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Stan Stokes
Stan Stokes is a California native with more than 37 years as a full time professional artist, who developed a passion for vintage cars, trains and airplanes at an early age. Model building and RC planes filled the many hours of the young enthusiasts free time. However, unlike most other young aviation enthusiasts Stokes also displayed a great gift for artistic talent. After studying art in College, Stan decided to pursue a career as a professional artist. Stokes initially focused his great talents on depicting uniquely realistic landscapes of the western desert and mountain scenes. More than thirty years ago a good friend suggested that Stan combine his passion for aviation history and flying with his artistic talents, and render an aircraft or two. The rest is history. Stan has won many prestigious awards including the Benedictine Art Award in 1975 and the Smithsonian National Air and Space Museums Golden Age of Flight award in 1985. In May of 2000, Stan was honored with the National Museum of Naval Aviations R. G. Smith Award for Excellence in Naval Aviation Art. Commissioned by the Ronald Reagan Presidential Library in Simi Valley, California, Stans 12 x 120 foot mural of the History of the Flying White House is on permanent display in the Air Force One Pavilion. In addition Stans painting of the USS Ronald Reagan is hanging in the Legacy Room of the library. In 2005 Stan also completed a painting of our nations next aircraft carrier, the USS George H. W. Bush, which is on permanent display at the George H. W. Bush Presidential Library in College Station, Texas. Stan has also completed several impressive murals for the Palm Springs Air Museum including: The Tuskegee Airmen at 12 x 60 feet and contains 51 portraits of the original Tuskegee Airmen. Dauntless at Midway at 12 x 34 feet and Corsair on Approach at 19 x 55 feet. Stans work also hangs in the Air Force art collection, the Pentagon, San Diego Aerospace Museum, and the Smithsonian National Air and Space Museum in Washington DC. Stan has had the pleasure of meeting and working with many of his boyhood aviation heroes, including the late General Jimmy Doolittle, the late Pappy Boyington, Chuck Yeager, and many many others. A true aviation history buff, Stan often spends more time pouring over research materials for his paintings to assure their accuracy to the smallest detail than he does behind the canvas. Noted for his incredible detail and strikingly realistic illustration, Stans canvases have a life-like three-dimensional effect that often leaves viewers spellbound. Today his work encompasses not only aviation and space but also portraits, landscapes, ships, classic cars and his new collection of cat-related fine art paintings. Stan particularly enjoys the tough assignment. During his 37 years as a professional artist, he has been asked to produce literally hundreds of paintings documenting historical events, people and places. Although Stan has logged many hours flying his own airplanes, in recent years pleasure flying has had to take a backseat to the artistic demands of his backlog. Stan was commissioned to paint more than twenty original paintings for an aviation museum being in the Philippines. Since the mid-1980s NASA has also tapped Stans talents from time to time and he has completed more than fifteen paintings ranging from the space shuttles to the SR 71 Blackbird. Stan has also painted numerous works for the cutting edge genius in aviation and space design, Burt Rutan. |
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Ivan the Terrible by Stan Stokes. Hitlers Operation Barbarossa was designed to destroy the Red Army utilizing huge battles of annihilation along a wide front. The plan failed for several reasons, one of which is the fact that they never gained complete air superiority over the Red Army, which showed an amazing ability to produce huge numbers of aircraft despite the destruction of many production plants. Generally speaking, public awareness and information regarding the air war in Russia during WW II is negligible in America. One of Mother Russias greatest pilots was Ivan Kozhedub, and one of its most effective aircraft was the La-7 fighter. S.A Lavochkin teamed with V.P. Gorbunov in 1938 to design and develop a new Soviet fighter. The specification called for a simple, easy-to-build aircraft, which could be built quickly in very large numbers. The design was required to utilized no alloys which might be scarce in a wartime economy. Late in 1940 the La GG-1 prototype was delivered. Although a bit slower than its Mig and Yak rivals, the Lavochkin design had decent maneuverability, and was capable of sustaining a lot of combat damage. By 1942 the La-5FN variant had evolved. The La-5FN had improved performance, handling, and pilot visibility. Utilized in the Battle of Stalingrad the Russians nicknamed the aircraft the Wooden Saver of Stalingrad. The La-5FN was powered by a Shvetson 14 cylinder radial engine capable of 1,700 HP. With a wingspan of only 32 feet the La-5 was one of the smallest and lightest fighters of WW II. This gave the aircraft some unique advantages in dogfighting situations. Lavochkin was awarded a Stalin Prize and his design and production bureau received upgraded status. In 1943 production switched to the La-7, a noticeably more attractive aircraft with a redesigned wing, a relocated oil cooler and supercharger, and heavier armament. The La-7 utilized some light alloys for the first time, and approximately 6,000 aircraft were produced. Capable of speeds of 423 MPH at 10,000 feet. Many believe that the La-7 may have been the top dogfighting fighter of WW II. In total more than 30,000 Lavochkin fighters were produced. As depicted in Stan Stokes painting entitled Ivan the Terrible, Ivan Kozhedub is piloting his Lavochkin La-7 in a dogfight with a German Fw-190. Ivan Kozhedub, with 62 aerial victories, was the top scoring Allied fighter pilot of WW II. Ivan was assigned to the front in 1943 in time for the Great Battle of Kursk. He was assigned to one of the first units to fly the new Lavochkin La-5 fighters. In July of 1943 Ivan notched his first victory, a Junkers-87. By the end of the Battle of Kursk, Kozhedub had been promoted to Eskadrill Commander, and had been awarded the Order of the Red Banner. In 1944 Ivan was assigned to a crack unit of the 176th Guards IAP. This unit was moved from place to place where they could do the most good, and as a result Kozhedub saw plenty of action. Ivan attained 45 confirmed victories while piloting the La-5, and then 17 additional ones while piloting the La-7, including one over an Me-262 Swallow jet fighter. His last two victories (long-nosed Fw-190s) came near wars end over Berlin. Kozhedub was awarded three Hero of the Soviet Union awards and the Order of Lenin. |
Italian Air Stallion by Stan Stokes. The Italian campaign was conceived as a way to strike at Hitlers soft underbelly and obtain necessary airfields and port facilities to assist in the eventual invasion of Europe by the Allies. In July of 1943 while Allied forces were smashing resistance in Sicily, Mussolini plotted strategy with Hitler near Rimini. One week later Mussolini was arrested and King Victor Emmanuel took control of the Italian Armed Forces. By September the King had negotiated Italys surrender, but the Germans strengthened their forces in northern and central Italy leading to a long and difficult campaign of liberation for the Allied forces. In a country with many mountains and poor roads, air power played a major role. Little has been written about Major Adriano Visconti who was Italys highest scoring ace in WW II. Visconti flew as a reconnaissance pilot in Libya in 1940. Later he was assigned to the 7th and 16th Gruppo of the 54th Stromo C.T. Flying over Malta in 1941 and 1942 Visconti downed two RAF Hurricanes and 2 Bristol Blenheims. Later in fighting over Tunisia and Sicily, Visconti was credited with 14 more victories. When Italy surrendered in September of 1943, Visconti flew north in his Macchi 205 fighter crammed with three ground personnel. He joined the air forces of the newly organized New Fascist Republica Sociale Italiana, as a group commander. In the next year he would add seven more victories to his totals, including a P-38 and four P-47s. Visconti was assassinated in Milan in April of 1945 by anti-fascist partisans, having achieved a total of 26 confirmed aerial victories. The Aeronautica Macchi launched a development project in 1935 which led to the introduction of the M.C. 200 Saetta (Arrow) in 1937. Strong, highly maneuverable, and fast in ascent, the 200 was capable of 312 MPH powered by its 14 cylinder 870 HP radial engine. More than 1,000 of these aircraft were built. The Macchi C.202 Folgore (Thunderbolt) was introduced in 1940, and more than 1,100 were produced. It was capable of 370 MPH with an operational ceiling of 37,000 feet. The 202 was powered by a Daimler-Benz, 12-cylinder, inverted-V, liquid-cooled engine, which was capable of 1200 HP. As the war progressed the Macchi MC 205 Veltro (Greyhound) was introduced. It was an aircraft with elegant and aerodynamic lines. It differed from the 202 in many respects. Utilizing a more powerful Daimler-Benz 605-A engine rated at 1,475 HP, the Veltro was a much more capable aircraft than its predecessor. Entering combat in April of 1943 the Veltro was equipped with two 20mm canon in its wings, which replaced the 7.7mm machine guns utilized on the 202. The 205 was capable of 400 MPH, had a range of nearly 600 miles and an operational ceiling in excess of 39,000 feet. With a wingspan of 35 feet the 205 was just a bit smaller that a P-51 Mustang. At the close of WW II a small number of 205s remained in service with the 5th Flight Group of the Italian Air Force. As depicted in Stan Stokes striking painting entitled Italian Air Stallion, Visconti is depicted in his Macchi 205 Veltro in a dogfight over Northern Italy with a P-38 during a beautiful early evening sunset. |
Clash of Armour by Stan Stokes. More than 35,000 Ilyushin Sturmovik IL-2 ground attack aircraft were produced during WW II, the largest production run of any WW II aircraft. Often called The Flying Tank, the Sturmovik played a major role in the defeat of Nazi Germany on the Eastern front. The origins of this important aircraft date to 1938 when a design team headed by Sergei Vladimorovic Ilyushin began work on a new monoplane tactical bomber and ground attack aircraft. The initial prototype was completed in 1939, but was underpowered and had several structural flaws. With several modifications and use of a 1600-HP liquid cooled engine the final prototype was accepted and production began in 1940. Only a few hundred Sturmoviks were in service when Hitlers invasion of Russia commenced. One of the key design concepts of this aircraft was incorporation of an armored shell as both protection for engine and crew, and as a structural portion of the aircrafts design. Other aircraft designs typically added armor later, burdening the performance of the aircraft with the added weight. Sergeis design was unique, and the early variants were capable of top speeds approaching 300-MPH, and were almost invulnerable to attack from small caliber weapons. The second major variant incorporated a second crew member position as a rear gunner to fend off attacks by opposing fighters. Capable of carrying a 2000 pound bomb load to its target, special armor piercing bombs carried by the Sturmoviks were capable of knocking out any German armor, including the legendary Tiger tank, if attacked from the rear. This aircraft also carried several machine guns and cannons, making it no easy prey for opposing fighters. The final production variants of this aircraft were fitted with a 2000-HP engine and were capable of 330-MPH. In recognition of the significance of his design, Sergei Ilyushin was made a Hero of the Soviet Union. He also received a cash prize from Stalin in 1945 for his design of the final variant, the Il-II-10. A competing design was the Yak-4, a twin engined ground attack aircraft. Unlike the Sturmovik, the Yak-4 proved vulnerable to ground fire, and was withdrawn by the Red Air Force from production in 1942, and was thereafter relegated to a high altitude reconnaissance role. It is generally agreed that the Sturmovik was the most important and successful ground attack aircraft to see service in WW II. |
Yamamoto's Last Flight by Stan Stokes. On April 18, 1943, in one of the more interesting, daring, and ultimately controversial missions of WW II, a flight of P-38s under the command of Major John Mitchell, intercepted and destroyed the aircraft carrying Admiral Isoroku Yamamoto, Commander in Chief of the Japanese Combined Fleet, and the mastermind of the attack on Pearl Harbor. American code breakers had intercepted and translated a message indicating that Adm. Yamamoto would fly from Rabaul to an airfield on the southern tip of Bouganville on the morning of April 18, 1943. Because of the great distances to be covered during this intercept mission the P-38s would have very limited time over the rendezvous area. Fortunately for the Army Air Force pilots, Yamamoto was noted for his punctuality, and if he departed Rabaul on time the mission might just work. Major Mitchell led his flight of 16 P-38s to the rendezvous, with twelve of his fighters acting as high cover to fend off escorting fighters, while four pilots were designated as the killer flight by Mitchell and were to destroy the Mitsubishi Betty which would be carrying the Admiral. Two betty bombers and six Zero fighters were encountered. Both Bettys were downed by the killer flight and one of the four P-38s in the killer flight was lost. Unfortunately, this marvelous mission has also been surrounded by more than its share of controversy. One of the three surviving pilots of the killer flight was Thomas Lamphier. Lamphier claimed that only he fired the fatal shots into Yamamotos Betty. In 1972 the Air Force reviewed all relevant information surrounding the flight, including testimony from a surviving Japanese fighter pilot on the mission and a surviving passenger on the second Betty. The official Air Force decision in 1972 was that both Lamphier and his wingman Rex Barber should share equal credit. In March of 1985 another Victory Credit Board of Review was convened, and it too concluded that the victory should be shared. Later that year new evidence was put forward in the form of a taped interview with one of the surviving Zero pilots, Kenji Yanagiya. Yanagiyas testimony clearly supported the Rex Barber account of the mission and not that of Lamphier. Lamphier, who died in 1987, continued to be outspoken until his death in his claims. In 1993, The noted aviation historian, Carroll Glines published an excellent book entitled Attack on Yamamoto. The bulk of the evidence presented in Glines book supported the conclusion that only Rex Barber probably deserves credit for the victory. More recently a board assembled by the American Fighter Aces Association met and reviewed all available facts. That Board decided that only Rex Barber deserves the official credit for downing Yamamoto. Despite all this unfortunate controversy one cannot deny that the mission to intercept Yamamoto was the longest successful mission of its type in WWII. Yamamotos death boosted morale in the United States, shocked the Japanese public, and was ultimately symbolic of the turn around in the War in the Pacific, which began at Midway in 1942, and gathered momentum in 1943. |
Mitchell's Air Armada by Stan Stokes. Germany, concerned over the full brunt of Americas entry into the War, decided in 1918 to launch one last all-out offensive. Germanys air forces were to play an important role in this offensive, but production of new aircraft had lagged behind expectations. With insufficient numbers of aircraft, German military leaders had to hope for technically superior machines to offset their disadvantages in numbers. In early 1918 top aces were brought back from the front to test competing designs. The overall favorite was a Fokker design which would ultimately reach the front as the D.VII. The aircraft was ordered into production immediately. The Germans organized a couple more fighter groups which could be rapidly deployed in those area where they could do the most good. The German offensive, which is generally referred to as the Kaisers Battle, began in the Spring and was focused on the area north of the Somme. British forces were initially overwhelmed by the German offensive. German airpower dominated in the early phases of the offensive. For the first major counter offensive of the War in which American forces would play a major role, Col. Billy Mitchell, Chief of the Air Service, assembled a huge air armada, the objective of which was to wrest toal air superiority from the German forces. Mitchell assembled 28 American squadrons. More than 600 US-piloted aircraft were available to Mitchell in this sector including more than 100 new American-built DH-4s with Liberty engines. In addition Mitchell rested control of several hundred additional aircraft in British, French, and Italian squadrons. Mitchells total force amounted to nearly 1,500 aircraft - the largest air armada ever assembled. In the early days of the counter offensive Mitchells strategy worked brilliantly, as the sheer number of Allied aircraft overwhelmed the Germans. Later, as the fighting continued, the Germans would have some success; especially with their Fokker D. VIIs. In Stan Stokes painting DH-4 bombers of the US 11th Aero Squadron come under attack by Fokker D.VIIs while on their way to another target during the St. Mihiel offensive. The 11th Aero Squadron would be decimated before the end of the offensive, losing all but one its aircraft. Five of the six DH-4s sent to bomb Mars-la-Tour were downed by a flight led by Hermann Becker, a significant German ace. The American built DH-4 was capable of carrying a 450-pound bomb load. Powered with a 416-HP Liberty 12 engine, these aircraft were capable of 125 MPH, and were adequately armed with 4 machine guns. The Fokker D. VIIs were powered with a 175-HP Mercedes engine and were capable of 119 MPH. The Fokkers were typically armed with twin Spandau machine guns. |
Mach 3 Paint Stripper by Stan Stokes. Originally conceived in the early 1950s as a replacement for the B-52 (which incorrectly was forecast by Gen. Curtis LeMay to have a limited lifespan) the B-70 Valkyrie began life as Weapon System 110A. It was designed to have the same range as the B-52, but with as high a maximum speed as possible to avoid enemy defensive fighters or missiles. However, with the advent of intercontinental ballistic missiles, and the resulting debate over the cost effectiveness and efficacy of manned bombers, the funding for the B-70 program began to be cut. These cuts seemed academic at the time because engineers had not been able to overcome the many technical problems associated with the bombers design objectives. In 1956 a report from the NACA (National Advisory Committee for Aeronautics - which would later become NASA) revealed that Mach speeds of between 3 and 5 should be obtainable by an aircraft riding its own shock wave. North American Aviation engineers discovered this report and immediately began serious wind tunnel tests on various models. Their findings resulted in a complete redesign of the aircraft to its final configuration of a 65-degree high winged configuration with six enormous jet engines. There was considerable political debate during the engineering phase of the program, and the Congress finally cancelled the B-70 program except for the completion of a pair of XB-70A prototypes. The B-70 was like no other aircraft before it. More than 70% of its skin was stainless steel, finished to a mirror-like surface. The B-70 was also a huge gas tank with every available area not utilized devoted to holding fuel. The B-70 made its maiden flight on September 21, 1964. During the next 4 and one-half years the two aircraft flew numerous research missions out of the Palmdale test facility. On one such flight the B-70 attained more than Mach 3 for a period of 33 minutes - covering 2700 miles during the flight. On June 8, 1966 one of the B-70s was flying formation with four other GE-powered aircraft when one of the aircraft, an F-104 Starfighter got too close and was caught in the powerful vortex from the Valkyries wingtip. The resulting accident downed both the B-70 and the F-104 and cost the lives of two pilots. In Stan Stokes painting an XB-70 begins its gradual descent over the California desert with its B-58 chase plane close behind. The Valkyrie had reached more than Mach 3 on this flight, and it sports an involuntary new paint scheme as dark patches of stainless steel skin show through areas where the white paint was literally burned off the aircraft. |
D-Day Invaders by Stan Stokes. You are about to embark on the Great Crusade, toward which we have striven these many months. The eyes of the world are upon you. The hopes and prayers of liberty-loving people everywhere march with you. In company with our brave Allies and brothers-in-arms on other fronts, you will bring the destruction of the German war machine, the elimination of Nazi tyranny over the oppressed peoples of Europe, and security for ourselves in a free world. These were the final words of Supreme Commander Eisenhower to the huge force assembled in June of 1944 on the eve of D-Day. Parachute infantry units would play an important role on D-Day. Although Billy Mitchell had contemplated forming airborne military forces during WW I, it was not until May of 1939 that the United States commenced a study regarding the feasibility of creating an air infantry. By 1940 an all-volunteer test platoon had been organized at Ft. Benning, Georgia. As the threat of War continued, the Army began experimenting with gliders in mid-1941. After the attack on Pearl Harbor, the Army established Parachute Infantry Battalions, and by early 1943 an Airborne Command was organized as well as an Air Transport Command to facilitate the training of air crews necessary for the deployment of airborne forces. By mid-1942 authorization was received to form two airborne divisions the 82nd and the 101st. With a strength of about 8,000 men, these divisions were about half the normal strength of an infantry division. The first major test for Americas new airborne forces came in North Africa during operation TORCH where the 1st Battalion of the 503rd Infantry was deployed. The 82nd Airborne was later successfully deployed during the invasion of Sicily. Operation OVERLORD, the code name for the D-Day invasion, included both of Americas Airborne Divisions as well as the British 6th Airborne Division. The plan called for numerous parachute jumps and glider landings during the evening prior to the invasion. Supplemental jumps or landings would take place later during daylight hours to reinforce these troops and bring in supplies. Although eighteen aircraft were utilized as pathfinders, the evening jumps were highly scattered and off target in many cases. Despite the massive difficulty in reassembling, the troops of the 101st and 82nd performed their missions with distinction. By June 9 nearly all airborne objectives had been secured despite heavy casualties. Both the 101st and the 82nd each lost about 1,200 men killed-in-action. By occupying German forces behind the invasion front, these airborne forces saved the lives of many on the beaches at Normandy. The 101st and 82nd Divisions continued fighting until mid-July when they were pulled back to England. During these hectic weeks of fighting casualty rates were in excess of 50%. As depicted in Stan Stokes painting, which is dedicated to all those who participated in the Great Crusade, a C-47 Skytrain (bearing white and black invasion stripes) passes over the beaches of Normandy following a drop behind enemy lines on June 6, 1944. |
The Dragon and his Tail by Stan Stokes. The only flyable B-24 Liberator aircraft in the world, serial no. 44-44052 is the aircraft owned and operated by the Collings Foundation, and named after The Dragon and His Tail, a lavishly decorated B-24 that flew in the Pacific during WW II. The B-24 did not get the attention or fame of the B-17 either during or after the War. With longer range and bigger bomb loads than the B-17 the B-24s were generally based far from London. As a result, most war correspondents looked for stories at the B-17 fields and avoided the long treks to the B-24 fields. The B-17 also looked more modern and more powerful, although this was not an accurate assessment. The B-24 that has been restored by the Collings Foundation was built in August 1944 by Consolidated Aircraft at the companys huge Ft. Worth assembly plant. Originally delivered to the USAAF the aircraft was shortly transferred to the Royal Air Force. Under British Flag the plane saw combat service in the Pacific in operations ranging from anti-shipping to bombing, to re-supply. At Wars end she was abandoned to an aircraft graveyard in Khanpur, India. In 1948 the aircraft was restored by the Indian Air Force and it saw service until 1968. She sat abandoned in India until 1981 when famed British aircraft collector, Doug Arnold, purchased her and had her disassembled for shipment back to England. She was sold in 1984 in as is condition to the Collings Foundation and was returned to America in 1984. Restoration commenced in 1985 with General Dynamics acting as a major sponsor of the restoration. More than 420,000 rivets were replaced during the restoration that involved rebuilding more than 80% of the aircraft's parts. The completed B-24 was originally named All American in honor of an Army Air Force B-24 of the same name. The original All American shot down fourteen enemy fighters in a raid over Germany on July 25, 1944. That aircraft was lost on a combat mission when it was shot down over Yugoslavia in October of 1944. In 1998 the Collings Foundation renamed its B-24 The Dragon and its Tail to honor an aircraft than served with the 64th Bomb Squadron of the 43rd Bomb Group in the Pacific. The original Dragon survived the War, and was the last B-24 scrapped in Arizona. In Stan Stokes marvelous painting the original Dragon is depicted during a typical anti-shipping mission. |
Ill Fated Convoy by Stan Stokes. In mid-1941 Germany invaded the Soviet Union opening up a second front. Despite its own wartime shortages, the UK realized a moral obligation to send supplies to the USSR. In August of 1941 the first convoy (designated PQ1) sailed from Iceland to the Arctic ports of Archangel and Murmansk. By mid-1942 12 convoys had set sail, with the loss of only merchantman out of 103 that had set sail. Admiral Raeder pressed Hitler for permission to move anti-convoy forces, including the battleship Tirpitz to northern Norway. With these forces in place, PQ16 lost five ships in May of 1942. When PQ17 assembled in Iceland in late June, an impressive force of Cruisers, Destroyers, and Corvettes was assembled under the command of Rear-Admiral Hamilton to provide close-in support. In addition, a battlefleet under the command of the Admiral of the Fleet, Sir John Tover, would shadow the convoy. The Admiralty was fearful of the Tirpitz and believed that if encountered the convoy would scatter and make a run for it. PQ17 set sail on June 27 with 35 merchantmen. On July 1 it was sighted by a Fw-200 Condor and the U-456. An attack by He-115s on July 2 sunk no ships and resulted in the loss of one He-115. Also on the second, the Tirpitz was given orders to relocate. On the 4th another attack claimed only one ship, the Christopher Newport. On the 5th a flight of 25 Ju-88s and He.111s attacked the convoy with the loss of two more ships. Fearing that the Tirpitz will soon be engaged, the British Admiralty gives the order for the convoy to scatter. Over the next few days the ships become targets of opportunity for both German U-boats and He-115 torpedo bombers. Only 12 of the 35 merchantmen make it unscathed to the Soviet Union. The Heinkel He.115 had an excellent reputation for reliability, and was capable of making takeoffs and landings in fairly high seas. The aircraft was nearly 57-feet long, and had a wingspan of 73-feet. With twin BMW engines capable of 960-HP the aircraft had a top speed of only 180-MPH. Its ceiling was 17,000-feet and its maximum range was 1,740 miles. The 115C model was produced beginning in 1940. It had a fixed 15-mm cannon mounted under its nose, and a rearward firing machine gun in the rear of each engine nacelle. The company founded by Ernst Heinkel is probably best known for it He.111 medium-bomber, but Heinkel also designed and produced a number of other notable aircraft, not the least of which was the Heinkel He.115, the biggest and most powerful seaplane to see service in WW II. Development on this seaplane started in 1935 in response to a request from the German Air Ministry for a twin-engine, floatplane, torpedo-bomber. Production aircraft came off the assembly line in 1938, but negligible initial German demand, forced Heinkel to look for orders outside of Germany. As a result a number of aircraft were purchased by Denmark, Sweden and Norway. The He.115 had a very large wing, and a very narrow fuselage. Four of the He.115s that had been purchased by Norway managed to escape to the UK when Norway was invaded. Two of these aircraft were repainted with German markings and were utilized for clandestine operations, such as flying secret agents into Norway. |
The Pencil Eraser by Stan Stokes. In 1941 the advancing German forces had obliterated the Soviet Air Force. During the first week of fighting the Luftwaffe had destroyed more than 4000 Soviet aircraft. Huge numbers of aircraft were destroyed hopelessly on the ground, and those that took to the sky were often outclassed by superior equipment flown by more experienced pilots. The decimation of the Soviet Air Force during the fighting in 1941 was shocking, but even more remarkable is the story of the comeback of the Soviet Air Force. The Soviets had been blessed during their history with many excellent aviation designers and engineers. Zhukovsky, Sikorsky, Tupolev, Polikarpov, Mikoyan, Lavochkin, and Gurevich to name but a few. The Germans smashed the pride the nation had in its Air Forces, but the Soviets fought back. Most of the Soviet fighters at the start of the War were obsolete Polikarpov I-153s or I-16s. Some Mig 3s were available, but the Mig 3 was a poor performer at low altitudes, and was too unstable and too lightly armed to tangle with German fighters. The Lavotchkin LA-7 and the Yakovlev Yak-3 were two excellent new fighter designs that gave the Soviets some competitive edge, and an important ground support aircraft was the Il-2 Sturmovik. It is a miracle that the Soviets were able to produce these aircraft in large volumes. Production factories had to be moved east out of the range of German bombers, and the Soviets imported a large number of foreign made aircraft including the Bell P-39 Airacobra. In November of 1943 one of the fiercest aerial combat battles of all time took place. During a battle near the Kuban River, Russian and German aircraft clashed by the hundreds. For the first time since the German invasion in 1941, the Red Air Force prevailed. For the first time the Soviets took the initiative, sending wave after wave of modern new aircraft into combat against the Luftwaffe. In the air the Soviets earned their first victory over the Germans... a sign of things to come. During the Battle of Kursk in mid-1943, the Luftwaffe amassed nearly 2000 aircraft, however the Soviets had more than twice that number. This numerical superiority paid off during the fighting, In Stan Stokes painting a Mig-3 targets a Dornier Flying Pencil. More than 3000 Mig-3s were produced, but the aircraft was effective only in the role of high altitude interceptor or reconnaissance aircraft. At lower altitudes it was outclassed. The Do-17 was a prewar design that first entered service in 1937. The aircraft was enhanced with a 215 and 217 variant. The bomber version had a crew of 4 and was capable of carrying as much as a 9,000 pound bomb loads. With a maximum speed of 320-MPH the Flying Pencil could be elusive. |
Moonlight Renegade by Stan Stokes. On July 2, 1900 Count Ferdinand von Zeppelin piloted his first rigid-framed, lighter-than-air ship over Lake Constance in Germany. Seventeen years later, on June 16, 1917, Zepellins latest creation, the L-48, was readied at Nordholz, Germany for its first combat mission. The huge L-48 was one of the newest and most technically advanced German airships. Powered by five 250 HP Maybach engines, the great airship could carry 6,000 pounds in bombs, and was manned by a crew of nineteen. For this maiden mission the commodore of the North Sea Airship Division, Victor Schutze, would be joining the L-48s skipper Kapitain-lieutenant Franz George Eichler. Early in the afternoon the L-48 commenced its mission along with several other airships from the Nordholz base. The great Zeppelin would cruise at 60 MPH at 5,000 to 10,000 feet and would ascend to approximately 20,000 feet when approaching its target. This altitude would provide an effective defense against both anti-aircraft or British fighters. RAF Captain Robert Saundby, had returned from the front, to be put in charge of a very small RFC squadron at Oxford Ness. June 16 was a cloudless night, perfect for a Zeppelin attack., and at 11:15 PM Saundby launched his two active aircraft equipped with incendiary machine gun bullets. As he gazed up at the stars at 1:00 AM Saundby was startled to see a huge zeppelin outlined by searchlights only a few miles away. Awakening two of his mechanics, Saundby instructed them to fire up his single-seat DH2 fighter. Although obsolete and not equipped for night fighting, Saundby, who had never flown at night, got the little pusher-propeller fighter in the air, and began a long ascent. After fifteen minutes of flying Saundby spotted the L-48, which was by now attracting anti-aircraft fire which was exploding several thousand feet below the great airships altitude. For an hour or so, Saundby tried to coax every bit of altitude out of his little DH2, but he could not get in range. At around 3:00AM the L-48 completed its bombing runs, and the Captain set a due north course. With dawn only an hour away, Captain Eichler was anxious to get out of British airspace. A report from an observation airship which had accompanied the strike force that evening indicated favorable winds at 13,000 feet. Captain Eichler gave the orders to descend. Meanwhile, Captain Saundby who had fought the cold and wind while tailing the L-48 for nearly three hours, was startled to see the great airship descending. Pushing his DH2 to the limit, Saundby emptied 8 canisters of incendiaries at the L-48. Recognizing the attack the L-48 dumped ballast, and immediately began to ascend. Saundbys last few round met their target and the L-48 erupted. Saundby felt the surge of heat and light, and struggled to keep his little craft under control. Within minutes the L-48s maiden mission was over, as Saundby circled the 750 foot long fireball which had come down at Westford. Amazingly, two of the L-48s crewmembers survived, the only people to ever survive a zeppelin which had been ignited. One of these survivors, Kapitanlieuntenant Meith wrote a letter describing the L-48s fateful misssion, providing much of the historical basis for this incident. |
Sentimental Journey by Stan Stokes. The distinctive tri-tailed Lockheed Constellation, viewed by many as the epitome of piston-engine airliners, was the brain child of Howard Hughes who controlled Transcontinental & Western Airlines. Hughes drew up the initial specifications for this aircraft which was designed under the guidance of C.L. Kelly Johnson. As one of the largest airplanes designed up to that point, the Connie had a number of firsts including hydraulically boosted controls, high lift wing flaps, and a fully pressurized cabin. The prototype was completed in 1942, but all production was shifted to military applications. Designated the C-69 by the USAAF, the Connie carried Orville Wright on his final flight during its service trials. The aircraft was well received and immediately set a number of performance records. With the end of the War, and the onset of the post war recession, the Connie was almost canceled. FAA certification was granted on October 14, 1945. For safety purposes, due to past fire problems with the R-3350 engines, fire detection and extinguishing systems were added. The Model 49 had a maximum takeoff weight of 86,250 lbs. Eighty-eight Model 49s were sold, with TWA and Pan Am accounting for more than half the sales. The Constellation did not have a good safety record in its first few years of operation. One unusual accident occurred when the Plexiglas astrodome broke while the navigator was taking a fix. The navigator was, unfortunately, blown out of the aircraft. With the Model 649 Lockheed utilized more powerful engines, and for the first time utilized a rubber barrier between the inner and outer skins to reduce vibration. The 649 was faster, more economical, and had a much more comfortable cabin than the first Connie. Eighteen of these aircraft were delivered to Eastern. An improved version of the 649 was introduced in response to the DC-6, and was designated as the Model 749. This model had much greater fuel capacity and range. More than one hundred of these airliners were delivered. The Model 1049, or Super Constellation, was first delivered in 1952. It was basically a Model 749 which had been stretched some eighteen feet. Increased fuel capacity and more powerful engines were utilized. Unfortunately, the initial 1049s, with a gross maximum takeoff weight of 120,000 lbs, were slower than the DC-6. Only twenty-four Model 1049s were built. In 1953 Lockheed incorporated turbo-compound engines on the Model 1049C. This upped cruising speed to nearly 300 MPH, and takeoff weight by an additional 10%. Forty-eight of these aircraft were built, but the engines suffered from reliability problems. The major production model of the Super Connie was the 1049G. The G had 609 gallon wing tip tanks which added an additional 700 miles to the Connies range. The G Model also utilized square windows. The first 1049G flew in 1954. TWA purchased 28 of the 102 Super-Gs which were built. A total of 856 Connies, including military versions, were produced. The aircraft was phased out by major airlines prior to its useful life being reached because of the introduction of passenger jets. TWA phased out all its Constellations by 1963. In Stan Stokes magnificent painting, a TWA Super Connie departs San Francisco in 1957 for points unknown. |
Jaws of the Dragon by Stan Stokes. The Republic F-105 Thunderchief, or Thud, as it was nicknamed by many of the pilots who flew it, was conceived as a supersonic, low altitude fighter-bomber capable of carrying a nuclear weapon in its internal bomb bay and two more on its wing stations. The F-105 evolved from a proposal made by Republic to the USAF in 1952. A series of delays, cancellations, spec changes, and other problems resulted in a very long gestation period for this aircraft, with initial production models not reaching operational units until 1958. The Thud was a big, powerful aircraft. With a length of 65 feet and a height of 20 feet, the F-105 would typically fly combat missions with a gross weight at takeoff in excess of 50,000 pounds. Although the F-105 was fortunately never utilized for the nuclear mission it was designed for, it did become the primary tactical bomber utilized by the USAF during the Vietnam War. In fact, the Thud flew more than 75% of all the bombing sorties directed at North Vietnam during the War. The Ham Rong Bridge in North Vietnam was a frequent target for F-105s. Ham Rong translates into English as Dragons Jaws, and this very important north-south rail and highway line was a vital supply link in allowing the North Vietnamese to send streams of men and materials south. The Ham Rong Bridge was 546 feet long and was 56 feet wide. It took eight years to build this incredibly sturdy bridge and Ho Chi Minh himself dedicated the bridge in 1964. SAMs and antiaircraft batteries heavily defended it. Living up to its name, the bridge was one of the most punishing targets to attack, and many American aircraft and pilots were lost during the numerous attacks on the Dragons Jaws. From 1965 to 1968 almost seven hundred aircraft had attacked the bridge, hitting it with more than 10,000 tons of high explosives. Despite these attacks, repair crews worked around the clock, and the bridge remained usable. Rockets proved ineffective and only direct hits with large bombs were likely to do any serious damage. Recognizing this, the North Vietnamese knew that American fighter-bombers would have to pass directly over the Dragons Jaws to release their bombs. A wall of antiaircraft fire would be directed directly over the bridge during such attacks, and a horrific toll was exacted on attacking American aircraft. In Stan Stokes painting an F-105 piloted by Fred V. Cherry is depicted during an attack on the Ham Rong Bridge. Col. Cherry was shot down in October of 1965 and remained a POW until 1973. He retired from the Air Force in 1981. The Dragons Jaw stood as a symbol of North Vietnamese resistance until it was finally destroyed by a laser-guided, smart bomb in1972. |
The War Up North by Stan Stokes. The fighting in the Aleutian Island chain has largely been neglected by many WW II historians, as has the role of the Lockheed Ventura. The Ventura was a high performance aircraft and not that easy to learn to fly. Like the B-26 Marauder the Ventura earned a poor reputation from pilots and crews during training, but eventually became an unqualified success in the field. Despite an uncertain debut for this aircraft, during the last two and a half years of the War Venturas played a major role in the Pacific War. The Ventura was a follow-on to the successful Lockheed Hudson that had been purchased by the RAF. Whereas the Hudson was a militarized version of the Model 14 the Ventura was a militarized version of the Model 18 Lodestar. The Ventura utilized powerful 2000-HP Double Wasp radials and the designers utilized a paddle-style propeller. The paddle props coupled with the closeness of the engine nacelles to the fuselage gave the Ventura a distinctive sound. The Ventura was well armed and could carry a decent bomb load, and was fast enough to avoid many encounters with opposing fighters. The Ventura entered combat with the RAF in December of 1942. Despite the 300-MPH plus speed of the Ventura, the RAF became disenchanted with the Ventura as a low altitude attack bomber, and the USAAF stepped in to pick up the RAF production. The USAAF designated some early Venturas as B-34s and some later variants as B-37s. The US Navy negotiated an agreement with the USAAF to acquire some Venturas as a compliment to its force of PBY Catalina amphibians. The Catalinas were slow and vulnerable to attack, and the Navy felt that a fast land-based reconnaissance and patrol plane would be helpful. The Ventura also had enough offensive firepower to be utilized in the pinch as an attack bomber on enemy supply depots. The Navy adopted the PV designation for the aircraft (P for patrol and V for Vega - the division of Lockheed that produced the aircraft.) Some 1600 PV-1s were produced for the Navy between 1942 and May of 1944. The Navy added fuel capacity - giving the PV-1 a combat radius of 1600 miles. They also modified the nose of the aircraft. The bomb capacity was 3000 pounds and it was possible to carry a single torpedo in the bomb bay. The first Navy deployment of the Ventura was to the Aleutians in April 1943 (VB-135 and VB-136.) These squadrons perfected radar-bombing missions and on two other occasions attacking forces of Japanese Betty Bombers were turned back by Navy Venturas. The wicked flying weather in the Aleutians took as great a toll on our forces as did the enemy. Stan Stokes painting is intended as a tribute to those that fought in the War Up North. |
B-52s: They Keep on Ticking by Stan Stokes. The Boeing B-52 Stratofortress has played a major role in Americas defense for nearly forty years. In his dramatic painting appropriately entitled B-52s: They Keep On Ticking, aviation artist Stan Stokes depicts an early big-tailed B-52B and a more contemporary B-52G which saw service during Operation Desert Storm. The origins of the development of the B-52 begins way back in the early 1940s. All major aircraft companies were interested in developing the first truly intercontinental bomber. Shortly after WW II the Convair XB-36 and the Northrop XB-35 were developed, and both had intercontinental range. However, neither of these aircraft were capable of penetrating deep into Soviet airspace, and defense planners in the early 1950s presumed that the Soviets would be our prime adversaries for years to come. In 1946 the Air Force issued a requirement for its next generation of strategic bombers. Required was a range of at least 5,000 miles with a minimum 10,000 pound bomb load, a top speed in excess of 450 MPH and an operational ceiling of at least 40,000 feet. Boeing entered this competition with the XB-52 which incorporated six turboprop engines. Part way into prototype development, Boeings designers decided to scrap this design in favor of a swept wing jet powered aircraft. The first XB-52 was rolled out in November of 1951. One major change in the prototype was a complete redesign of the forward fuselage to allow the pilots to sit side-by-side. The B-52B was the first true production model of the Stratofortress. It became operational in 1955 with the Strategic Air Command. On January 16, 1957 SAC demonstrated the amazing capabilities of the B-52 with a non-stop around the world flight covering over 24,000 miles in 45 hours and 19 minutes. The B-52B was phased out in the mid 1960s. The B-52C was the first of these aircraft to be painted gloss white on its entire underside to reflect the heat from nuclear blasts. The C remained in service until 1971. The B-52D saw significant service in Vietnam. Many of these models were modified to carry up to as many as 108 conventional bombs. During a major offensive strike at Hanoi in December 1972 a total of 729 B-52 sorties were flown. Only 15 aircraft were lost, despite the fact that Hanoi was heavily protected with SAMs and anti-aircraft batteries. The B-52G was the first of the short tail models. The manned rear gun turret was removed on these models, and the fuel capacity was significantly increased. The G model was the first of the B-52s to carry cruise missiles, a development which significantly lengthened the useful service life of this aircraft. The B-52G is, like its predecessors, a very large aircraft with a wingspan in excess of 185 feet, and a maximum take off weight of 488,000 pounds. With a range in excess of 7,000 miles and a maximum speed of 634 MPH, the Gs were successfully utilized in the Gulf War, and no doubt will continue to see service for many more years into the future. The B-52 is clearly one of the most unique of all post-WW II military aircraft, and it is interesting to note that it is one of only a very few aircraft designs which is older than most of the pilots who fly it. |
Teddys Great White Fleet by Stan Stokes. Teddy Roosevelts Big Stick included a worldwide tour of the American Fleet to project American power. |
Liberators by Stan Stokes. In 1938 Consolidated Aircraft was asked by the USAAC to join in production of Americas only long range 4-engine bomber, the Boeing B-17. However, Mack Laddon, the companys Chief design engineer, convinced the Army that an alternative design, incorporating the high aspect ratio wing design of David Davis, would result in a long range heavy bomber superior to the Boeing B-17. The Army Air Corps contracted with Consolidated to build seven prototypes and these were delivered in 1940 for service trials. Consolidated Aircraft had substantial experience in producing long range flying boats, most notable of which was the PBY Catalina. The B-24 incorporated the distinctive twin tailed design of Consolidateds flying boats, and relative to the older but sleeker B-17 was quite an ugly duckling. Despite its deceiving appearance, the B-24 was produced in greater numbers (18,000) than any other American aircraft during WW II, and proved through experience to be one of the most versatile of all Allied aircraft. Nicknamed the Liberator by the British, the B-24 served in many roles. In addition to its very effective use as a strategic bomber, the aircraft proved very successful in anti-submarine activities, and as a long-haul transport for troops, fuel and supplies. The Liberator was the only American aircraft capable of non-stop transatlantic crossings during the war. First utilized by the French and British, the B-24 is credited for helping the Allies win the war in the Atlantic, where the aircrafts incredible range was an important asset. Germanys 1,200 U-Boats sank over 2,600 Allied ships during the War, and in 1942 and 1943 losses were nearly unsustainable. Until the Liberators arrived, Allied convoys lacked air cover for a 300 mile stretch of the Atlantic, and it was in this area that wolfpacks of U-Boats took a devastating toll. The Liberator was utilized in virtually all theaters of operation during the war. The B-24 was produced in several variants, of which the B-24D was the first to be mass produced. The B-24D was powered by four 1200 HP Pratt and Whitney Twin Wasp 14-cylinder radial engines which incorporated two-stage superchargers. The aircraft had a maximum speed of 303 MPH, and a range of 2,850 miles. Most Liberators were manned by a crew of nine or ten, and typical armament consisted of ten machine guns. With an official bomb capacity of 8,830 pounds the B-24D could pack quite a wallop. In his painting, artist Stan Stokes captures a pair of Liberators returning to base at dusk after a lengthy submarine patrol mission over the Atlantic in 1942. |
The Eagle in San Francisco by Stan Stokes. The USCG tall ship Eagle is shown under full sail in San Francisco Bay. Alcatraz Island, site of the infamous federal prison, is in view and in the distance is the waterfront of downtown San Francisco. The Eagle, originally named the Horst Vessel and built in Germany in 1936, was received as a war reparation payment. The Eagle represents America in many tall ship events, and serves as a primary USCG training vessel. |
A Pair of Aces by Stan Stokes. In 1936 the Lockheed Aircraft Company won a contract to produce a high altitude interceptor for the USAAC. This contract was won despite the fact that the company had been nearly bankrupt in 1932, and had never produced a fighter aircraft. Mr. Kelly Johnson, Lockheeds chief designer on the project, settled on a design incorporating a twin engine scheme utilizing twin booms to house the aircrafts supercharged engines, and a central nacelle which housed the pilot and all the armament. Despite an unfortunate crash of the prototype, the USAAC was impressed with the aircraft, and a production order was placed for the first P-38 Lightnings. The P-38 was to prove to be one of Americas top fighters of WW II. The Lightning was fast, very heavily armed, had excellent range, and a great rate of climb. The aircraft was capable of flying with only one engine, and this proved advantageous in improving long range reliability. The two most effective models were the J and the L, of which more than 6,000 were produced. One early technical problem with the aircraft was the loss of control during high speed dives when the aircraft obtained speeds approximating 500 MPH. This problem was ultimately solved by the addition of a dive flap beneath the spar to offset a nose down tendency during such dives. Nicknamed the twin tailed devil by the Germans, the P-38 saw a lot of action in the Pacific where its great range was a more important asset. Americas two top aces of the War were P-38 pilots serving with the Fifth Air Force in the Southwest Pacific. Major Richard Bong was a soft spoken Wisconsin native who achieved 40 confirmed victories, but was killed on August 6, 1945 while testing a P-80 jet over Southern California. On July 26, 1943 Bong achieved four victories on a single mission. Thomas McGuire was born in New Jersey, and enlisted in the Army as an aviation cadet in 1941. Between August 1943 and January 1945 McGuire was credited with 38 victories. McGuire and Bong flew together in combat on many occasions. On December 7, 1944 both Bong and McGuire chalked up two kills during a mission over Ormoc Bay. McGuire was ultimately killed in combat in early 1945 when he stalled his P-38 prior to an engagement with the enemy. Both of these gentlemen received the Congressional Medal of Honor, and both flew aircraft named after women who would become their wives. The print depicts both Bong and McGuire over the Southwest Pacific in 1944. Bongs Marge is in the foreground, with McGuires Pudgy off his wing. |
Imperials Flying Bananas by Stan Stokes. The Handley Page H.P. 42 biplane airliner had a reputation unmatched in its day for reliability, safety, and passenger comfort. Imperial Airways, the British flag carrier during the between war period, was one of aviations pioneers when it came to establishing long range commercial air services. With the British Empire spanning the globe, effective long distance air service was important in linking both former and current colonies. In 1928 Imperial solicited proposals for a long distance airplane capable of flying the London to India air mail route. Handley Page won the bid for a total of eight new airliners. The large bi-plane design which was agreed upon had four radial engines, with two mounted on the upper wing and two on the lower wings on each side of the fuselage. With its triple finned tail assembly, this huge biplane was quite something to see. Despite its antiquated appearance the H.P. 42 had a very impressive passenger compartment which was quite luxurious. Inlaid wood paneling, twin lavatories, a full galley, comfortable seating, passenger ventilation controls, and wide windows gave the H.P. 42 ambiance comparable to some of the ocean liners of the day. The slight kink in the aircrafts fuselage gave rise to its flying banana nickname. Four aircraft were built for Imperials eastern route structure, which included the India and South Africa routes. These aircraft were powered by 9-cylinder 550-HP Bristol radials. The other four aircraft were utilized for the London-Paris shuttle and other continental routes, and were powered by a different engine, and contained a total of 38 passenger seats instead of the 24 passenger configuration for the longer routes. The H.P. 42 had a corrugated metal skin similar to both the Ford and Junkers Tri-motor designs of that era. With a cruising speed of only about 100-MPH the passenger amenities on these aircraft were greatly appreciated, especially if a stiff headwind was encountered. The aircraft, with its large wing area, had an incredibly short take off capability, and could become airborne in only 600 feet. As depicted in Stan Stokes painting Hannibal passes over the Pyramids in Egypt on its approach into Cairo, one of the stop over points on the London to India route. This journey would take more than six days, with no flying at night. Occasionally these aircraft would make stops at unattended desert fuel depots in order to refuel. These aircraft were in service for about eight years, with most of them attaining more than one million flight miles. The eight aircraft in the fleet, Hengist, Helena, Horatius, Hannibal, Heracles, Horsa, Hanno, and Hadrian chalked up more than 100,000 flight hours covering more than 10 million miles. Only one aircraft was lost in a fatal accident, as Hannibal disappeared over the Indian Ocean while being ferried back to England. |
Hobo Queens by Stan Stokes. The B-32 Dominator was produced by Consolidated Aircraft in parallel with Boeings development of the B-29 Superfortress. While both of these long-range heavy strategic bomber development programs encountered some difficulties, the B-29 was completed sooner, and was ordered in far larger quantities than the B-32. About one hundred Dominators were ultimately built and the aircraft saw some service very late in WW II. Powered by the same engines as the B-29, the B-32 had a distinctive very tall stabilizer. Four B-32s from the 386th BS of the 312th BG based at Yontan, Okinawa were given a three-day photoreconnaissance mission near the end of the War. On the third day of the mission, August 18, 1945, two aircraft were forced to turn back and only two aircraft, the Hobo Queen and the Hobo Queen II made it to Japan. The mission involved photographing an area north and east of Tokyo. The aircraft were unescorted, as the War was for all practical purposes over. As the two aircraft prepared to head home they were jumped by a large group of Japanese fighters including Imperial Navy A6M2 Zeros and Army Ki44 Tojos. The first attacks occurred at 1:30 PM while the aircraft were at 20,000 feet. The enemy planes made ten passes on the Hobo Queen II with little or no damage. About twenty-five passes were made at the Hobo Queen, which was under the command of Lt. John R. Anderson. Seven passes were made at the tail of the B-32 and one of the attackers blew-up. One fighter pass was made at the ball turret from below with no success, and another six were made at the forward upper turret. About six more were made at the nose turret position, and several more at the upper rear turret. Another enemy fighter blew up, and a third was seen going down smoking. The pilots went to full mix and full throttle and power-dived the B-32 from 20,000 to 10,000 feet. The Hobo Queen absorbed a lot of damage during these attacks. The radioman got the Hobo Queen II to regroup with the badly damaged Hobo Queen to provide some cover. Three men were wounded including Sgt. Anthony J. Marchione, SSgt. Joseph M. Lacharite, and Sgt. John T. Houston. Marchione and Lacharite were at the camera hatch at the rear of the aircraft when that section of the plane was riddled. Both men were hit. Despite his own wounds, SSgt. Lacharite began administering first aid to Marchione, but a second fighter pass wounded Marchione again. Despite the valiant efforts of his crewmates to keep him alive, Marchione passed away at 2:00PM. Sgt. Marchione may have been the last USAAF combat casualty of the War. SSgt. Chevalier administered first aid to SSgt. Lacharite during the long ride home. Despite being unable to bank his aircraft due a feathered prop, Lt. Anderson got the Hobo Queen down successfully. |
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