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United States Air Force
Aviation Art Prints  Aviation Artists Stan Stokes  US Aviation |
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Way Ahead of its Time by Stan Stokes. Aviation artist Stan Stokes has appropriately entitled his outstanding painting of an SR-71 Blackbird as, Way Ahead of its Time. The Blackbirds origins, amazingly, date back to the 1950s. At that time the U.S. government was very concerned about nuclear developments in the Soviet Union, and a high altitude reconnaissance aircraft was needed to overfly the Soviet Union. The Lockheed Corporation responded by developing the U-2, which was akin to a high powered glider. The U-2 was based on cost effective adaptations of currently available technologies, and was very effective initially, but as surface-to-air missile capability improved, the U-2 became vulnerable. What was needed was a long-range, very fast, very high altitude aircraft, capable of outrunning Soviet surface-to-air missiles. Mr. Kelly Johnson, Lockheeds project engineer who oversaw the famous skunkworks, presented a proposal to the U.S. government in 1959 regarding the development of a state-of-the-art ultra high speed and ultra high altitude aircraft. The plane, initially designated the A-12, first appeared as the YF-12 interceptor, but the government decided not to fund the YF-12. The design, however, became the SR-71, and the first production Blackbird took to the skies in 1964. The aircraft incorporated many design features never utilized on any aircraft up to that time. For example, at cruising speed the Blackbirds skin would reach nearly 1000 degrees, so the aircraft had to be constructed primarily from a titanium alloy. The SR-71 gets so hot, in fact, that the plane is one foot longer at cruising speed than it is on the ground. For twenty-six years this secretive aircraft held many of the worlds records for both speed and altitude. It is believed that about thirty two Blackbirds were produced, and about twenty of these were still in service with the Air Force in 1990. With the development of more capable satellites, and the high cost of maintaining the Blackbird fleet, the Air Force suspended Blackbird operations in 1990. On the final Air Force flight of a Blackbird, from California to Washington, D.C., this incredible aircraft once again set a speed record in making the trip in only sixty-eight minutes. Mr. Stokes has depicted in his painting a SR-71 Blackbird flying at 80,000 feet and at Mach 3.1 over the west coast of the United States. The plane as depicted is piloted by Col. Robert Powell, who is believed to have logged over 1.0 million miles in his 1,020 hours of flight time. Becoming a Blackbird pilot was about as difficult as becoming an astronaut, and Col. Powell personifies the talented and dedicated pioneers, who much like the Blackbird, were way ahead of their time. |
Duck Soup by Stan Stokes. The Grumman J2F Duck evolved from the early 1920s design of the Loening COA-1 amphibian. The Duck was one of many very successful aircraft designed by Leroy Grummans aircraft company based on Long Island, New York. Grumman, who was born in 1885 and was 18-years old at the time of the Wright Brothers first flight, had worked for the Loening Aircraft Engineering Company in New York. Loening was eventually acquired by Curtiss-Wright, but Grumman decided to leave the company in 1929 and form his own company. Initially, the new company focused on repair and subcontract work, including the development of a vastly improved retractable landing gear for Navy floatplanes. The first Grumman Duck was test flown by Paul Hovgard in 1933 utilizing a 700-HP radial. The Navy was impressed with Grummans design, and placed an initial order for 27 JF-1 aircraft. This aircraft evolved into the JF-2 and JF-3 variants, but by 1936 Grumman had improved the aircraft (now designated J2F) by extending the length of the float and shortening the engine cowling. The final variant of the Grumman-built Ducks was the J2F-5 which utilized a 950-HP Cyclone engine, and incoporated stronger bomb racks capable of supporting 325-pound bombs. A substantial number of Ducks (including the J2F-6) were also built by the Columbia Aircraft Corp. under license from Grumman. The aircraft had a 39-foot wingspan and was 34-feet in length. With the 1050-HP Wright R-1820-54 radial engine, the J2F-6 Duck would top out at a maximum speed just north of 180-MPH. It had an effective range of 850 miles, and with its slow cruising speeds could remain airborne for several hours longer than most fighter aircraft.While the Navy thought the Duck might be a useful torpedo plane or fighter, the slow speed of the aircraft in relation to more modern monoplane fighters resulted in the Duck serving primarily as a utility, reconnaisance, and rescue aircraft. The Ducks cockpit could accommodate two pilots, and there was sufficient room in the hull to carry 3-4 additional persons. In Stans painting, entitled Duck Soup, a USN J2F risks a landing in bad weather and rough seas to rescue a downed Navy fighter pilot. Serving with the Navy until the early 1950s, the Grumman Duck was the last biplane aircraft to be utilized in the Navys inventory. It was the beginning of a long legacy of Grumman-built aircraft utilized by the US Navy, including the family of Cat fighters which commenced with the F4F Wildcat and lives on today with the F-14 Tomcat. While arguably quite ungainly in appearance, the Grumman Duck had a starring role in the movie Murphys War. Only a few of these aircraft remain in flyable condition today. |
1934 American Classics by Stan Stokes. Stan Stokes, in his painting, 1934 American Classics, beautifully portrays a Hollywood movie star and her pet dog embarking on a chartered Ford Trimotor from the Grand Central Air Terminal (owned and operated by Curtis-Wright) in California. Probably bound for a weekend visit to San Simeon, the palatial retreat of the publishing magnate, William Randolph Hearst, the trip to San Luis Obispo will take only ninety minutes. The early afternoon rains have left puddles on the tarmac, but fair skies have returned to the San Gabriel mountains, and the trip should be a smooth one. During the Great Depression the Packard Company introduced some of its most stunning and high performance automobiles. The 1934 Packard LeBaron Speedster, pictured in the painting, was one such machine. Costing nearly $8,000 the Packard LeBaron Speedster was about two to three times the price of a nice three bedroom house. Only the very wealthy could afford such luxuries during the Depression. Note that the Speedsters fenders are reminiscent of the wheel covers on racing planes during the era of the Thompson Trophy Air Races. The Speedster was powered by a 160 HP V-12 engine which displaced 445 cubic inches. Around this time it is believed that among the Hollywood notables that owned Packard Speedsters were both Clark Gable and Douglas Fairbanks. The Ford Trimotor was introduced in 1926 and between 1926 and 1933 Ford produced approximately 200 of these capable aircraft. Ford Trimotors remained in service long after they were made technically obsolete by more modern aircraft, and it is reputed that one aircraft built in 1928 was still in regular service as late as 1970. Admiral Byrd utilized a 4-AT version of the Trimotor for his 1929 Antarctic expedition. The Ford Trimotor played an important role in introducing commercial aviation to the general public during the years of the Great Depression. The basic model carried eleven passengers and a crew of two, had a cruising speed of 107 MPH, an operational ceiling of 16,500 feet, and a range of 570 miles. Due to its corrugated metal exterior skin the Trimotor was affectionately known as the Tin Goose. The Tin Goose had a wingspan of nearly 78 feet, and was fifty feet in length. In 1930 Transcontinental and Western Air (TWA) began the first coast-to-coast commercial service utilizing Ford Trimotors. The trip took only thirty-six hours, if the weather was cooperative. |
First Flight of the Blackbird by Stan Stokes. Construction of the first SR-71 Blackbird (61-7950) was completed by Lockheed at its Burbank California Skunk Works in October of 1964. The aircraft was then broken down for shipment to Palmdale, California where it was reassembled. Kelly Johnson, the famous aircraft designer for Lockheed, had oversight responsibility for this project, and Kelly gave specific instructions to Robert Gilliland, the pilot chosen for the first flight of the Blackbird. The first flight was originally scheduled for December 21, 1964. Bad weather had caused a one-day postponement. During the first flight only Gilliland would be on board, and a trio of F-104 fighters would fly chase. Following take off Gilliland performed a number of stability and handling checks. He then took the Blackbird up to 30,000 feet and easily went supersonic (hitting Mach 1.2) before some caution lights came on. Determining that he faced no serious problems Gilliland accelerated to Mach 1.5 and climbed to 50,000 feet. Returning to Palmdale he made a subsonic flyby before lining up for his landing. Gillilands first flight is commemorated in Stan Stokes painting. The first six SR-71s produced were assigned to flight-testing at Edwards AFB. The first successful aerial refueling of a Blackbird occurred on April 25, 1965, and two pilot training aircraft (designated SR-71B) were delivered in 1965. A set back to the program occurred in January 1966 when an SR-71 was lost over New Mexico and a year later the original Blackbird (61-7950) was destroyed when the craft caught fire during braking tests at Edwards. Overall ten Blackbirds were lost during the first six years of the program. A total of thirty-two SR-71A aircraft were produced. In March of 1990 an SR-71 was flown from California to Washington before being retired to the Smithsonians Air and Space Museum. This flight was interesting because it set a coast-to-coast speed record of 68 minutes. The aircraft took off from Southern California and flew north to rendezvous with a tanker near San Francisco. The craft then flew south while refueling. It passed over its official starting point for the trip near Ventura. Accelerating to Mach 2.5 the Blackbird reached Kansas City in 39 minutes. Climbing to 85,000 feet the aircraft reached a top speed of Mach 3.2 as it passed the official finish line near Baltimore. After slowing to subsonic speeds the bird needed another shot of fuel prior to making its final approach into Dulles Airport. This truly amazing aircraft had once again demonstrated its capabilities more than two decades after its first flight. |
Main Body by Stan Stokes. Jimmy Doolittles attack on Japan with B-25s launched from the USS Hornet was a blow to Japanese morale, and it gave Admiral Yamamoto the leverage he needed to push for a grandiose plan to inflict a decisive military blow to American forces in the Pacific. Yamamotos grand scheme would have several elements. A huge fleet would be sent to Midway Island to lure American carrier forces into combat. The force would include seven battleships, ten aircraft carriers, some two dozen cruisers and more than seventy destroyers. A separate strikeforce would be sent to the Aleutians under the command of Vice Admiral Hosogaya Moshiro. The plan was for the the northern force to strike first and divert American carrier forces northward away from Midways air support forces where they could be dispatched by Yamamotos overwhelming force. Fortunately for the US Navy a highly skilled group of cryptographers had broken portions of the Japanese Navys secret code. The Americans sent a bogus message to trick the Japanese into revealing the true target of their massive force. While not surprised, the American forces in the Midway area were sadly outnumbered, and good fortune would be needed to offset the Japanese advantage in numbers. The three primary US carriers in the Pacific (Enterprise, Hornet and Yorktown) were readied for the action. Shortly after 9:00 AM on the morning of June 3, 1942, Ensign Jack Reid of VP-44, piloting a PBY Catalina flying boat, spotted the main Japanese invasion force, and shadowed the fleet at low altitude for several hours. Later that day B-17s from Midway Island would attack the invasion fleet followed by a torpedo attack by other PBYs. Early in the morning of June 4 the Japanese launched their first aerial attack on Midway. As the 108 Japanese aircraft approached the island a hodgepodge of all air worthy American aircraft were launched including PBYs, B-17s, Wildcat and Buffalo fighters, Vindicator bombers, B-26 Marauders and SBD Dauntless divebombers. |
Working the Night Shift by Stan Stokes. Cdr. Guy P. (Lucky Pierre) Bordelon was the only naval aviator to attain ace status during the war in Korea. Piloting Annie Mo, his F4U-5N night fighter version of the Corsair, Bordelon recorded five aerial victories. In so doing Bordelon became the last Corsair ace, and the last pilot to become an American ace while flying a propeller driven aircraft. Navy and Marine aviators were primarily focused on ground support and ground attack missions during the war, leaving the job of mig killing to the USAF. During three years of combat in Korea, naval aviators flew more than 250,000 combat sorties, delivering more than 326 million pounds of bombs to their targets. Naval aviation is generally credited with destroying 2,600 enemy vessels, 2,000 bridges, 250 tanks, and 74 aircraft destroyed on the ground. These missions were not without a price as more than 500 aircraft were lost to ground fire during the war. The U.S. Navy utilized a wide array of aircraft in Korea, as it transitioned from prop to jet power. In addition to the Corsair other prop aircraft included the Douglas AD-2, AD-3 and AD-4 Skyraiders, the twin-engine Grumman F7F Tigercat, the TBM and TBF Avenger, the Convair PB4Y Privateer, and the PBM Mariner. In the jet aircraft department the Navys primary vehicle was the F9F Panther. F2H Banshees and Douglas F3D Skynights also saw service. Night attacks by North Korean forces on ground positions held by UN forces were referred to as Bed Check Charlies by the US pilots. In July of 1953 one of these Bed Check Charlie missions hit a fuel dump at Inchon, which resulted in the loss of five million gallons of fuel. The attack was made by slow flying Yak 18s which were difficult targets for the much faster jets. The Navy dispatched a pair of night fighting Corsairs from the USS Princeton under the leadership of Guy Bordelon to an airfield just south of Seoul. In a three week period Bordelon flew three night interdiction missions and bagged five Bed Check Charlies. Bordelons Corsair, Annie Mo was left behind when his unit returned to the Princeton. Unfortunately, the aircraft was destroyed, and therefore did not survive the war. As depicted by Stan Stokes, in the artists highly-detailed painting entitled Working the Night Shift, Bordelons Annie Mo returns to the Princeton at daybreak after a late night mission in June of 1953. In the background can be seen a Sikorsky HO3S-1 which provided plane guard duties for returning naval aviators in Korea. |
Outward Bound by Stan Stokes. The Boeing Model 377 Stratocruiser was the commercial version of Boeings C-97 military transport. The first 377 was test flown on July 8, 1947. Stratocruisers were delivered to airlines in 1949 and 1950. Pan American, Northwest Orient, BOAC, United, and American Overseas Airlines were all customers. They sold for approximately $1.5 million each. Stratocruisers could accommodate anywhere from 55 to 100 passengers depending on configuration. With a pressurized cabin, Stratocruisers had a ceiling of 32,000 feet, thus permitting fights above the weather. Many were equipped with sleepers for long distance flights. The 377 had a large flight deck, and a lower passenger deck which was typically used as a lounge. With a wingspan of more than 141 feet, and a gross take off weight of 120,000 pounds, the Statocruiser was a big airplane. Powered by four Pratt and Whitney R-4360 engines, Statocruisers had a maximum speed of 375-MPH, and a range of more than 4,000 miles at a cruising speed of 340-MPH. Northwest Orient Airlines took delivery of ten Statocruisers. They differed from other Model 377s because they utilized rectangular windows. Later Northwest further modified these aircraft by adding a radar dome to the nose. Northwest flew the 377s for about ten years, and eventually traded them to Lockheed which sold some of them to Aero Space Lines. The latter company extensively modified these aircraft into what was one of the most unusual appearing aircraft which was nicknamed the pregnant guppy. In addition to lengthening the aircraft, a huge new upper hull section was added. A unique feature was the ability to detach the entire rear section of the fuselage to assist in cargo loading. These bulbous aircraft were utilized to transport very large spacecraft sections from various manufacturing plants to Cape Canaveral. By the early 1960s many of the 377s were being sold off by the primary airlines to secondary carriers, cargo airlines, or charter operators. Transocean Airlines of Oakland California obtained a large number of these aircraft which they modified to high density seating for charter operations. In Stan Stokes dramatic painting a Northwest Orient Airlines Stratocruiser departs the New York area in 1952. |
Lightning Strikes 7 Times by Stan Stokes. The Lockheed P-38 Lightning, called the Fork-Tailed Devil by Luftwaffe pilots in Africa, was one of the largest fighter aircraft to see service during WW II. Flight-testing of the YP-38 prototype was completed in 1941. The first P-38s put into service were dedicated to the defense of the West Coast following the attack on Pearl Harbor. In the spring of 1942 plans were laid to deploy P-38s in Europe. By adding drop tanks the maximum range of the Lightnings were increased to a whopping 2200 miles, making ferry trips to Europe possible. All three P-38-equipped fighter groups in Europe (82nd FG, 1st FG, and 14th FG) were transferred to North Africa in late 1942. These P-38 fighter groups were soon seeing serious combat action in the Mediterranean & North African theaters. The experienced Luftwaffe pilots learned that the P-38s should be attacked at altitudes below 15,000 feet, where they had difficulty maneuvering with the Bf-109s they frequently encountered. Despite these limitations the P-38s had tremendous climbing capabilities and were very effective gun platforms against German and Italian bombers. The Allison engines on the early P-38s were somewhat temperamental and actually caused more difficulties and aircraft losses than enemy action. Most problems related to an inadequate engine cooling system and the lack of cowl flaps. At altitude, gas problems could cause the Allison engines to burn out their valves, backfire through the intercooler ducts, and throw rods. Such problems could often result in the loss of the aircraft. Another problem was compressibility that was encountered during high-speed dives. During this problem the controls might seize up causing the aircraft to go into an uncontrolled dive. As a result P-38 pilots early in the War would often choose not to pursue Axis fighters into a high-speed dive. Both the engine cooler and compressibility problems were eventually solved by the time the P-38J variant was introduced. The large size of the P-38 was both an asset and a liability in combat. The large size made the aircraft easier to spot at distance, but provided a more effective gun platform for downing bombers. Col. William Leverette was a P-38 ace with the 14th FG, attaining 11 confirmed aerial victories. Leverette was born in Florida in 1913, and earned an engineering degree from Clemson University in 1934. He joined the U.S. Army in 1934, and was accepted for aviation cadet training in 1939. Earning his wings in 1940 he was initially based at Selfridge Field in Michigan with the 31st Pursuit Squadron. When War came to America, Leverette was sent to North Africa with the 337th FS of the 14th FG. Flying the P-38, Leverette broke into the scoring column in a most spectacular manner when he managed to splash seven Ju-87s on a single mission on October 9, 1943. Leverettes flight of six aircraft rushed to the defense of a British Cruiser and several destroyers that were under attack by a large group of enemy Ju-87s and Ju-88s. In an exciting 15-minute air battle, the P-38s managed to down sixteen Stukas and one Ju-88. Leverette received credit for seven. Later during his combat tour he would down two Bf-109s and two Me-110s. Leverette remained with the Air Force after the War, rising to the rank of Colonel prior to his retirement to Florida in 1965. Col. Leverette passed away in April 2003 at the age of 89. |
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. |
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. |
A Pair of Famous Nines by Stan Stokes. Ted Williams, the famous Hall of Fame baseball great was also an accomplished fighter pilot in WW II and Korea. Ted missed out flying combat missions during WW II, because his flying and gunnery skills were so good that he was kept as an instructor for much of the War. During advanced training at Pensacola, Florida Ted would accurately shoot the sleeve targets to shreds while shooting out of wing-overs, zooms, and barrel rolls. He broke the all time record for hits at the school. Following Pensacola, Ted was sent to Jacksonville for advanced gunnery training. This is the payoff test for potential combat pilots. Ted set all the records for reflexes, coordination, and visual reaction time. As a result of his stunning success he was made an instructor at Bronson field to put Marine aviation cadets through their final paces. By 1945 Ted got his wish and was finally transferred to a combat wing, but weeks later the War was over. He was discharged from the military in December of 1945. Seven years later, in December of 1952, Ted was recalled to active duty as a Marine Corps fighter pilot. The Boston Red Sox slugger who wore No. 9 as a major leaguer, would now be assigned to an F-9 Panther jet as a pilot. Ted flew a total of 39 combat missions in Korea. He was selected by his commander John Glenn (later the astronaut, senator, and septuagenonaut) to fly as Glenns wingman. While flying an air strike on a troop encampment near Kyomipo, Williams F-9 was hit by hostile ground fire. Ted commented later ...the funny thing was I didn't feel anything... I knew I was hit when the stick started shaking like mad in my hands. Then everything went out, my radio, my landing gear, everything. The red warning lights were on all over the plane. The F-9 Panther had a centrifugal flow engine and normally caught fire when hit. The tail would literally blow off most stricken aircraft. The standard orders were to eject from any Panther with a fire in the rear of the plane. Teds aircraft was indeed on fire, and was trailing smoke and flames. Glen and the other pilots on the mission were yelling over their radios for Williams to get out. However, with his radio out Williams could not hear their warnings, and he could not see the condition of the rear of his aircraft. Glenn and another Panther flown by Larry Hawkins came up alongside Williams and lead him to the nearest friendly airfield. Fighting to hold the plane together, Ted brought his Panther in at more than 200-MPH for a crash landing on the Marsden-matted strip. With no landing gear, dive brakes, or functioning flaps the flaming Panther jet skidded down the runway for more than 3000 feet. Williams got out of the aircraft only moments before it was totally engulfed in flames. Ted Williams survived his tour of duty in Korea and returned to major league baseball. He is one of the greatest hitters of all time. |
Billy Shows Them by Stan Stokes. In the period following WW I, Americas military spending was severely curtailed. The Air Service of the United States Army, which had performed admirably in the latter stages of the War, was treated like an unwanted child. The Air Service had detractors within the regular Army, the Navy, and the Naval Air Service. Rivalry between the Navy and Army was fierce during these times, and competition for the limited amount of funds available for defense spending further intensified matters. Brigadier General Billy Mitchell was one of the senior officers in the US Army Air Service. A veteran of WW I, Billy was an outspoken advocate of the Air Service. Mitchell requested permission to attempt to sink the German dreadnought Ostfriesland in a demonstration off the Virginia coast. The Navy was anxious to discredit the Air Service, and even within the Army itself there were many rooting against Mitchell. Mitchells commanding officer ordered him to attack the Ostfriesland from a minimum altitude of 5000 feet, and to utilize nothing greater than 1000 lb bombs. Mitchells first attempt was not successful, but on his second attempt on June 21, 1921 he disobeyed his direct orders and used 2,000 pounders dropped from low altitude. These bigger bombs shattered the hull plates of the German ship and she sank in about twenty minutes. This infuriated the Navy, which did not anticipate this result, and also resulted in Mitchell being demoted to Colonel. For the attack Mitchell utilized six Curtis MB-2 twin-engine bombers. The MB-2 was developed by Curtis in response to the Armys request in 1917 for a medium-range bomber superior to anything available at that time. The MB-1 first flew in 1918, and in 1919 an improved variant, the MB-2, took to the air. Following the crash of the USN airship Shenandoah, Mitchell publicly criticized Admiral Moffett, head of the Navys Air Service. He also strongly criticized senior Army officers due to the terrible safety record for the Air Service. These remarks lead to the much publicized court marshall of Billy Mitchell. Mitchell was found guilty and stripped of his rank, and suspended from duty for a period of five years. Despite this set back, Mitchell continued to lobby for both a safe and strong independent Air Force. He was convinced that the outcome of the next major world conflict would be determined by air power. Many of Mitchells ideas would ultimately be implemented, and he is generally acknowledged to be the Father of the modern American Air Force. |
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. |
World Cruisers by Stan Stokes. On April 6, 1924 the US Army Air Service began the first successful aerial circumnavigation of the World by heavier-than-air aircraft. Planning for this mission began in early 1923. Aware that a failure would bring negative publicity to the fledgling air service, the Army mustered a lot of resources to make this event succeed. The most suitable aircraft available for the mission was a Douglas DT-2, a Navy torpedo bomber. After modifying the aircraft for the epic journey the aircraft were designated Douglas World Cruisers. With only one engine, this two seat airplane, might at first appear to be an unusual selection, but the DT-2s were rugged, had an excellent reliability record, and could be quickly reconfigured from landing gear to floats. With the lack of suitable airfields for the trip, the use of floats would be mandatory for a good portion of the journey. The World Cruisers were fitted with huge fuel tanks (773 gallons vs the normal 96.) In addition, a modification to the radiator allowed for the size to be changed depending on the climate encountered during the circumnavigation. Two different types of propellers were also used, one with the landing gear configuration and another with the float configuration. Four aircraft set out on the journey, and were named Chicago, Boston, New Orleans, and Seattle. The four aircraft departed from Prince Rupert, Washington in April. They headed north making several stops in Alaska. The Seattle was lost during a crash in Alaska, but the crew survived. The three remaining aircraft followed the Aleutian Island chain, and had to make a refueling stop at sea off the coast of Siberia. The aircraft then proceeded southerly to Japan. Heading west to mainland Asia, they then headed on a southwest course to Hong Kong, Saigon, and Rangoon. Arriving in Calcutta, India the aircraft were then refitted with their normal landing gear. Stops at Karachi, Pakistan, Baghdad took place. Once in Europe the World Cruisers made stops in Paris and London. Refitted with their floats in Yorkshire, the three planes headed northwest, with Iceland being the next main landing area. The Boston was lost during this portion of the journey, but the crew was rescued by the USS Richmond. The two surviving aircraft, Chicago and New Orleans, which were piloted by Leslie Arnold and John Harding, now headed to Greenland then on to Canada. Arriving on September 8 in Boston, the two planes were once again refitted with their normal landing gear. Flying across the continent in short stages designed to maximize the publicity opportunities, the two remaining World Cruisers returned to Seattle on September 28, 1924. Their epic journey lasted 175 days, and covered almost 27,000 miles. A total of 73 separate flight legs, covering an average distance of 363 miles were flown. In Stan Stokes tribute to this epic journey, the World Cruisers land in Alaska in April, 1924 during the early stages of their journey. |
Scratch One Flat Top by Stan Stokes. The Douglas TBD Devastator torpedo-bomber was the first low-wing, all metal monoplane to see service with the US Navy. Delivered in 1937 about 100 TBDs were in service when the Japanese attack at Pearl Harbor thrust the United States into WW II. Powered by a 811-HP Pratt and Whitney radial engine, the TBD had a maximum speed of about 200 MPH and a range of about 700 miles. Unfortunately, given the design of the torpedoes used, attacks had to be made at a maximum speed of only about 110 MPH, and at an altitude of no more than 100 feet. This made the Devastator a sitting duck for both enemy fighters or anti-aircraft gunners. The highlight of the TBDs brief battle career in WW II came during the Battle of the Coral Sea in 1942. This battle, the first ever waged solely between the aircraft of opposing carrier attack groups, involved air groups from the USS Yorktown and USS Lexington. Three Japanese carriers, the Shokaku, the Zuikaku, and the Shoho were involved. On May 7 the Lexington launched fifty aircraft and the Yorktown another 43. Two squadrons of TBDs were involved in the attack. This massed force located the Shoho around 11:00 AM. SBD Dauntless dive bombers initiated the attack, and were successful at fending off fighter attacks by Zeros during their near vertical dives. The large force of SBDs put several 1000-pounders into the Shoho. Minutes later the Devastators from the Lexington attacked, gaining advantage from the smoke and confusion created by the dive bombers. Coming in low and slow the Devastators put six or seven torpedoes into the Shoho. In Stan Stokes painting the TBD flown by Lt. R. F. Farrington, T.R. Wiebe, and Walter N. Nelson of VT-2 from the USS Lexington is depicted. Several more hits by the Dauntlesses sealed the fate of the Shoho which slipped under the waves while still making a headway of about 20 knots. Witnessing the Shohos final moments, Lt. Cdr. Bob Dixon reported by radio at 11:36 AM the following message, Scratch One Flat Top! Dixon to carrier. Scratch one Flat Top! This was the first loss of a significant ship by the Imperial Navy. It also foretold of an end of the era of surface war ships slugging it out in a gunnery duel within sight of each other. The era of the carrier battle group had begun, with destruction delivered to a distant enemy by carrier based aircraft. Weeks following the Battle of the Coral Sea, at the Battle of Midway, the United States Navy would destroy almost 50% of Japans carriers in a momentous battle. The Navys TBDs would be virtually wiped-out at Midway, and would be replaced in front-line service by TBF Avengers and SB2C Helldivers for the balance of the War. |
The Navy Earns its Wings by Stan Stokes. Stunt pilot Eugene B. Ely, a former race car driver, worked for the Curtiss Aircraft Company as a demonstration pilot in 1910, only seven years after the Wright Brothers first flight. Ely, a tall, lantern-jawed, individual was excited about the possibility of flying an aircraft off a ship. Glen Curtiss believed that such an attempt wood be fool hearty, and the Secretary of the Navy refused to allocate any funds for such a stunt. Although Ely couldn't swim, the pilot exuded the cocky self-confidence typical of early flyers. Ely persisted in his quest and finally got the Navys first Director of Aviation to allow Ely to utilize the USS Birmingham for one day. On November 14, 1910 an 83-foot ramp was constructed over the ships forecastle. Ely readied his Curtiss pusher biplane for the momentous attempt. As bad weather began to close in the impatient flyer decided that he could not wait for the Birmingham to get underway. Ely, appropriately suited in a football helmet, fired up the engine of his fragile aircraft, strapped himself aboard, and signaled for his plane to be released. The Curtiss pusher rumpled down the short ramp, which was unfortunately downward sloping. The observers gasped as the small airplane dropped over the bow, and skimmed over the waves, and finally made it into the air. A few months later in January of 1911 Ely was determined to make the first landing of an aircraft on a ship. This time the event would take place in San Francisco harbor, and the landing would take place on the USS Pennsylvania. The date was January 18, 1911 and the exact time was 10:00 AM. A platform of about 120 feet in length was build on the stern of the Navy cruiser. A series of ropes connected to sand bags on either end were run across this ramp. Ely took off in his Curtiss pusher from a local Army airfield in San Bruno. He was bundled in heavy clothing, and because he could not swim, Ely had fashioned a bicycle inner tube into a self-made life preserver. The pilot made his way out into the Bay in his fragile craft. Spotting the Pennsylvania surrounded by dozens of spectator ships, Ely lined-up his fragile craft with the stern of the vessel, which was crowded with seamen anxious to see a first. About fifty feet short of the deck, Ely cut his throttle, but a gust of wind ballooned his flying machine. Not losing his cool, Ely held his landing altitude and snagged the 26th rope with his simple landing hook. The Curtiss stopped in about thirty feet. The sailors and onlookers cheered the event, which was declared a milestone in flight by both the ships Captain and later that day by the San Francisco press. After a nice lunch with the Captain, Ely fired up his engine and took off from the Pennsylvania, having become Americas first naval aviator. |
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. |
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. |
Slashed by a Sabre by Stan Stokes. The time is early 1951, the place is Korea. The chequered-tailed Sabre, piloted by Francis Gabreski of the 51st Fighter Interceptor Wing, has just scored a hit on a North Korean Mig-15. Gabreski attained 6.5 victories in Mig Alley, bcoming the 8th jet ace. Gabreski had over 25 aerial victories in WW II flying the P-47 before becoming a prisoner of war. At the onset of the Korean conflict the bulk of the U.S. Air Force consisted of technically obsolete WW II vintage aircraft. Early in the Korean conflict the U.S. military successfully utilized these piston driven aircraft, against the small and ineffective North Korean Air Force. However, in November of 1950, things changed dramatically with the first appearance of Mig-15 fighters flown by both North Korean and Chinese pilots. The F-86 was the most important air combat fighter flown by the American Air Force during the Korean Conflict, and the first swept-wing military jet produced in the United States. The first prototype flew in 1947 and its design was influenced by German research data captured near the end of World War II. The Sabre was powered by a General Electric J47-GE-27 turbojet engine and was capable of speeds of 690 MPH at sea level. The F-86 had an operational ceiling of 50,000 feet, and was armed with six machine guns. The Sabre could carry 2000 pounds of bombs or externally mounted fuel tanks to increase its range beyond the 785 miles obtained without external tanks. The Mig-15 was produced by Mikoyan-Gurevich and became the F-86s main adversary in Korea. The Mig-15, known as the Fagot, carried superior armament consisting of one 37mm and two 20mm cannons. It was also slightly faster at altitude and more maneuverable than its American adversary, despite its tendency to snap-roll into an uncontrollable spin during high-speed turns. A later variant, the Mig-17 utilized a 45 degree swept wing to eliminate this nasty tendency. Sabre Jets and Mig-15s tangled over Korea on countless occasions with dogfights reminiscent of high speed versions of the battles waged a decade earlier between British Spitfires and German Bf-109s in the skies of Britain. With pilots of superior skill and experience the Sabre Jets performed well in these encounters, and during the conflict 792 Mig-15s were destroyed, with a kill ratio of over ten-to-one in favor of the USAF and USN. |
Thirsty Falcons by Stan Stokes. Aerial refueling revolutionized aerial warfare. The first such documented refueling took place in June of 1923 when a specially modified DH-4B piloted by Lts. Virgil Hine and Frank Seifert took off from Rockwell Field in San Diego and managed to refuel another DH-4 piloted by Capt. Lowell Smith. The success of this aerial refueling permitted an attempt at a world record of flight duration. Taking off again from Rockwell Field Smith kept his aircraft airborne for more than 33 hours. Aerial refueling remained a novelty until many decades later when the jet age arrived. Modern jet-powered fighters are awesome machines, but they can consume enormous amounts of fuel, especially when flying at maximum speeds or climbing under maximum power. A jet taking off with a full weapons load that climbs to 60,000 feet under full power may consume more than half its fuel capacity. Aerial refueling was necessary to make jet powered fighters and bombers a practical weapon. In the 1950s the Air Force developed a flying boom method of refueling whereas the Navy utilized a probe and drogue system. The former required a specially trained boom operator but can pass fuel very quickly. The Navy system could handle multiple aircraft at the same time, but required a higher standard of flying. Both in Vietnam and later during the Gulf War, aerial refueling proved invaluable to the success of the air campaigns. In Stan Stokes painting, F-16 Falcons approach their tanker for refueling. The F-16 Fighting Falcon, designed by Harry Hillaker, first rolled out of the General Dynamics assembly line in Ft. Worth Texas in October of 1976. The aircraft was originally built as a technology demonstration exercise to show how much weight and cost could be eliminated from the F-15 Strike Eagle. In 1975, at the Paris Air Show, the F-16 prototype with test pilot Neal Anderson at the controls competed in the Great Fighter Competition. To the winner; billions of potential sales to countries like Belgium, Denmark, the Netherlands, and Norway. The F-16 duked it out against the French-built Mirage F1-E and the Swedish Saab 37 Viggen. The F-16 was the winner. Interest in a new lightweight, cost-effective, fighter-interceptor evolved in the mid-1970s as a replacement for the aging F-104. The F-16s outward appearance has remained the same for twenty-five years while remarkable advances in technology have been incorporated into the aircrafts internals. Improved engines, enhanced radar and avionics, and superior missiles have kept the F-16 effective. The F-16 can carry nearly ten tons of armament on its external stores stations. This range of armament includes air-to-air missiles, air-to-ground missiles, intelligent and traditional bombs, 6000 round per minute Vulcan guns, and external fuel tanks. |
Long Nose Trouble by Stan Stokes. The Focke-Wulf 190 development project began in 1937. Conceived as a hedge against total dependence on the Messerchmitt 109, the 190 was designed by Kurt Tank utilizing a radial engine. This was against generally accepted design criteria in Germany, and many historians believe that the decision to produce a radial engine fighter was largely due to the limited manufacturing capacity for in-line, water-cooled engines which were widely used on all other Luftwaffe aircraft. Despite these concerns, Tanks design was brilliant, and the 190 would become one of the top fighter aircraft of WW II. The first prototype flew in mid-1939. The aircraft had excellent flying characteristics, a wonderful rate of acceleration, and was heavily armed. By late 1940 the new fighter was ordered into production. Nicknamed the butcher bird, by Luftwaffe pilots, early 190s were quite successful in the bomber interceptor role, but at this stage of the War many Allied bombing raids lacked fighter escort. As the War dragged on, Allied bombers were increasingly accompanied by fighters, including the very effective P-51 Mustang. The Allies learned from experience that the 190s performance fell off sharply at altitudes above 20,000 feet. As a result, most Allied bombing missions were shifted to higher altitudes when fighter opposition was likely. Kurt Tank had recognized this shortcoming and began working on a high-altitude version of the 190 utilizing an in-line, water-cooled engine. Utilizing a Jumo 12-cylinder engine rated at 1770-HP, and capable of 2,240-HP for short bursts with its methanol injection system, the 190D, or Long Nose or Dora as it was called, had a top speed of 426-MPH at 22,000 feet. Armament was improved with two fuselage and two wing mounted 20mm cannon. To accommodate the changes in power plants the Dora had a longer, more streamlined fuselage, with 24 inches added to the nose, and an additional 19 inches added aft of the cockpit to compensate for the altered center of gravity. By mid 1944 the Dora began to reach fighter squadrons in quantity. Although the aircraft had all the right attributes to serve admirably in the high altitude interceptor role, it was not generally focused on such missions. Instead many 190Ds were assigned to protect airfields where Me-262 jet fighters were based. This was due to the latter aircrafts extreme vulnerability to Allied attack during takeoff and landing. The 190Ds also played a major role in Operation Bodenplatte, the New Years Day raid in 1945 which destroyed approximately 500 Allied aircraft on the ground. The High Command was impressed with the 190Ds record on this raid, and ordered most future production of the Doras to be equipped as fighter-bombers. In retrospect this was a strategic error, and this capable aircraft was not fully utilized in the role for which it was intended. |
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