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Cranston Fine Arts  Aviation Art and Artists Civilian Aviation  Civilian Aviation Print List |
[UP] - Aircraft - Pilot Signatures - Civilian Aviation Print List |
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| Text for the above items : |
Last of the Line by Ivan Berryman. (P) VC.10, serial No 885 was the last of its type to be built at Brooklands and is seen here taking to the air on 16th February 1970 in her East African Airlines livery as 5H-MOG. This aircraft was later acquired by the Royal Air Force and registered as ZA150, serving as a K3 with 101 Sqn until her eventual retirement in 2013, this veteran of 43 years service landing for the final time at Dunsfold where she will be preserved as part of the Brooklands Museum. |
BAC111 (One Eleven) 1980s by David Pentland. British Caledonian Airways BAC one-eleven over Aldergrove. |
Concorde - Safely Home by Stephen Brown No text for this item |
Miracle in the Sand Dunes by Stan Stokes. Orville and Wilbur Wright were two enterprising Americans from the Midwest who made a living operating a bicycle shop. They were fascinated with the possibility of flight and they built their first glider in 1900. They were inspired by the work of a German, Otto Lilienthal, who had studied the wing and had built effective gliders that had reached more than 1000 feet in altitude. Following Lilienthals death the torch of aeronautical progress was passed to an American civil engineer named Octave Chanute. The French-born Chanute had come to America in 1838, and only became interested in flight in 1889. In 1894 he published a book entitled Progress in Flying Machines, which became the reference manual for all potential future aeronautical pioneers. Another early pioneer was Samuel P. Langley. He was a professor who became Secretary of the Smithsonian in 1887. In 1891 he began to experiment in aeronautics, and by 1896 he had developed a number of large powered flying models that he launched from a boat on the Potomac River. Langley received $50,000 from the War Department in 1897 to build a man-carrying aircraft. By October of 1903 Langleys Aerodrome was completed and prepared for a catapult launching on the Potomac. Despite careful preparations a line snagged during take off and the craft immediately crashed. Two months later on December 8, 1903 Langley made a final try with a rebuilt Aerodrome. This time the aircraft split into two upon launching. The Wright brothers developed a rudimentary wind tunnel to test their glider designs. This also helped the Wrights understand how to control an aircraft during flight, a small detail often overlooked by other early pioneers - sometimes with fatal consequences. On December 17, 1903 the Wright Brothers took their latest aircraft powered with a small petrol engine to the Kill Devil Hills sand dunes at Kitty Hawk, North Carolina. Winning the coin toss Wilbur won the honors for the first flight. On a cold and windy December morning the small engine was started and the aircraft was launched down a short wooden monorail track. The machine lifted into the air and remained airborne for about 12 seconds. Covering a mere 120 feet. Three more flights occurred that day, the last lasting nearly one minute and covering more than 850 feet. History would mark this as the beginning of the aviation age, as the advent of controlled powered flight in heavier than air aircraft. By 1908 the Wright Brothers had received an Army contract for more than $30,000 to build Wright Flyers. Unfortunately, the Wrights would spend most of their latter years in legal patent fights with aviation pioneer Glen Curtiss. Curtiss went on to build a successful aviation company, whereas the Wright Brothers were relegated to a lesser role. |
Gone Fishing by Stan Stokes. The De Havilland Aircraft Company was founded by Geoffrey de Havilland, and Englishman who was born in 1882. He became fascinated with aircraft as a young man, and with the assistance of a wealthy grandfather pursued his first aircraft design. The first major success of this start-up company was the DH-4, a two seat bomber. This design was licensed to the US military, and more than 5,000 DH-4s were built. Following WW I de Havilland set up an internal engine design and manufacturing capability that was utilized to great success with their series of Moth trainers. De Havilland Aircraft was one of the early leaders in jet aircraft. They built the first jet aircraft the Comet that entered service in 1952. Unfortunately the Comet had some structural flaws that caused break-up of the aircraft in mid-flight. Withdrawing the aircraft and returning to the drawing boards cost the Company the lead and they never caught-up to either Boeing or Douglas. De Havilland Canada was set up in 1928 as a subsidiary of the U.K. company. Following WW II the Canadians wished to make their own mark. They developed the Chipmunk, a successful, all metal trainer that was purchased by many countries. The Canadian company also saw the opportunity to design and build an aircraft especially built for the rugged northern bush country of Canada. The Company surveyed many bush pilots and the result was the development of the Beaver, possibly the most successful bush plane of all time. The Beaver first flew in 1947. It was an immediate hit, with its ability to handle rough terrain, and operate with floats or skis. Thirteen countries purchased the Beaver for military use, and it was nicknamed the generals jeep for its ability to shuffle top brass in and out of remote areas. The other aircraft in Stans painting is a Noorduyn Norseman. It was first flown in 1935 and went into production in 1936. The aircraft was 32 feet in length and had a wingspan of more than 51 ft. A Pratt and Whitney Wasp 9-cylinder engine putting out 550-HP powered the Norseman. It had a cruising speed on 150-MPH, a service ceiling of 22,000 feet, and a range of 600 miles. With a single pilot, a Norseman could carry 8-9 passengers. A total of 904 Norseman were built. The aircraft was flown by the RCAF, USAAF and many commercial and private airlines. The Norseman had a reputation as a solid, well-built, reliable aircraft, and it was widely used in bush flying where it could be utilized with wheels, floats, or skis. Unfortunately, Glen Miller, the famous American bandleader, was lost during the War while flying in a Norseman. One theory is that Millers aircraft may have been accidentally destroyed by Lancaster Bombers dumping bombs over the English Channel prior to landing. |
British Aerospace Concorde by Gerald Coulson. No text for this item |
Schneider Trophy Race, 1931 by Ivan Berryman. Flt Lt John Boothman completes a victory run over the packed pier at Ryde, Isle of Wight as he wins the Schneider Trophy in Supermarine S6B, S1595 at a speed of 340mph. Later the same day, its sister aircraft S1596 broke the world air speed record at 379 mph, flown by Flt. Lt Stainforth. |
The Golden Age by Ivan Berryman Depicting the short S45 Solent 2 G-AHIS (Scapa), BOAC Flying Boat, passing over the Queen Elizabeth on Southampton Water, Late 1940s |
Baghdad Departure by Robert Tomlin. A300-B4 OO-DLR climbs out of Baghdad after completing the first of the day's rotations. |
Queen of the Skies by Ivan Berryman. Designed originally by Vickers-Armstrongs (Aircraft) Ltd, the prototype VC.10 took to the air for the first time from Brooklands, near Weybridge, in Surrey in 1962. One of only a few airliners ever to feature the tail 'quad' engine arrangement, the VC.10 became the mainstay of British Overseas Airways Corporation's operations worldwide, the type continuing to serve when Britain's major airlines merged to become British Airways. Many airframes continued their long service career with the Royal Air Force as air-to-air re-fuelling tankers well into the 21st Century, the type finally being retired in September 2013. |
767 by Michael Rondot. You can almost hear the Rolls-Royce RB211-524H engines accelerate to full power in this dramatic study by Michael. British Airways 767 Pilots are also qualified to fly the Boeing 757, which is featured in the background of this superb print. They frequently fly a 757 for the first part of the day, and then a 767 for the remainder, or vice versa. In British Airways service, the Boeing 767 is a remarkably versatile aircraft, used on both shorthaul and longhaul routes. West from London Heathrow to Vancouver, on the far West coast of Canada, or East of the City of Madras in India, the 767 effortlessly swallows the miles. Both the 757 and the 767 can perform fully automatic landings in the exterme weather conditions of fog and low cloud, and are cleared to operate dowm to the almost incredible visibility of just 75 metres, when most other aircraft would be grounded. Extended Time Operations, or ETOPS for short, is another familiar operation for both the 757 and 767. The 767 was one of the first twin-engine passenger aircraft allowed to operate on the demanding North Atlantic routes, and has built a strong reputation for being reliable and dependable aircraft. |
Barnstormers by Stan Stokes. Prior to WW I the US Army had purchased a total of two dozen aircraft (principally Curtiss and Wright machines) and almost half of these had been destroyed in crashes. In addition eight of the Armys fourteen pilots had been killed in flying accidents. The Navy was not much better off with a total of six operational aircraft and only nine pilots on its rolls in 1913. With each accident something was learned, and both the aircraft and their pilots slowly improved. When WW I began, the Germans had more than 500 military aircraft. The French had a similar number and the Brits had about half that amount. Despite the outbreak of War in Europe, the US Congress continued to ignore the prospects for military aviation, appropriating only scant amounts of funds. When America finally entered the Great War in April of 1917 an Aircraft Production Board was organized. The Board recommended a massive appropriation to train 7,500 men for both the Army and Navy aviation efforts, and to assist industry in the production of 3,700 aircraft in 1918, 6,000 in 1919 and 9-10,000 in 1920. When Congress reviewed the budget requests it was heavily swayed, and without a single dissenting vote, appropriated $640 million to procure more than 20,000 aircraft and 40,000 engines. The government overestimated the fledgling American aviation industrys manufacturing capacity, with the result that many of the aircraft flown by American forces in WW I would be either foreign-built, or American-built aircraft of foreign design. One notable exception to this was the Curtiss JN-4 Jenny. The Curtiss Aeroplane and Motor Company was one of the two dominant American aircraft producers, the other being the Wright-Martin Aircraft Company. The Jenny became the primary trainer for training American pilots during the War, and many thousands of these aircraft were produced. Following the War, many surplus Jennies were available for purchase, and these aircraft were used in many roles, including flying the US Mail. Some of the 20,000 American pilots of the Army and Naval air services that reentered civilian life after the War purchased these surplus Jennies at a fraction of their original cost, and began barnstorming the country to earn a living. Taking their fragile airplanes to all areas of the country, these barnstormers exposed aviation to the general public. Remember, at that time the majority of people had never even seen an airplane, let alone taken a ride in one. Early on, the barnstormers could charge as much as $10-20 for an airplane ride, but as competition increased prices plummeted to as little as $2-3. Living as flying gypsies, these flyers had their share of tragedies, as they often had little knowledge of, and few funds for performing, even routine maintenance on their aircraft. Nonetheless, barnstormers are an important part of American aviation history, and Stan Stokes painting captures the feel of this between-wars era. |
Pan Am Boeing 707 at Tempelhof by Ivan Berryman. Pan American World Airways were the first to usher in the 'Big Jet' era with their trans-Atlantic service from New York to Paris in October 1958. From that day on, the ubiquitous Boeing 707 would set the standard for global air services, a legacy that continues to this day. Here a Pan Am 707 is depicted at Berlin's Tempelhof airport. |
Boeing 737 by David Pentland. British Midlands 737 (300 series) en route from London to Belfast. 1993. |
Chicago Homecoming by Stan Stokes. The Douglas DC-6 and its successors would become the most popular and successful family of long-range civilian transport propeller driven aircraft in history. Although Lockheeds Constellation was technically superior to the Douglas DC-4, the former companys agreement with TWA prevented Lockheed from marketing the Connie to major airlines that competed with TWA. This created a window of opportunity for Douglas, and many airlines were anxious to purchase an improved version of the Douglas DC-4. During WW II Douglas built a lot of C-54 Skymaster aircraft, which was the military version of the DC-4. During the War, Douglas engineers interested the military in the concept of an improved version of the C-54 that would include a longer, and for the first time, pressurized fuselage, de-icing, and other enhancements. This improved Skymaster design evolved into the DC-6. Test flights on the first DC-6 prototype (c/n 36326) began in early 1946. This aircraft was bought by the USAAF, and later sold to a non-scheduled U.S. airline. This particular aircraft flew many millions of miles before being lost in an accident in 1978. DC-6s entered commercial service with the airlines in 1947. American and United Air Lines both introduced the DC-6 at the same time. American had orders or options on fifty planes, while United had the same on another forty. Pan Am was also an early customer as was Sabena. Early DC-6 operations had some problems. A United DC-6 caught fire and crashed in Utah with the loss of all on board while another American DC-6 caught fire and had to crash land in New Mexico. The problem resulted in a temporary grounding of the plane, and the cause of these fires was discovered and rectified. The DC-6 was widely purchased by non-U.S. airlines, and the 29th aircraft produced was named Independence, and was purchased by the USAF for use by President Truman. The first variant of the DC-6 to appear was the DC-6A, a freight version of the aircraft, which had a lengthened fuselage and greater load capacity and range. The DC-6B, which is depicted in Stan Stokes painting, was the passenger version of the DC-6A. It was one of the most successful airliners of all time. It could be configured to carry as many as 105 passengers, but was more typically operated with between 60-70 seats. A total of 288 DC-6B aircraft were produced, more than any other DC-6 or DC-7 variant. Many of these aircraft were still in service as late as 1978-79, more than twenty years after their development. The DC-6B had excellent economics. The operating cost per seat mile to fly this aircraft coupled with very good maintenance experience with both the airframe and the P&W engines, made this aircraft a money maker for most of the airlines which flew it. United and American were both big buyers of the DC-6B, and no less than ten long haul European airlines flew this great Douglas aircraft. The DC-6B had a maximum speed of 360-MPH, a typical cruising speed of 315-MPH, and a maximum payload of nearly 25,000 pounds. The maximum range of this aircraft was about 4,300 miles. |
Scarlet Wings - The De Havilland Comet 4 by Ivan Berryman. When a De Havilland Comet first flew from London to Johannesburg in the Spring of 1952, the jet age was truly born, heralding a new era in fast passenger services to all corners of the globe. Far ahead of the competition, the Comets ruled the airways until Boeing's mighty 707 moved the bar still higher. Typical of later marks, this 4B (G-APME) was one of fourteen operated by British European Airways and is shown descending through a heavy evening sky into Heathrow. |
Hong Kong Clipper by Stan Stokes. The Glen L. Martin Company had a long history as a designer and manufacturer of successful flying boats. The company had developed several different flying boats for the Navy, including the PM the P3M and the XP2M. However, when the company began considering the development of a large commercial flying boat for Pan Am, there was considerable internal controversy. The Great Depression was underway and many aircraft manufacturers were going bankrupt. Glenn Martin insisted that the company proceed, and lie was highly motivated to show the world that his organization could design and produce the finest flying boat ever built. The end product of their efforts was the M-130. Credit for its design is shared with Martins Chief Engineer (L.C. Milburn), the Project Engineer (L.D. McCarthy), test pilot (WX. Ebel), and Pail Ams Chief Engineer (Andre Priester.) The first of the three MA 3 Os was the China Clipper. It made its maiden flight on December 30, 1934. The M- 130 had a wingspan of 130 feet, a gross weight of 5 1,000 pounds, and was initially powered by four Twin Wasp radials generating 830-HP each. (In 1938 more powerful engines and automatically adjustable pitch props were refitted onto all three M-130s.) The M-130 had a capacity of 32 passengers, and were equipped with 18 sleeping births. They were flown by a crew of eight professionals. The practical range of the aircraft with a normal load was about 3000-miles, which at a typical cruising speed of 130-MPH implied an endurance of almost 24 hours in the air. One unique design feature of the M-130 was the use of sponsons, or water wings, which actually helped the aircraft lift off from the water. The three M-130s were christened the China, Hawaii and Philippine Clippers by Pan Am. The China Clipper was accepted by Pan Am in October of 1935. In November this aircraft flew from Alameda, California to Manila in the Philippines; completing the 8,200 mile journey with a total flight time of 59 hours and 48 minutes. It arrived in Manila only two minutes behind its scheduled arrival time. The Philippine Clipper entered service next and was used for survey flights to map the Manila to Hong Kong route. The Hawaii Clipper entered service in October of 1936. This aircraft, unfortunately was lost during a flight in 1938 from Guarn to Manila, and its fate is unknown. The Philippine Clipper was lost in 1943 on a flight from Hawaii to San Francisco. Lost in bad weather the plane hit a mountain northwest of the city. The China Clipper was utilized by the US Navy during the War, and was returned to Pan AM in late 1943. For the next year it flew the route from Miami to Africa. On the night of January 18, 1945 the China Clipper crashed while attempting a landing in Trinidad. At the time of this tragedy the aircraft had successfully flown more than three million miles. In Stan Stokes painting the China Clipper takes off from Hong Kongs busy harbor in the late 1930s. The China Clipper may be the best known and most-loved commercial aircraft in history. It signalled the beginning of long distance commercial airline service, which by revolutionizing international passenger travel and mail delivery, made the Earth a rnuch smaller place for all of its inhabitants. |
Final Touchdown by Ivan Berryman. The end of an era. British Airways Concorde G-BOAG moments before touching down at Heathrow for the very last time. |
Inbound to Bovingdon by E Nisbit. No text for this item |
Viscount Outbound by Ivan Berryman. First flown in 1948, the Vickers Viscount was the first turbopop commercial airliner to enter service anywhere in the world. Renowned for its comfort, quietness and large windows, it became one of the most successful and profitable aircraft of the post-war era. British European Airways added a large number of Viscounts to their fleet, starting in April 1953, the type continuing for many decades before being finally withdrawn from BEA's successor, British Airways, in the 1980s. Many examples continued to fly with other airlines and charter companies and several examples are preserved in museums. |
Ryde Airport, 1936 by Ivan Berryman. Opened in 1932, Ryde airport became the principal airport for the Isle of Wight, with routes being operated to destinations as far away as Croydon, Bristol and Shoreham, as well as a regular commuter service that took in Southampton, Bournemouth and Portsmouth. This painting depicts a typical day early in 1936 when aircraft of both Portsmouth, Southsea and Isle of Wight Aviation Ltd and Railway Air Services were using the airport, in this case, Airspeed Courier G-ADAY and de Havilland Dragon Rapide G-ACPR City of Birmingham respectively. The airport closed officially in 1939, but may have been used sporadically after the war. The site of the airport is now occupied by Tesco and McDonalds. |
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