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No.615 Sqn Hurricane over Burma by Brian Bateman. (P) - Military Art

No.615 Sqn Hurricane over Burma by Brian Bateman. (P)


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No.615 Sqn Hurricane over Burma by Brian Bateman. (P)

Hurricane Mk.IIc of 615 Squadron during late 1942 on a sortie over the Burmese jungle.
Item Code : B0537PNo.615 Sqn Hurricane over Burma by Brian Bateman. (P) - This Edition
TYPEEDITION DETAILSSIZESIGNATURESOFFERSYOUR PRICEPURCHASING
ORIGINAL
DRAWING
Original drawing by Brian Bateman.

Paper size 16 inches x 12 inches (41cm x 31cm) Duckenfield, Byron (signed in person)
+ Artist : Brian Bateman


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Signatures on this item
*The value given for each signature has been calculated by us based on the historical significance and rarity of the signature. Values of many pilot signatures have risen in recent years and will likely continue to rise as they become more and more rare.
NameInfo


The signature of Group Captain Byron Duckenfield AFC (deceased)

Group Captain Byron Duckenfield AFC (deceased)
*Signature Value : £50

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 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 : Brian Bateman
Click here for a full list of all artwork by Brian Bateman


Brian Bateman

His interest began as a child growing up in Dayton, Ohio. His best friend began showing him drawings of airplanes that he drew off of model box tops and that was it. Brian immediately began to draw aircraft and since then has not looked back. He became enthused with model building, dioramas, and research books---anything and everything Brian could get on the subject of WWII. It helped that Brian lived in an area where aviation was at the forefront, most notably Wright-Patterson AFB and its wonderful museum. I remember having my father take me there almost once a week for awhile, until I could get my driver's license to go there myself. I would spend countless hours looking at not only the planes, but the paint, rivets, wheel wells; anything you can imagine. I also remember studying and reading everything I could get my hands on regarding military aviation; in particular the Luftwaffe. Brian also remembers the first time he saw an aviation painting. It was in his junior year in high school; a Robert Taylor painting of The Battle of Britain. How wonderful he thought, to be able to paint scenes such as these and make a living out of it. The dream was cast, but was there a market out there for this small, select subject? In the late 1980s Brian moved to San Diego California, a state where there are many vintage planes and restoration facilities available, not to mention near-perfect weather all year around. In 1995 his first aviation painting, Shadow of the Moon, was well received, and Brian went to print with it. The painting continues to be one one his best sellers and a personal favorite. Another favorite is Topaz One, one of his latest releases, as it depicts a personal friend, Bruce Porter, and his Hellcat over Okinawa in late 1945. Brian started Bateman Galleries the same year, trying to make a well-rounded business out of his love for aviation and for art in general. The gallery has grown over the years to include many facets of his art, and not just aviation. Brian has since released 6 prints on the market and continues to strive to produce quality work at a level where others can enjoy it. His edition sizes remain small, at 250, to increase collectability and to have a better market value. Brian has opened this web site to expand on his vision of having his art reach more people. The site showcases his many talents and diverse styles, from aviation to military history, to wildlife and the human figure. I realize that there are many wonderful artists working in the aviation field today: Ferris, Taylor, Trudgian, Grinnell, and Crandall have been some of my personal favorites over the years for many reasons. One of the thrills I have had was meeting Robert Taylor. I remember that not only was he a super talent, but one of the nicest guys I have met. I think a well-rounded sense of one's self is just as important as one's talents. Please visit and view his many print releases along with his original art for those who are interested in collecting for investment. Brian is a participant of the CAF - Air Group One in San Diego, and has been privileged to have met many of the subjects in his paintings. He lives in San Diego with his family and two pets. His wonderful support from all his family, friends, and relatives are an inspiration and sense of stability.

More about Brian Bateman

Related Pages :

Brian Bateman Original Aviation Drawings

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