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Modern Aviation Art Print List
Cranston Military Prints  By Subject Aviation Art Modern Era  Modern Aviation Print List |
| Modern aviation art print list page. Our entire collection of modern era aviation art prints, paintings and pencils in one huge list. |
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| Text for the above items : |
Testing Time by Keith Aspinall. A TSR2 deploys its parachute while a Lightning flies by. Test pilot Roland Beamont finally made the first flight from the Aeroplane and Armament Experimental Establishment (A&AEE) at Boscombe Down, Wiltshire, on 27th September 1964. Initial flight tests were all performed with the undercarriage down and engine power strictly controlled - with limits of 250 kn and 10,000 ft on the first (15-minute) flight. Shortly after take off on XR219's second flight, vibration from a fuel pump at the resonant frequency of the human eyeball caused the pilot to throttle back one engine to avoid momentary loss of vision. Only on the 10th test flight was the landing gear successfully retracted - problems preventing this on previous occasions, but serious vibration problems on landing persisted throughout the flight testing programme. The first supersonic test flight (Flight 14) was achieved on the transfer from A&AEE, Boscombe Down, to BAC Warton. During the flight, the aircraft achieved Mach 1 on dry power only (supercruise). Following this, Beamont lit a single reheat unit only (because of problems with the other engine's reheat fuel pump), with the result that the aircraft accelerated away from the chase Lightning flown by Wing Commander James 'Jimmy' Dell, who had to catch up using reheat on both engines. On flying the TSR-2 himself, Dell described the prototype as handling 'like a big Lightning'. Over a period of six months, a total of 24 test flights were conducted. |
Knight's Charge by Simon Atack. A dramatic recreation of an event that took place on 14 May, 1965. Flying ground attacks, F-100D Super Sabres of the 416th Squadron of the 31st Tactical Fighter Wing - the Silver Knights based at Da Nang - execute an attack on communist NVA guerrilla forces in the Bac Lieu region of South Vietnam. |
Fast and Furious by Ivan Berryman. (PC) The outbreak of the Korean War in July 1950 saw the Royal Navy forced to put its newest aircraft procurements to the test, most of them refined developments of many of their WW2 types. Whilst the Supermarine Seafire FR.47s of the Fleet Air Arm were considered to be more effective at high altitude, the role of low-level ground attack fell to the remarkable Hawker Sea Fury whose great speed and manoeuvrability frequently frustrated the opposing MiGs. Here, two FB.11s of 802 Sqn, HMS Eagle, close for a strafing attack on a ground target in August, 1952. |
The Berlin Airlift - Tempelhof 1948 by Barry Price. In 1948 Stalins ruthless rule over post-war Eastern Europe was extended to a blockade of the land supply routes to West Berlin in an attempt to starve the city into surrender. The freedom of West Berlins 2 million population was maintained during 1948 and 1949 by a massive airlift of food, coal and supplies over the Iron Curtain and the will of Berliners not to capitulate in the face of Stalins Cold War. The Berlin Airlift - Tempelhof captures just one moment in the thousands of landings. |
Desert Cats by Michael Rondot. Fact. - No matter what the type of aircraft, the world record for low-flying can only ever be equalled; it cannot be beaten without hitting the ground. But getting close to it became an everyday routine for RAF Jaguar pilots on operational service in The Gulf after the Iraqi invasion of Kuwait. The barren featureless wastes of the desert offer few opportunities for a low-flying aircraft from enemy defenses by terrain screening or ducking below radar cover. The only effective counter over a flat desert is to fly so low that any missile fired at the aircraft hopefully will proximity-fuse on the ground before it reaches its target. Faced with an unprecedented threat from surface-to-air missile systems and fighter aircraft, the Jaguar pilots who deployed to Thumrait, Oman, as the spearhead of Operation Granby in August 1990 trained as they expected to fight, - at ultra low-level. Within weeks, most were comfortable at a radar altimeter cruise height of 35 feet at 480 knots, maybe climbing to 60 feet over undulating sand dunes or during high-G turns. Some were content to fly lower, cruising at 20-30 feet, and one or two individuals who should remain nameless were rarely seen above 20 feet. The phrase Getting down had taken on a new meaning. In October 1990 the Jaguars moved to Al-Muharraq, Bahrain, and continued to train at ultra low-level, but as the outbreak of hostilities drew close and it became apparent that US fighters were more than capable of dealing with any Iraqi air threat, they switched to medium-level tactics, preferring to take their chances with the AAA and SAM threat rather than low-flying through a hail of small-arms and short-range defensive fire around their targets in Kuwait and Iraq. Blessed with the sustained luck and inspired leadership of Wg Cdr Bill Pixton DFC AFC, the gamble paid off. 3 were hit by Iraqi AAA fire during the 6-week war, but none were lost. Since September 1991, Jaguars based at Incirlik, Turkey, have been flying low-level missions in Iraq as part of Operation Warden to protect Kurds against further Iraqi attack. Some of the pilots were on the initial Operation Granby deployment, and later flew war missions during Operation Desert Storm. Michael Rondot flew with them, and his painting captures the essence of speed and excitement as a pair of bomb-laden Jaguars break formation and head for the desert floor during a typical low-level sortie. Royal Air Force Jaguars at low level over the Arabian desert, signed by 25 Jaguar pilots who flew on Operation GRANBY, Operation DESERT STORM and Operation WARDEN. |
54(F) Squadron Farewell by Michael Rondot A famous fighter squadron with a glorious history, No.54(F) Squadron began its distinguished career in the fierce fighting on the Western Front during World War I. In 1940, flying Spitfires, it was the highest scoring RAF fighter squadron in the Battle of Britain and went on to become one of the few squadrons to fly Spitfires operationally during the whole of World War II. Always a front line squadron, No.54(F) Squadron flew Tempests, Vampires, Meterors and Hunters before graduating from F4 Phantoms to Jaguars in 1974. Commanded by Wg Cdr Terry Carkton, it became the first RAF Jaguar Squadron at Coltishall, so continuing its tradition of flying only fighter/ground attack aircraft during its distinguished history. |
The Black is Back by Robert Tomlin. At the end of its landing run and streaming the unmistakable scarlet brake parachute with its characteristic tuck at the bottom, an SR-71 prepares to turn off of the runway after another Hot Flight. Retired in favour of other technology including satellite surveillance a small number of these remarkable aircraft were due to start back in service at the end of 1996. There were jobs that just could not be done by any other system, even the most sophisticated modern technology failing to address all of the incredible capabilities of one of the most advanced aircraft of all time. |
The Peacekeeper by Stan Stokes. The USAAC became interested in intercontinental bombing in 1941 due to the threat of England falling to the Nazis. The Army Air Corps issued a request for proposals requesting an aircraft with a range of 12,000 miles at an altitude of 25,000 feet and a top speed of 450-MPH. Later these specifications were downgraded, but the Air Corps still wanted an aircraft capable of carrying a 10,000 bomb load for a 4,000 mile combat radius. Boeing, Consolidated and Douglas submitted proposals. Consolidated Aircraft won the initial award for the development of two prototypes, and work on this project began in San Diego, but was later shifted to Ft. Worth, Texas. In mid-1943, with the Boeing B-29 project facing development problems, General Hap Arnold ordered into production 100 B-36s, with deliveries expected to commence in 1946. When the war ended in 1945 many military programs were cut severely, but Cold War concerns kept the B-36 program alive. In August of 1946 the first B-36 (Peacemaker) took to the air. It was the largest combat aircraft ever flown up to that point in time; with a wingspan of 230 feet, a length of 167 feet, and a height of nearly 47 feet. A year of intensive flight-testing was undertaken leading to a number of important modifications to the production aircraft. The addition of jet engines to supplement the Peacemakers piston engines took place in 1949. B-36s were produced in both bombing and reconnaissance versions. The former were typically manned by a crew of fifteen and the latter were manned with a crew of twenty-two. One interesting experiment with the B-36 in 1955-57 was the fighter/conveyor program. The concept was to marry a fighter aircraft to the B-36, giving it additional protection and potentially greater reconnaissance capabilities. Another oddity was the modification of one B-36 to carry an onboard nuclear reactor to test the feasibility of developing nuclear powered aircraft. The final variant of the Peacemaker was the J model. It entered service in 1953, and the final aircraft was delivered to the Air Force in 1954. By this time B-52 production was underway, and the operational life of the B-36 was numbered. The B-36s were operational with the Strategic Air Command from November 1948 until February 1959. Very few B-36s carried any interesting markings, as they were generally all aluminum hence earning one of their nicknames, the aluminum cloud. During this period in history they represented the backbone of Americas nuclear deterrent force. More than 400 of these huge aircraft were produced, and they served their country well. In Stan Stokes painting entitled Peacekeeper, a B-36 aluminum cloud flys over the Grand Canyon. |
En Route to Sangin Valley by Graeme Lothian. Chinook supported by two Apaches over northern Helmand province, Afghanistan, en route to Sangin valley. |
The Final Flight by Ivan Berryman. On 31st May 1954, Saunders-Roe's beautiful SR.45 Princess flying boat made her final flight, taking off from the Cowes Roads for a short test flight for radio checks and to investigate how the ten-engine giant responded to engine cuts. By all accounts, the tests passed without incident and this graceful machine returned to her slipway at the East Cowes works, never to take to the air again. Orders for this extraordinary aircraft failed to materialise and G-ALUN and her two sister airframes were eventually scrapped at Calshot. |
Big Thunder by Mark Postlethwaite. The last RAF Vulcan XH558 arrives at Bruntingthorpe Airfield Leicestershire, at 13.30hrs on Tuesday 23rd March 1993 to form the core of the British Aviation Heritage Collection. |
A Special Breed by Gerald Coulson. Tiger Moth G-AOEI owned by Cambridge Flying Group over the Cambridge countryside. |
Fast Cats by Stan Stokes. The F8F Bearcat and the F7F Tigercat were the final family members in Grummans fabulous series of prop driven USN fighter aircraft. The F7F Tigercat evolved from the work of a three-man design team at Grumman, which included Bob Hall, Dick Hutton, and Gordon Israel. The Navy gave an OK to the development of a prototype in mid-1941, however it would not be until April 1944 that the first production Tigercat was delivered. The Navy planned to use the first two hundred F7Fs as night fighters, but due to unsatisfactory carrier suitability trials; the decision was made to scale back the order and equip only shore-based Marine squadrons with this aircraft. Performance tests of the first production F7Fs were impressive. The F7F was almost 80-MPH faster than an F4U Corsair in level flight at sea level. As WW II wound down, the USN changed its plans for the F7F. Newer variants were developed with the most common being the F7F-3N. The 3N was the first F7F to pass carrier qualification on the USS Shangri La in February of 1946. The final variant was the F7F-4N that included a taller rudder, a stronger wing and fuselage, and improved landing gear and tailhook. During the Korean War these aircraft were utilized in the night fighter role. The F8F was the successor to the successful F6F Hellcat fighter which was the US Navys primary fighter during most of WW II. Grummans test pilot, Bob Hall recommended to Grummans President that the successor to the F6F be small and lightweight and faster than anything flying at that time. In competition with both Curtis and Boeing, the Grumman design utilized a 2,100-HP Pratt and Whitney radial engine driving an enormous propeller more than twelve feet in diameter. The prop was so large that the Bearcat needed very tall landing gear. During its early testing the Bearcat was capable of speeds in excess of 440-MPH. The F8F was ordered into production in mid-1944, and the Navy wanted all the Bearcats it could get before November of 1945, which was the presumed date for an invasion of Japan. One interesting design feature of the initial production Bearcats was a break-away section at each wing tip, which was designed to break-off if overstressed, in order to prevent a catastrophic failure of the complete wing. Also unique was the utilization of a bubble canopy, the first on a Navy aircraft. On February 17, 1945 LCDR Robert Elder flew the F8F in its first carrier suitability trials on the USS Charger. Despite terrible weather conditions, Elder made fifteen successful arrested landings. The F8F passed these trials with flying colors. Too late to see action in WW II, the F8F would also see service in Korea, in both the reconnaissance and night fighting roles. In Stan Stokes painting an F8F accompanies an F7F-4N during the carrier qualification of the F7F-4N on the USS Franklin Roosevelt (CV-42) in 1946. |
Vickers Viscount by David Pentland. Cargo Carrier Northeast aircraft over Belfast Lough. |
Harrier in a Hyde by Geoff Lea. No text for this item |
RAF Vulcan MKB2 by Barry Price. No text for this item |
Hunting Party by Robert Watts. Mig Alley! That chilling destination synonymous with the dawn of the jet ages first large-scale air battles; deadly contests fought at unprecedented speeds in an aerial battleground in the thin air high above a hostile faraway land. Quick to react to the Communist invasion of South Korea, American fighter pilots, many already World War II Aces, were more than able to meet the North Korean challenge flying their trusty P-51 Mustangs, and two new jets, the F-80 Shooting Star and the F9F Panther. All that changed one bright November day: a patrol of P-51s were pounced upon by shiny new swept wing fighters bearing the Red Star of the Chinese Air Force, and as the flight of Russian-built MiG-15s hurtled past at near supersonic speed, it became evident that America would have to move its new F-86 Sabre into the front line. When the two new planes finally met in combat over Korea, so alike was their configuration and performance, it was difficult to tell them apart. The MiGs high rate of climb and service ceiling gave it an advantage, but the manoeuvrability and rock-steady response of the F-86 was an edge in a dogfight. The real difference was the pilots! Fighting with the disadvantage of having to fly 200 miles to the battle zone, the skill and courage of the F-86 pilots has become legend. With speeds often nudging the sound barrier, and performing combat manoeuvres at 600 m.p.h. imposing crushing G-forces, the F-86 pilots ran up a spectacular kill ratio of 8:1 against the MiGs. In Robert Watts powerful painting, the frosty morning air is shattered by a hunting party of F-86 Sabres of the U.S. 51st Fighter-Interceptor Wing, as they blast off the runway at Kimpo airfield, South Korea. Led by Gabby Gabreski, they are headed north to the Yalu River, and Mig Alley. |
Global Support by Robert Tomlin. Tristar KC1 ZD952 of No.216 Sqn, VC10 KMk4 ZD235 of No.101 Sqn and VC10 CMk1K XV108 of No.10 Sqn. Together, these squadrons provide global Air Transport and Air-to-Air Refuelling support for the RAF from their base at RAF Brize Norton. RAF Brize Norton is proud of its long association with British Airways, who have kindly sponsored this painting. Some 20 RAF Brize Norton aircraft saw previous service with British Airways. VC10 ZD235 served as G-ASGG and Tristar ZD952 as G-BFCE. |
Yangtse Incident by Timothy OBrien. HMS Amethyst about to return fire while a Sunderland of 88 Squadron makes a hurried departure, 23rd of April 1949. |
Harrier GR7 of No.20(R) Squadron by D Mahoney. No text for this item |
Excelsior III - the Long, Lonely Leap by Stuart Brown. The most incredible 614mph freefall from the edge of space, celebrated in this superb limited edition print, signed by the skydiving legend himself, Colonel Joe W Kittinger. Kittinger performed three extreme altitude jumps during August 1960 as part of the USAF research project Excelsior - a precursor to the US space race designed to test human survivability. Excelsior III was the climax of the operation. Leaping from the gondola of a 200ft diameter helium balloon, Kittinger spent four minutes thirty six seconds in freefall. Passing through 90,000ft, his speed reached an incredible 614mph (almost the speed of sound in the thin freezing air of the upper atmosphere) before his multi stage parachute slowed his descent - opening the main chute at 18,000ft. |
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