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Pack 509. Pack of two WW2 De Havelland Mosquito prints by Robert Taylor and Nicolas Trudgian. - Military Art
DHM2605B. Top Dog by Robert Taylor. <p> Completing a record 213 operational sorties with Bomber Commands Pathfinder Force, Mosquito LR503 became one of the most successful aircraft in the Royal Air Force during World War II. It flew first with 109 Pathfinder Squadron, and then 105 Pathfinder Squadron, completing more combat missions than any other Allied aircraft. <b><p> Signatories: Wng Com Robert Bray DFC, <br>Sqn Ldr T J Broom DFC (deceased), <br>Sqn Ldr Ron Curtis DSO DFC (deceased), <br>Flt Lt Ray Harington<br>and <br>Warrant Officer A E Winwood (deceased). <p> RAF limited edition of 500 prints, with 5 signatures. <p> Print paper size 22 inches x 21 inches (56cm x 53cm)
NT6. Mosquitos at Dusk by Nicolas Trudgian. <p> With their twin Merlins singing at full power, Mk FBV1 Mosquitos of 464 Squadron RAAF present a menacing picture as they set out on a precision low level mission, their streamlined, shark-like shapes silhouetted against the evening glow. Below, the tranquillity of a snow covered English coastal village is briefly disturbed as the Mosquito crews head into the night. <b><p> Signed by Air Commodore John Ellacombe (deceased), <br>Air Commodore E B Ted Sismore<br>and<br>Flight Lieutenant Douglas Hadland, in addition to the artist. <p> Signed limited edition of 350 prints. <p>Image size 28 inches x 16 inches (72cm x 41cm)  Paper size 36 inces x 24 inches (91cm x 61cm)
DHM6129. Sunday Afternoon by Geoffrey R Herickx. <p> <p><b>We have only 100 of these sold out prints which were published in 1987.</b><b><p>Open edition prints.  <p> Image size 20 inches x 15 inches (61cm x 38cm)
STK0138. Those Nagging Mosquitoes by Stan Stokes. <p> Although fifty years has passed since the end of WW II, the de Havilland Mosquito, or Mossie, is still held in high admiration by the crews which flew this wonderful aircraft. Built in a number of variants, the Mosquito served in a number of roles including fighter, bomber, trainer, transport, night fighter, and reconnaissance aircraft. Prior to WW II the de Havilland Company had built a good reputation for building highly streamlined, very fast aircraft, utilized for racing. The Company submitted a design proposal in 1939 for an all new twin-engined aircraft, primarily built of wood, which would be capable of 400 MPH with its twin Merlin engines. Late in 1939 the Air Ministry ordered a prototype, and in March of 1940 an initial fifty production aircraft were ordered. The Mosquito was built utilizing a one-piece, two-spar wing. Spruce and plywood were utilized extensively. The aircraft performed admirably in its initial tests and the first combat mission took place in September, 1941. Some of the early Mosquitoes were produced in a bomber variant. Early Mosquitoes were painted in a unique blue-gray camouflage. One of the first squadrons equipped with the Mosquito was number 105. In September of 1942, 105 squadron sent four of its aircraft on a daring daylight low level raid to bomb the Gestapo Headquarters in Oslo, Norway. This successful mission was lead by RAF Squadron Leader George Parry. The mission was important because the Gestapo Headquarters housed vital dossiers on Norwegian resistance personnel, and the resistance had requested the mission to boost morale. The Mosquitoes were unexpectedly attacked by two Fw-190s as they approached the target. One of the aircraft (piloted by F/Sgt. Carter) was hit and crashed while attempting a forced landing on a lake. One of the Fw-190s struck a tree during the chase, and crash landed in a mountainous area.  Stan Stokes, in his striking painting, appropriately titled Those Nagging Mosquitoes, depicts the three returning aircraft of 105 Squadron flying fast and low over a fjord in Norway. Because the Mossie utilized speed as a way to avoid enemy fighters, several minor modifications were made to coax every additional MPH possible out of the aircraft. Other modification were made to some aircraft which allowed them to carry a 4,000 pound bomb. The Mosquito was also produced under license in Canada utilizing Packard-manufactured Merlin engines. The Mosquito B Mk IX utilized a pair of 1,680 HP Merlin 72s and the prototype attained a speed of 437 MPH. Other Mossies were modified to utilize a bulbous ventral radar dome. The Mosquito was produced until 1950. More than 7,700 aircraft were built. The aircraft remained in service with the RAF until 1963. Only a few restored examples of this versatile aircraft remain in existence.  <p><b> Supplied with signed and numbered certificate of authenticity.</b><b><p> Signed limited edition of 4750 prints.  <p> Print size 16 inches x 11.5 inches (41cm x 30cm)

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Pack 509. Pack of two WW2 De Havelland Mosquito prints by Robert Taylor and Nicolas Trudgian.

PCK0509. Pack of two WW2 aviation art prints by Robert Taylor and Nicolas Trudgian, depicting Mosquitos.

Aviation Print Pack.

Items in this pack :

Item #1 - Click to view individual item

DHM2605B. Top Dog by Robert Taylor.

Completing a record 213 operational sorties with Bomber Commands Pathfinder Force, Mosquito LR503 became one of the most successful aircraft in the Royal Air Force during World War II. It flew first with 109 Pathfinder Squadron, and then 105 Pathfinder Squadron, completing more combat missions than any other Allied aircraft.

Signatories: Wng Com Robert Bray DFC,
Sqn Ldr T J Broom DFC (deceased),
Sqn Ldr Ron Curtis DSO DFC (deceased),
Flt Lt Ray Harington
and
Warrant Officer A E Winwood (deceased).

RAF limited edition of 500 prints, with 5 signatures.

Print paper size 22 inches x 21 inches (56cm x 53cm)


Item #2 - Click to view individual item

NT6. Mosquitos at Dusk by Nicolas Trudgian.

With their twin Merlins singing at full power, Mk FBV1 Mosquitos of 464 Squadron RAAF present a menacing picture as they set out on a precision low level mission, their streamlined, shark-like shapes silhouetted against the evening glow. Below, the tranquillity of a snow covered English coastal village is briefly disturbed as the Mosquito crews head into the night.

Signed by Air Commodore John Ellacombe (deceased),
Air Commodore E B Ted Sismore
and
Flight Lieutenant Douglas Hadland, in addition to the artist.

Signed limited edition of 350 prints.

Image size 28 inches x 16 inches (72cm x 41cm) Paper size 36 inces x 24 inches (91cm x 61cm)


Item #3 - Click to view individual item

DHM6129. Sunday Afternoon by Geoffrey R Herickx.

We have only 100 of these sold out prints which were published in 1987.

Open edition prints.

Image size 20 inches x 15 inches (61cm x 38cm)


Item #4 - Click to view individual item

STK0138. Those Nagging Mosquitoes by Stan Stokes.

Although fifty years has passed since the end of WW II, the de Havilland Mosquito, or Mossie, is still held in high admiration by the crews which flew this wonderful aircraft. Built in a number of variants, the Mosquito served in a number of roles including fighter, bomber, trainer, transport, night fighter, and reconnaissance aircraft. Prior to WW II the de Havilland Company had built a good reputation for building highly streamlined, very fast aircraft, utilized for racing. The Company submitted a design proposal in 1939 for an all new twin-engined aircraft, primarily built of wood, which would be capable of 400 MPH with its twin Merlin engines. Late in 1939 the Air Ministry ordered a prototype, and in March of 1940 an initial fifty production aircraft were ordered. The Mosquito was built utilizing a one-piece, two-spar wing. Spruce and plywood were utilized extensively. The aircraft performed admirably in its initial tests and the first combat mission took place in September, 1941. Some of the early Mosquitoes were produced in a bomber variant. Early Mosquitoes were painted in a unique blue-gray camouflage. One of the first squadrons equipped with the Mosquito was number 105. In September of 1942, 105 squadron sent four of its aircraft on a daring daylight low level raid to bomb the Gestapo Headquarters in Oslo, Norway. This successful mission was lead by RAF Squadron Leader George Parry. The mission was important because the Gestapo Headquarters housed vital dossiers on Norwegian resistance personnel, and the resistance had requested the mission to boost morale. The Mosquitoes were unexpectedly attacked by two Fw-190s as they approached the target. One of the aircraft (piloted by F/Sgt. Carter) was hit and crashed while attempting a forced landing on a lake. One of the Fw-190s struck a tree during the chase, and crash landed in a mountainous area. Stan Stokes, in his striking painting, appropriately titled Those Nagging Mosquitoes, depicts the three returning aircraft of 105 Squadron flying fast and low over a fjord in Norway. Because the Mossie utilized speed as a way to avoid enemy fighters, several minor modifications were made to coax every additional MPH possible out of the aircraft. Other modification were made to some aircraft which allowed them to carry a 4,000 pound bomb. The Mosquito was also produced under license in Canada utilizing Packard-manufactured Merlin engines. The Mosquito B Mk IX utilized a pair of 1,680 HP Merlin 72s and the prototype attained a speed of 437 MPH. Other Mossies were modified to utilize a bulbous ventral radar dome. The Mosquito was produced until 1950. More than 7,700 aircraft were built. The aircraft remained in service with the RAF until 1963. Only a few restored examples of this versatile aircraft remain in existence.

Supplied with signed and numbered certificate of authenticity.

Signed limited edition of 4750 prints.

Print size 16 inches x 11.5 inches (41cm x 30cm)


Website Price: £ 210.00  

To purchase these prints individually at their normal retail price would cost £430.00 . By buying them together in this special pack, you save £220




All prices are displayed in British Pounds Sterling

 

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 Flight Lieutenant Ray Harrington

Flight Lieutenant Ray Harrington
*Signature Value : £35 (matted)

Ray joined the RAF in 1941, completing his training in South Africa. In January 1944 he was posted to 603 Squadron flying Beaufighters in North Africa. Here he teamed up with navigator, Warrant Officer A.E. 'Bert' Winwood, and from where they launched attacks across the Mediterranean into Crete, Greece and the Aegean Islands against shipping, harbour installations and enemy aircraft with much success. In December 1944 they were posted to 235 Squadron Coastal Command, part of the Banff Strike Wing, converting to Mosquitos. In April 1945 they were shot down following a strike in the Kattegat, but avoided capture and with the help of the Danish resistance made it home, where they continued to fly again from Banff.
The signature of Squadron Leader Ron Curtis DSO DFC (deceased)

Squadron Leader Ron Curtis DSO DFC (deceased)
*Signature Value : £35 (matted)

Qualifying as an Observer in 1941, Ron joined 144 Squadron on Hampdens before transferring to 44 Squadron at Waddington as a Navigator on Lancasters to replace the Lancaster crews lost on the Augsburg Raid and was awarded his first DFC at the end of the tour. At the end of the 1942 he moved to Marham, converting to Mosquitos, and in 1943 was posted to 109 Squadron equipped with Oboe as part of the Pathfinder Force. He flew 104 Oboe operations and 139 ops in total, and was widely credited with helping advance development of the Oboe system.


The signature of Squadron Leader TJ Tommy Broom DFC (deceased)

Squadron Leader TJ Tommy Broom DFC (deceased)
*Signature Value : £40 (matted)

Thomas John Broom was born on January 22 1914 at Portishead, Bristol, and educated at Slade Road School, leaving when he was 14 to work as a garage hand. As soon as he reached his 18th birthday he enlisted in the RAF and trained as an armourer. He served in the Middle East, initially in Sudan, and in 1937 was sent to Palestine to join No 6 Squadron. With the threat of war in Europe, however, there was an urgent need for more air observers; Broom volunteered and returned to Britain for training. In February 1939 he joined No 105 Squadron at Harwell, which was equipped with the Fairey Battle. On the day the Second World War broke out No 105 flew to Reims in northern France to support the British Expeditionary Force, and within three weeks Broom had flown his first reconnaissance over Germany. During a raid on Cologne in November 1940 his aircraft was severely damaged by anti-aircraft fire, but the crew managed to struggle back to England where they were forced to bail out as they ran out of fuel. For the next 12 months Broom served as an instructor. He returned to his squadron in January 1942, just as the Mosquito entered service, and on August 25 was sent to attack a power station near Cologne. As the aircraft flew at treetop height across Belgium, the crew spotted an electricity pylon. The pilot tried to avoid it but the starboard engine struck the top of the pylon and the aircraft ploughed into pine trees. Both men survived the crash, and were picked up by members of the Belgian Resistance. They were escorted to St Jean de Luz by the Belgian-run 'Comet' escape line, and Broom crossed the mountains under the aegis of a Spanish Basque guide on September 8; his pilot followed him two weeks later. Twenty-five years after the event Broom returned to St Jean de Luz to meet the woman who had sheltered him from the Germans. After the German advance into the Low Countries on May 10 1940, the Battle squadrons were thrown against Panzers and attacked the crucial bridges across the main rivers, suffering terrible losses. After the fall of France, Broom and some of his comrades managed to reach Cherbourg to board a ship for England. No 105 Squadron was re-equipped with the Blenheim, and during the Battle of Britain Broom attacked the German barges assembling at the Channel ports in preparation for an invasion of England. After spending a period as an instructor at 13 OTU he rejoined 105 Squadron on Mosquitoes, they were in fact the first squadron in the RAF to receive them. Through early 1942 he was navigator on many of the daylight raids carried out by 105 Squadron. In August 1943 Tommy Broom was the chief ground instructor at the Mosquito Training Unit when he first met his namesake Flight Lieutenant Ivor Broom (later Air Marshal Sir Ivor Broom), an experienced low-level bomber pilot. They immediately teamed up and flew together for the remainder of the war, in 163 Squadron as part of the Light Night Strike Force forming a formidable on Mosquitoes including the low level attack on the Dortmund - Ems Canal and completing 58 operations together, including 22 to Berlin. Known as The Flying Brooms Initially they joined No 571 Squadron as part of Air Vice-Marshal Don Bennetts Pathfinder Force, and on May 26 1944 they flew their first operation, an attack on Ludswigshafen. On August 9 they took part in a spectacular night-time mission to drop mines in the Dortmund-Ems Canal. They descended rapidly from 25,000ft to fly along the canal at 150ft, releasing their mines under heavy anti-aircraft fire. The force of eight Mosquitos closed the canal for a number of weeks. Tommy Brooms brilliant navigation had helped ensure the success of the raid, and he was awarded a DFC. The Brooms took part in another daring attack on New Years Day 1945. In order to stem the flow of German reinforcements to the Ardennes, the RAF mounted operations to sever the rail links leading to the area, and the Brooms were sent to block the tunnel at Kaiserslauten. They were approaching the tunnel at low level just as a train was entering it. They dropped their 4,000lb bomb, with a time delay fuse, in the entrance and 11 seconds later it exploded, completely blocking the tunnel – the train did not emerge. Tommy Broom received a Bar to his DFC and his pilot was awarded a DSO. When Ivor Broom was given command of No 163 Squadron, Tommy went with him as the squadrons navigation leader and they flew together until the end of the war. Their last five operations were to Berlin, where searchlights posed a perpetual problem. On one occasion they were coned for as long as a quarter of an hour. After twisting, turning and diving to escape the glare, Ivor Broom asked his disoriented navigator for a course to base. Tommy replied: 'Fly north with a dash of west, while I sort myself out.' A few weeks later Tommy Broom was awarded a second Bar to his DFC – an extremely rare honour for a bomber navigator. Tommy Broom left the RAF in September 1945, but he and his pilot remained close friends until Sir Ivors death in 2003. Sadly Tommy Broom passed away on 18th May 2010


The signature of Warrant Officer Bert Winwood (deceased)

Warrant Officer Bert Winwood (deceased)
*Signature Value : £35 (matted)

WO A.E. 'Bert' Winwood was a Navigator on Mosquitoes and Beaufighters, flew only with pilot Ray Harrington attached to 603 sqn in the Greek Campaign. Bert did his Navigator training in Canada and in January 1944 was posted to 603 Squadron on Beaufighters, based at Gambut, near Tobruk. From here they launched attacks right across the Mediterranean into Crete, Greece and the Aegean Islands against shipping, harbour installations and enemy aircraft with much success. In December 1944 he was posted to 235 Squadron at RAF Banff flying as navigator on Mosquito's flying in the Banff Strike Wing. In April 1945 he was shot down when returning from a strike in the Kattegat, he and his pilot Ray Harrington avoided capture, and with the help of the Danish resistance made it home to England. After a short rest he continued to fly again from RAF Banff, he left the RAF in 1946. Bert Winwood passed away in 2012.


The signature of Wing Commander Robert Bray (deceased)

Wing Commander Robert Bray (deceased)
*Signature Value : £45 (matted)

Robert flew his first tour of 32 ops in 75 (NZ) Squadron on Wellingtons. After a period instructing he joined 105 Squadron PFF on Mosquitos, flying Oboe operations, completing 87 ops by June 1944. In March 1945 he was posted to command 571 Squadron PFF, then commanded 128 Squadron PFF until Feb 1946. He died on 15th August 2014. Robert Walter Bray was born on May 5 1921 in Sheffield and educated at King Edward VII Grammar School in the city. He joined the RAF in June 1940 and trained as a pilot. In June 1941 he joined No 75 (NZ) Squadron to fly the Wellington, and over the next six months bombed many targets in Germany . In September he attacked La Spezia in Italy . On December 23 he took part in a raid on Düsseldorf, his 32nd and final operation with No 75 Squadron. He was later awarded his first DFC. During a rest period as an instructor, Bray flew a Wellington in the first '1,000 Bomber' raid, on Cologne. Two nights later he flew on the second raid, in which Essen was the target. After he had completed his tour with the Pathfinder Force Equipped with the new Oboe radar , the squadron's Mosquitos illuminated and marked targets with flares and target indicators for the main bomber force. Bray was in constant action from August 1943 during the Battle of the Ruhr, when industrial targets were attacked. On the night of March 26 1944 he was flying one of six Mosquitos which dropped target indicators on the Krupps works in Essen to provide an aiming point for a force of 705 bombers. Despite complete cloud cover, Bray dropped his markers using Oboe, and proof of their accuracy came in the form of a large red glow through the cloud followed by large explosions; the glow could be seen from as far away as the Dutch coast. On the night of May 4/5 Bray dropped a 4,000lb bomb on the IG Farbenindustrie AG chemical works at Leverkusen. Over the target, flak smashed into the starboard engine and his Mosquito lost height rapidly. Bray wrestled with the controls and managed to reach Kent flying at very low level. With one engine on fire and the other malfunctioning, he managed to land on the crash strip at Manston, near Ramsgate. In the lead-up to the Allied landings in Normandy, Bray marked railways, marshalling yards, night fighter airfields and oil installations, mostly in France. On D-Day, he took off before dawn and dropped his markers on the huge gun battery at Longines near Cherbourg, which posed a great threat to the invading naval forces. The main force of bombers destroyed it. After attacking airfields and the docks at Le Havre, he marked the V-1 site at Reneserve on June 16. It was his final sortie with No 105 after 15 months of continuous operations. Bray was rested until April 1945 when, at the age of 23, he was promoted to wing commander and given command of No 571 Squadron. Piloting the high-flying Mosquito, he attacked Berlin eight times in two weeks. On his eighth operation his aircraft was hit by flak but he managed to get back to base. On April 26 he bombed a seaplane base in Schleswig-Holstein. It was his 94th and final operation.
Signatures on item 2
*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 Air Commodore E. B. Ted Sismore DSO DFC AFC (deceased)

Air Commodore E. B. Ted Sismore DSO DFC AFC (deceased)
*Signature Value : £50 (matted)

Air Commodore Edward Barnes Sismore DSO, DFC, and two bars, AFC was born on the 23rd June 1921 at Kettering, Northamptonshire. Sismore joined the RAF in 1939 as aircrew but became a Flight Sergeant on the 29th of August 1942. He was posted to No 110 Squadron, operating Blenheims, and flew anti-shipping patrols and attacked ports in the Low Countries and France at night. Returning from one night-time operation, his Blenheim hit the sea – but his pilot managed to drag the aircraft clear and they made a safe landing. After 30 operations he was rested before converting to the Mosquito and joining No 105 Squadron under Wing Commander Hughie Edwards, VC. He was also later given an emergency commission as a general Duties Branch Pilot Officer in the Royal Air Force Volunteer Reserve, being given a permanent commission on the 1st of February 1945. On the morning of January 31 1943, Reynolds and Sismore led a small force of Mosquitos on the RAF's first daylight bombing attack on Berlin, a round trip of 1,100 miles. The bombers were ordered to arrive at exactly 11am, when Goering and Goebbels were due to address a rally commemorating the 10th anniversary celebrations of Hitler's regime. The Mosquitos flew at low level over Germany and, as they crossed the Elbe, climbed to 25,000ft for their attack, which was carried out exactly on time and photographed by Sismore as it happened. On their return the crews were able to hear a tape recording from German radio. As the announcer introduced Goering to the crowds, bombs could be heard exploding. Goering never delivered his speech, and his constant boasts about the security of the Fatherland were proved to be empty promises. Among those decorated after the attack was Sismore, who was awarded a DFC. Throughout the spring of 1943, Reynolds and Sismore - who was described by a colleague as the most brilliant navigator - led many daylight attacks, their targets including railway workshops, steelworks and power stations, some deep inside Germany. When Reynolds was appointed CO of No 139 Squadron, Sismore remained as his navigator. On May 27 1943 they led a force of six Mosquitos on the RAF's deepest ever daylight low-level penetration of Germany from Britain. The mission was to attack the Schott glass works and Zeiss optical works at Jena, near Leipzig. Visibility was very poor as they flew at treetop height over Germany, and was reduced to 1,500 yards as they approached the target. But Sismore's navigation was perfect, and as they dodged balloons and intense anti-aircraft fire, delayed action bombs were dropped - despite Reynolds being wounded. The aircraft was badly damaged but was nursed back to base. Reynolds was awarded a Bar to his earlier DSO and Sismore also received a DSO. Sismore continued on operations and transferred to No 21 Squadron as the navigation leader. In February 1944, by now recognised as the RAF's finest low-level navigator, he was instructed to plan an attack to release French Resistance leaders imprisoned in Amiens Jail in northern France. He was to lead the raid with Air Vice-Marshal Basil Embry (the commander of No 2 Group), but Embry's chiefs forbade him to fly because he was too valuable an asset. When Sismore indicated that he could fly with someone else, Embry retorted: No, you won't - if I don't go, you don't go. The operation went ahead without them, and was a complete success, except that Embry's replacement as leader, Group Captain Charles Pickard (who had won three DSOs and a DFC) was shot down and killed along with his navigator. Once again flying with Reynolds, Sismore on October 31st 1944 led a force of 24 Mosquitos in a raid on the Gestapo headquarters lodged in the buildings of Aarhus University in Denmark. The surprise attack, in misty weather, was delivered from low level and was a complete success. The head of the SS was killed, one of his officers writing: A terrible disaster happened when our HQ was shot up by English airmen. For their outstanding leadership, both Reynolds and Sismore received a Bar to their DFCs. Sismore continued to lead low-level daylight precision raids. On March 20th 1945 he led a force to attack the Gestapo HQ in the Shell House, Copenhagen. Once again his precise navigation resulted in a successful attack by the leading formation, and the building was destroyed. Tragically, a following Mosquito was shot down and crashed on a school, killing many children. However, 30 Danish patriots escaped and 150 Gestapo men were killed. The Danish Resistance asked for one more attack to release prisoners, this time from the Gestapo HQ in Odense. Sismore navigated the formation of six aircraft on the last of the 'Mosquito daylight spectaculars', and the small force destroyed the heavily camouflaged building. For his part in these two operations, Sismore was awarded a second Bar to his DFC. After the war Sismore remained in the Royal Air Force and with Squadron leader Mick martin (former Dambuster) broke the flying record for the London to Cape Town, 6,727 mile journey, completing it in 21 hours and 31 minutes. He was later awarded the Royal Aero Clubs Britannia Trophy for 1947. In 1962 Sismore was promoted to Group Captain and later became Station Commander of RAF Bruggen in Germany and in the late 1960s became commanding Officer of the Royal Air Force Central Reconnaissance Establishment at RAF Brampton. Air Commodore Edward Barnes Sismore died March 22nd 2012.


The signature of Air Commodore John Ellacombe CB DFC* (deceased)

Air Commodore John Ellacombe CB DFC* (deceased)
*Signature Value : £40 (matted)

John Ellacombe joined the RAF in 1939 and was posted to 151 Squadron in July 1940, immediately converting to Hurricanes. On 24th August he shot down a He111, but a week later his Hurricane was blown up in combat and he baled out, with burns. Rejoining his squadron a few months later, in February 1941 was posted to 253 Squadron where he took part in the Dieppe operations. On 28th July, flying a Turbinlite Havoc, he probably destroyed a Do217. Converting to Mosquitos, John was posted to 487 Squadron RNZAF, and during the build up to the Normandy Invasion and after, was involved in many ground attacks on enemy held airfields, railways, and other targets of opportunity. He completed a total of 37 sorties on Mosquitos. Flying a de Havilland Mosquito XIII with a devastating set of four 20mm cannon in the nose, John Ellacombe flew deep into occupied France on the night before D-Day searching out and destroying German convoys and railway targets. As the Normandy campaign raged on, 151 Squadron intensified its interdiction sorties - including night attacks on Falaise and the Seine bridges. On August 1st Ellacombe took part in the famous attack by 23 Mosquitoes on the German bar-racks in Poitiers, led by Group Captain Wykeham Barnes. Ellacombe had first joined 151 Squadron during the Battle of Britain, direct from Flying Training School. Within weeks he had scored his first victory but also force landed in a field, having shot down a He 111, and baled out of a blazing Hurricane. He baled out a second time during the Dieppe Raid in 1942 but was picked up safely. Postwar he had a long and successful career in the RAE. Air Commodore John Ellacombe, who has died aged 94, survived being shot down three times during the Second World War - twice during the Battle of Britain. On August 15th 1940 the Luftwaffe launched Adler Tag (Eagle Day), with the object of destroying Fighter Command by attacking the ground organisation and drawing the RAF's fighters into the air. Nine Hurricanes of No 151 Squadron were scrambled during the afternoon and met enemy fighters near Dover at 18,000ft. Ellacombe attacked a Messerschmitt Bf 109 and fired three bursts. The enemy fighter rolled on to its back and dived into the sea. There was heavy fighting over the next few days, and on August 24 Ellacombe engaged a Heinkel III bomber. His fire hit its engines and the bomber crash-landed in Essex . During intense fighting on August 30 he attacked a formation of Heinkels head on. He hit one, which crashed, but return fire damaged the engine of his Hurricane and he was forced to land in a field, where a farmer accosted him with a pitchfork. On the following day Ellacombe damaged two Bf 109s before attacking a Junkers 88 bomber. When the Junkers returned fire, setting his Hurricane's fuel tank ablaze, he bailed out. As he drifted to the ground, a member of the Home Guard fired on him. He was then marched to a police station where he was assaulted by a constable who thought he was German. Later in life Ellacombe remarked: In two days, a farmer had attempted to kill me, the Home Guard had shot at me and a policeman had tried to kill me - quite apart from the Germans. I wondered whose side I was on. He received hospital treatment for his burns, and his fighting days during the Battle of Britain were over. After several months convalescing Ellacombe returned to No 151, which had been reassigned to night fighting. Equipped with the Hurricane and the Defiant, the squadron had little contact with the enemy; but Ellacombe developed a reputation for flying at night in the worst weather, and in April 1942 he was awarded a DFC for his service in the Battle of Britain and for showing the greatest keenness to engage the enemy. Posted to No 253 Squadron as a flight commander, he found night fighting dull, and volunteered for daylight operations. He flew in support of the ill-fated raid on Dieppe, and as he attacked a gun battery his aircraft was hit by flak. Ellacombe managed to get over the sea before bailing out and being picked up by a Canadian landing craft. After a rest tour, Ellacombe converted to the Mosquito before joining No 487 (NZ) Squadron, flying low-level intruder missions over France and the Low Countries. He attacked V-1 sites in the Pas de Calais and bombed roads and railways in support of the Normandy landings. He saw constant action attacking targets in support of the Allied armies and during the breakout from the Falaise pocket. After 37 intruder bombing patrols Ellacombe was rested and awarded a Bar to his DFC. He spent the remainder of the war on training duties, but still managed occasionally to take a Mosquito on an operational sortie. The son of an English doctor who had served during the Boer War, John Lawrence Wemyss Ellacombe was born at Livingstone, Northern Rhodesia, on February 28 1920 and educated at Diocesan College (Bishops) in Cape Town. In May 1939 he went to Britain to join the RAF, trained as a pilot and in July 1940 was posted to No 151 Squadron; he had never flown a Hurricane. Post-war he remained in the RAF, most of his flying appointments being in Fighter Command. After service in Aden he led No 1 Squadron, flying Meteor jets, and he commanded the Fighter Development Unit at the Central Fighter Establishment, developing tactics for the Hunter and Lightning . He served in Washington as a liaison officer with the USAF on fighter operations before commanding the RAF flying training base at Linton-on-Ouse, near York. Ellacombe was the senior serving representative at the Defence Operational Analysis Establishment, and on promotion to air commodore in 1968 was appointed Air Commander of Air Forces, Gulf, with headquarters at Muharraq, Bahrain. The withdrawal of British forces from Aden was scheduled for the end of that year, and Muharraq became a key staging post and support airfield . Ellacombe's calm handling of affairs in Bahrain was recognised by his appointment as CB. His final appointment was in the MoD, and he retired in 1973. Ellacombe then became Director of Scientific Services at St Thomas's Hospital in London, and later administrator to the hospital's trustees. A good cricketer and rugby player in his younger days, he played golf three times a week until he was 88, and he was a keen follower of Middlesex CCC. He particularly enjoyed watching his grandchildren play cricket (some of them at county junior level, including a granddaughter who turned out for Essex Ladies). John Ellacombe's wife, Mary, whom he married in 1951 when she was serving in the WRAF, had served on Winston Churchill's staff and been appointed OBE. She died in 2007, and he is survived by their son and two daughters. Air Commodore John Ellacombe, born February 28 1920, died May 11 2014.
The signature of Flight Lieutenant Douglas Hadland (deceased)

Flight Lieutenant Douglas Hadland (deceased)
*Signature Value : £40 (matted)

Joining the RAF in 1941, Douglas completed his training in Canada and qualified as a navigator, returning to the UK to spend a brief time with the Navigation Research Flight before being posted to 162 Squadron in No.8 Pathfinder Group at Bourn, near Cambridge, flying Mosquitos. At the end of the war he went briefly to Black Bush Airport flying operations, dropping diplomatic mail in Oslo, Visbarden and Brussels before being posted back to 8 group with 692 Squadron Light Night Strike Force to prepare for the then proposed invasion of Japan. He died on 9th March 2017.
Artist Details : Robert Taylor
Click here for a full list of all artwork by Robert Taylor


Robert Taylor

The name Robert Taylor has been synonymous with aviation art over a quarter of a century. His paintings of aircraft, more than those of any other artist, have helped popularise a genre which at the start of this remarkable artist's career had little recognition in the world of fine art. When he burst upon the scene in the mid-1970s his vibrant, expansive approach to the subject was a revelation. His paintings immediately caught the imagination of enthusiasts and collectors alike . He became an instant success. As a boy, Robert seemed always to have a pencil in his hand. Aware of his natural gift from an early age, he never considered a career beyond art, and with unwavering focus, set out to achieve his goal. Leaving school at fifteen, he has never worked outside the world of art. After two years at the Bath School of Art he landed a job as an apprentice picture framer with an art gallery in Bath, the city where Robert has lived and worked all his life. Already competent with water-colours the young apprentice took every opportunity to study the works of other artists and, after trying his hand at oils, quickly determined he could paint to the same standard as much of the art it was his job to frame. Soon the gallery was selling his paintings, and the owner, recognising Roberts talent, promoted him to the busy picture-restoring department. Here, he repaired and restored all manner of paintings and drawings, the expertise he developed becoming the foundation of his career as a professional artist. Picture restoration is an exacting skill, requiring the ability to emulate the techniques of other painters so as to render the damaged area of the work undetectable. After a decade of diligent application, Robert became one of the most capable picture restorers outside London. Today he attributes his versatility to the years he spent painstakingly working on the paintings of others artists. After fifteen years at the gallery, by chance he was introduced to Pat Barnard, whose military publishing business happened also to be located in the city of Bath. When offered the chance to become a full-time painter, Robert leapt at the opportunity. Within a few months of becoming a professional artist, he saw his first works in print. Roberts early career was devoted to maritime paintings, and he achieved early success with his prints of naval subjects, one of his admirers being Lord Louis Mountbatten. He exhibited successfully at the Royal Society of Marine Artists in London and soon his popularity attracted the attention of the media. Following a major feature on his work in a leading national daily newspaper he was invited to appear in a BBC Television programme. This led to a string of commissions for the Fleet Air Arm Museum who, understandably, wanted aircraft in their maritime paintings. It was the start of Roberts career as an aviation artist. Fascinated since childhood by the big, powerful machines that man has invented, switching from one type of hardware to another has never troubled him. Being an artist of the old school, Robert tackled the subject of painting aircraft with the same gusto as with his large, action-packed maritime pictures - big compositions supported by powerful and dramatic skies, painted on large canvases. It was a formula new to the aviation art genre, at the time not used to such sweeping canvases, but one that came naturally to an artist whose approach appeared to have origins in an earlier classical period. Roberts aviation paintings are instantly recognisable. He somehow manages to convey all the technical detail of aviation in a traditional and painterly style, reminiscent of the Old Masters. With uncanny ability, he is able to recreate scenes from the past with a carefully rehearsed realism that few other artists ever manage to achieve. This is partly due to his prodigious research but also his attention to detail: Not for him shiny new factory-fresh aircraft looking like museum specimens. His trade mark, flying machines that are battle-scarred, worse for wear, with dings down the fuselage, chips and dents along the leading edges of wings, oil stains trailing from engine cowlings, paintwork faded with dust and grime; his planes are real! Roberts aviation works have drawn crowds in the international arena since the early 1980s. He has exhibited throughout the US and Canada, Australia, Japan and in Europe. His one-man exhibition at the Smithsonians National Air and Space Museum in Washington DC was hailed as the most popular art exhibition ever held there. His paintings hang in many of the worlds great aviation museums, adorn boardrooms, offices and homes, and his limited edition prints are avidly collected all around the world. A family man with strong Christian values, Robert devotes most of what little spare time he has to his home life. Married to Mary for thirty five years, they have five children, all now grown up. Neither fame nor fortune has turned his head. He is the same easy-going, gentle character he was when setting out on his painting career all those years ago, but now with a confidence that comes with the knowledge that he has mastered his profession.

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