lee was shot down for a second time on the 18th when Oberleutnant Schopfel in an Me109 of III./JG26 shot him down over Canterbury. He was one of four Hurricane of the squadron claimed by Schopfel that day. Kenneth Lee baled out, with a bullet wound in the leg and landed near Whitstable. In October, Lee rejoined 501 Sqn and on the 22nd October he was awarded the DFC. On November 29th Lee was posted to the Special Duties flight at Stormy Down and later transferred as Flight Commander to 52 OTU, at Crosby-On-Eden. In December 1941 Kenneth Lee became Flight Commander with 112 Squadron when he was posted to the Middle East and on the 18th of September 1942 Lee moved to 260 Squadron. On 10th November he destroyed an Mc202. He took control of 123 Squadron at Abadan, Persia in March 1943. In May, Lee with 123 Squadron went to the Western Desert and on July 27th 1943 Lee was shot down for the third time and captured on a dawn raid on Crete. He was taken prisoner of war to Stalag Luft 111 at Sagan and Belaria. Ken Lee left the RAF in late 1945 as a Squadron Leader. Sadly, Kenneth Lee passed away on 15th January 2008.


The signature of Wing Commander Bob Foster DFC

Wing Commander Bob Foster DFC
605 Sqn Battle of Britain, flying Hurricanes throughout the Battle of Britain with much success. 54(F) Sqn Spitfire 1942-1944 in Australia. Flew some missions in aircraft R4118, which saw a total of 49 combat missions, shooting down several enemy aircarft. It was in this aircraft that Bob Foster damaged two Ju88s and shared in the destruction of a third. He finished the war with 7 confirmed victories and 3 probables.
Signatures on item 2
NameInfo




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.




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.




Wing Commander John Freeborn DFC* (deceased)
Wing Commnader John. C. Freeborn was born on the 1st of December 1919 in Middleton, Yorkshire. John left grammar school at 16 and joined the RAF in 1938, where he made 14 shillings a week and shot pheasant in his spare time. He later visited his classmates after flight school by landing his plane on a nearby cricket pitch. In March 1938 John Freeborn was commissioned in the RAFO, and on the 9th of April 1938 went to Montrose and joined 8 FTS, where he completed his training before going to 74 "Tiger" Squadron at Hornchurch on 29th October. He relinquished his RAFO commission on being granted a short service one in the RAF in January 1939. Johnie Freeborn flew Spitfires with 74 Squadron over Dunkirk, and claimed a probable Ju 88 on May 21st 1940. On the 22nd of May 1940 he destroyed a Junkers 88, and a probable Bf 109 on the 24th of May followed soon after on the 27th by a Bf 109 destroyed and another probably destroyed. On one occasion his Spitfire was badly damaged over Dunkirk and he crash-landed on the beach near Calais but managed to get a lift home in a returning aircraft. His squadron flew relentlessly during the Battle of Britain. In one eight-hour period, its pilots flew into combat four times, destroying 23 enemy aircraft (three by John Freeborn) and damaging 14 more. Five kills denoted an Ace and by the end of the Battle of Britain, John had seven to his credit and won the DFC. John claimed a Bf 109 destroyed on 10th July, shared a probable Dornier 17 on the 24th, shot down a Bf 109 on the 28th, destroyed two Bf 110s, a Bf 109 and probably another on 11th August, destroyed a Do 17 on the 13th, destroyed another on 11th September and damaged an He 111 on the 14th. Freeborn was made a Flight Commander on 28th August. He shared a Bf 109 on 17th November, shot down two Bf 109s, shared another and damaged a fourth on 5th December, and damaged a Dornier 17 on 5th February and 4th March 1941. John Freeborn had been with his squadron longer, and flown more hours, than any other Battle of Britain pilot and on the 25th of February 1941 John freeborn was awarded a Bar to the DFC. In January, 1942 John Freeborn was posted to Army Air Force Base in Selma, Alababma which was home to the South East Training Command in America. After two months as RAF liaison officer he went to Eglin Field, Florida where he helped in testing various aircraft, including the new fighters the Thunderbolt and P-51 Mustang. He returned to the UK in December 1942 and went to Harrowbear, Exeter, and then to Bolt Head as Station Commander. John Freeborn joined 602 Squadron in 1942, and commanded 118 Squadron in June 1943 at Coltishall, leading it until January 1944. In June 1944 he was promoted Wing Commander (the youngest Wing Commander in the RAF) of 286 Wing in Italy. John Freeborn scored 17 victories and left the Royal Air Force in 1946. Sadly, we have learned that John Freeborn passed away on 28th August 2010. John Freeborn was truly one of the great Fighter Pilots of world war two and his autograph is certainly a major additon to any signature collection, as he did not sign a great deal of art pieces.
Signatures on item 3
NameInfo




Vivian Snell (deceased)
Battle of Britain Hurricane pilot with No.501 Sqn. Shot down over Cranbrook on 25th October 1940 while flying Hurricane P2903, bailing out uninjured. During his service life Vivian flew the Fairy Battle with 103 Squadron, later flying the Hawker Hurricane with 151 and 501(F) Squadrons during the Battle of Britain in 1940. Vivian shot down a Bf109E on the 25th October 1940 and was then shot down himself while piloting Hurricane Mk.I serial N2438. After having minor wounds attended to he returned to his squadron and flew through the rest of the Battle of Britain. In 1941 he was flying the American built Douglas DB7 Havoc night fighter with number 85(F) Squadron. He commanded his own Mosquito Squadron towards the end of the War. Vivian was released from the RAF in 1946 with the rank of Wing Commander.
Signatures on item 4
NameInfo




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.
Signatures on item 5
NameInfo




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.




Squadron Leader Maurice P Brown (deceased)
Maurice Peter Brown (known as Peter) was born in London on 17th June 1919. On leaving school he qualified for entry in the civil service with an appointment in the Air Ministry. But in April 1938 he left to join the Royal Air Force with a short service commission. In September 1939 he was posted to 611 West Lancashire Squadron with Spitfires in 12 Group, initially at Duxford and then Digby. His initiation into battle was over Dunkirk. He was at readiness throughout the Battle of Britain, including with the controversial Ducford Big Wing on 15th September, when the Luftwaffe's morale was broken, and then in late September with 41 Squadron at Hornchurch where the fiercest fighting with highest casualties had taken place. It was a quantum leap. In June 1941, after serving as a flight commander in the squadron, Peter was posted as an instructor to 61 Operational Training Unit at Heston and other OTUs and then at AFUs as a Squadron Leader Flying. He left the RAF with the rank of Squadron Leader and was awarded the Air Force Cross. In his flying career, Maurice Peter Brown flew Spitfire Mk.I, Mk.II and Mk.V. We have learned the sad news that Maurice Peter Brown passed away on 20th January 2011.

 

AVIATION PRINTS

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 A pair of Spitfire Mk.IXs of 402 Squadron Royal Canadian Air Force, based at Kenley, practise combat manoeuvres in the skies above Kent in May, 1943.

Spitfire Alley by Ivan Berryman.
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 Flying as Leader of B Flight, 41 Sqn, on 15th August 1940, Pilot Officer Ted Shipman and the rest of his flight found themselves among a mass of Messerschmitt Bf.110s that had been detailed to escort a bomber force of Heinkel He111s on a raid on the North of England.  Having made one head-on attack on one of the Bf.110s, Shipman manoeuvred his Spitfire Mk.1 onto the tail of another and fired a long burst into it.  This was M8+CH of Oberleutnant Hans-Ulrich Kettling of 1./ZG76 and rear Gunner / Radio Operator O/ Gefr Volk, whose starboard engine burst into flames and disappeared into the dense cloudbase.  Shipman claimed this initially as a probable, but it was later confirmed as a victory when the aircraft was found to have crash landed at Streatham Nr Barnard Castle.  Spitfire K9805 (EB-L) is depicted breaking off the attack as Kettling's stricken Bf.110 begins to burn.  Ted Shipman would go on to serve with the Royal Air Force until December 1959 retiring as a Wing Commander.  Ted would also go onto become friends with  Hans-Ulrich Kettling, the pilot he shot down.

Tribute to Pilot Officer Ted Shipman by Ivan Berryman. (P)
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On the 11th August 1942, Flight Lieutenant Geoffrey Wellum DFC, having just taken off from the deck of HMS Furious, leads his section of gathering Spitfires on the long journey to Malta. They are much-needed reinforcements for the beleaguered island, now in the twenty-sixth month of its siege. To enable each of the 38 Spitfires dispatched from Furious to reach Malta, over three hours flying time away, they carry maximum fuel together with a centre-line over-load tank. Even their ammunition is removed to save weight. Escorting Furious to her aft is the Cruiser HMS Manchester together with Destroyers Brave and Lithe. To their port side is the Ohio tanker laden with fuel during what became an epic voyage. In the distance HMS Eagle succumbs to an Axis torpedo attack. The success of Operation Pedestal was absolutely critical for the survival of Malta, bringing desperately needed fuel, food and ammunition to the Island. Losses were heavy but the courage and determination by all involved prevailed: five of the fourteen merchant ships, including the Ohio, made it through and the island was saved.
Spitfires - Malta Bound by Philip West.
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Hurricane LK-M of No.87 Squadron piloted by Flt Lt Alex Thom DFC limps over the south coast of England on 19th August 1942. While supporting troops on the ground at Dieppe, the Hurricane was hit by ground fire and lost oil pressure. Alex Thom got the damaged aircraft back to Britain, making a forced landing at East Den. Ferried back to 87 Sqns airfield, he immediately set off once more for Dieppe in Hurricane LK-A.

A Welcome Shore by Ivan Berryman.
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 210 Squadron RAF 1918.

Homeward Bound - Sopwith Camel by David Pentland. (Y)
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 The Royal Air Force Aerobatic Team, The Red Arrows, perform a roll in Lancaster formation over their base at RAF Scampton, the spiritual home of the famous 617 Squadron Dambusters Lancasters.  Each print is signed by the 2009 Red Arrows Team.

The Spirit of Scampton by Roy Garner. (Y)
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 Squadron Leader H C Sawyer is depicted here flying his 65 Sqn Spitfire Mk.1a R6799 (YT-D) in the skies above Kent on 31st July 1940 at the height of the Battle of Britain. Chasing him is Major Hans Trubenbach of 1 Gruppe, Lehrgeschwader 2 in his Messerschmitt Vf109E-3 (Red 12) . The encounter lasted eight minutes with both pilots surviving.

High Pursuit by Ivan Berryman. (APB)
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 On 20th October 1943, Wildcat and Avenger aircraft from the Carrier US Core, on patrol north of the Azores, surprised U378, a type VIIC U-boat which had been active in that area. The element of surprise was so complete that the submarines guns remained unmanned throughout the action.
The Element of Surprise by Robert Barbour.
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NAVAL PRINTS

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 Spitfire of 761 Training Squadron (attached to the Royal Navy) flies over the Forth Railway Bridge on the eve of World War Two, also shown is HMS Royal Oak departing Rosyth for the open sea.

Land, Sea and Air by Ivan Berryman. (C)
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B103.  HMS Royal Sovereign and HMS Warspite departing Malta by Ivan Berryman.

HMS Royal Sovereign and HMS Warspite departing Malta by Ivan Berryman
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DHM1322.  HMS Glasgow by Ivan Berryman.

HMS Glasgow by Ivan Berryman.
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B114.  HMS Carmania sinking the German armed liner SS Cap Trafalgar off Ilha da Trindade, South Atlantic. 14th September 1914.  By Ivan Berryman.
HMS Carmania sinking the German armed liner SS Cap Trafalgar off Ilha da Trindade, South Atlantic. 14th September 1914. By Ivan Berryman.
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The Pedestal Convoy of August 1942 was one of the most heavily protected convoys in the history of sea warfare.  Fourteen of the fastest cargo ships of the time were protected by 4 carriers, 2 battleships, 7 cruisers and 32 destroyers.  The destroyer HMS Ashanti is in the foreground of the painting.  Also depicted are the carrier HMS Indomitable, with her Hurricanes cirling the convoy overhead, and the cargoe ship Port Chalmers to the right of the picture.

Pedestal Convoy by Anthony Saunders (B)
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B146.  HMS Jamaica by Ivan Berryman.

HMS Jamaica by Ivan Berryman.
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DHM1307.  Queen Elizabeth at Southampton by Ivan Berryman.

Queen Elizabeth at Southampton by Ivan Berryman.
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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. (Y)
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WORLD WAR TWO MILITARY PRINTS

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<b>Ex-display prints in near perfect condition. </b>

Lance-Corporal Harry Nichols, 3rd battalion Grenadier Guards, winning the Victoria Cross at the River Escaut, 21st May 1940 by David Rowlands. (Y)
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 Kharkov, Russia, February - March 1943.  After abandoning Rostov and Kharkov in the face of the Soviet Winter Offensive, Field Marshal Erich von Manstein set about the recapture of both.  Among those taking part in the ensuing counterattack was the newly promoted tank gunner Erich Barkmann, of 2nd Company 2nd SS Panzer Grenadier Division, who had just been given command of his own Panzer III.

The Long Road to Kharkov by David Pentland. (P)
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 King Tigers of Kampfgruppe von Rosen, 3rd Company Heavy Tank Battalion 503, preparing to move out from the Tisza bridgehead to counter Soviet pressure on German forces attacking to the northwest at Debrecen during the first battles to defend the Hungarian capital of Budapest.

Tigers in the Mist by David Pentland. (B)
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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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 Sturmgeschutz IIIg and Paratroops of the 4th Fallschirmjager Division, driving to the front line, pass one of the two giant 28cm K5 (Eisenbaum) railway guns responsible for the shelling the Allied beacheads at Anzio and Nettuno.

Anzio Annie, Italy, 29th January 1945 by David Pentland. (GL)
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 Sturmgeschutz IIIF of Stug Battalion Grossdeutschland, and supporting infantry from GD Regiment 1 battle against Soviet forces defending the strategically important city of Voronezh on the Don. Combined arms operations such as this proved the value of the assault gun, which took a terrible toll on enemy armour and men alike.

Assault on Voronezh, Russia, 2nd - 7th July 1942 by David Pentland. (F)
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 Men of the US 381st Infantry Regiment, 96th Division supported by the tanks of 763rd and 713th Flamethrower Tank Battalions, during the assault on Yaeju Dake. This escarpment, known as Big Apple was the last in a series of tough Japanese defence lines on the south of the Island.

Taking of Big Apple, Okinawa, 10th - 14th June 1945 by David Pentland. (Y)
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 Hill 112, Normandy, 28th June 1944.  Infantry of the 11th Armoured Division digging in during the battle for the strategically important Hill 112.  The division comprised of the 8th Motor Battalion Rifle Brigade, 4th King's Shropshire Light Infantry, 3rd Monmouthshires,1st Herefords, 3rd Royal Tank Regiment, 2nd Fife & Forfarshire, Yeomanry and 23rd Hussars.

Digging In by David Pentland. (P)
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