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Ivan Berryman Aviation Prints Pack.
DPK1021. Ivan Berryman Aviation Prints Pack. Items in this pack :
Aviation Print Pack.
Item #1 - Click to view individual item
B0369P. Stragglers End by Ivan Berryman.
Byron Duckenfield is recorded as having shot down a Stuka near Dover, but the exact circumstances are not clear. 501 Sqn did encounter Stukas in this area on a number of occasions - depicted here is a 501 Sqn Hurricane on the tail of a Ju.87.
Signed by Group Captain Byron Duckenfield AFC (deceased),
Flight Lieutenant Alex Thom DFC
Wing Commander Roger Morewood (deceased)
and features the mounted original signatures of :
Wing Commander Christopher Bunny Currant DSO DFC (deceased),
Squadron Leader Ginger Lacey DFM (deceased),
Wing Commander Bob Stanford Tuck DSO DFC** (deceased),
Major Franz Kieslich (deceased)
Dietrich Peltz (deceased).
Original pencil drawing by Ivan Berryman.
Paper size 17 inches x 12 inches (43cm x 31cm)
Item #2 - Click to view individual item
B0370. Hard Hitter by Ivan Berryman.
Whilst in command of 609 Sqn in January 1944, F/Lt (later Wing Commander) J R Baldwin, leading a small formation of Hawker Typhoon 1Bs, encountered thirty Focke-Wulf Fw190s and engaged them in a furious battle. Nine enemy aircraft were shot down in the action, Baldwin accounting for two of them himself. He went on to finish the war as the highest-scoring Typhoon pilot of all with 15 confirmed victories, one shared, one probable and four damaged. He is depicted here, flying DN360 with the codes PR-A.
Signed limited edition of 1150 prints.
Image size 12 inches x 8 inches (31cm x 21cm)
Item #3 - Click to view individual item
B0435. Tribute to Squadron Leader Derek Ward by Ivan Berryman.
The early months of 1942 saw Sqn Ldr Derek Ward flying several sorties a day, many of them at night with 73 Sqn in the skies above Egypt. He claimed a Heinkel 111 destroyed on 9th February and a Bf.109 just a few days later. Then, on the night of 1st May, Ward spotted a Focke-Wulf Fw.200 Condor heading out to sea. Alone, he pursued the German four-engined bomber in his Hurricane and shot it down, flames streaming from its wing. For this action, Sqn Ldr Ward was awarded the DFC.
Signed limited edition of 1150 paper prints.
Image size 12 inches x 9 inches (31cm x 23cm)
Item #4 - Click to view individual item
DHM1911B. Impossible Odds by Ivan Berryman.
Outnumbered and outclassed, the aging Gloster Gladiators of 112 Sqn nonetheless put up a spirited defence in the skies above Crete as Germanys Operation Mercury gathered momentum in the Spring of 1941. Here, shark-mouthed Messerschmitt Bf.110s of ZG.76 menace a lone Gladiator during an evening encounter.
Small limited edition of 1150 prints.
Image size 12 inches x 8 inches (31cm x 20cm)
Item #5 - Click to view individual item
B0488C. Operation Ebensburg by Ivan Berryman.
Sunday 8th April 1945. Halifax B.II Series 1 (Special) JP254 of 148 Special Duties Squadron, RAF piloted by Pilot officer Bill Leckie is depicted approaching the drop zone near to the Alt Aussee salt mine in the Austrian Alps to drop four SOE agents and their equipment whose mission it was to secure and protect 6,755 items of the world's greatest works of art that had been looted and stored by the Germans as they swept across Europe. With the allied forces closing in, the Germans had planned to blow up the entire store to prevent the artworks from falling into the hands of the liberators. Once on the ground, the four agents linked up with local resistance fighters and the mine and its valuable contents were eventually secured, the explosives made safe and the entire cache taken into the safe keeping of the 80th US Infantry Division as the German occupation of Europe crumbled.
Artist signed edition of 200 prints, numbered 951 to 1150.
Image size 12 inches x 8 inches (31cm x 20cm)
Website Price: £ 360.00
To purchase these prints individually at their normal retail price would cost £1052.00 . By buying them together in this special pack, you save £692
All prices are displayed in British Pounds Sterling
|Signatures on this item|
|*The value given for each signature has been calculated by us based on the historical significance and rarity of the signature. Values of many pilot signatures have risen in recent years and will likely continue to rise as they become more and more rare.|
Dietrich Peltz (deceased)
*Signature Value : £50 (matted)
|Dietrich Peltz, born June 1914, joined the army in 1934, attending pilot training from late 1935. After training, he flew 320 missions on the Ju-87 Stuka before converting to Ju-88s in the summer of 1940. Awarded the Knights Cross in Octobr 1940, he attained the rank of Generalmajor, being awarded the Oak Leaves and Swords to his Knights Cross in December 1941 and July 1943 respectively. In January 1944, Dietrich Peltz took part in Operation Steinbock, the retaliatory bombing of England, referred to as the Baby Blitz, which ended in heavy losses for German bombers. Dietrich Peltz died 20th August 2001.|
Flight Lieutenant Alex Thom DFC
*Signature Value : £45 (matted)
|Born in Perth, Scotland, Alex Thom joined the RAFVR on June 24th 1939 and flew at the weekends at 11 EARFTS Perth. At the outbreak of World War Two, Thom was called up for full time service with the Royal Air Force and was posted to 3 ITW at Hastings on October 2nd 1939, moving to 15 EFTS at Redhill on April 29th 1940 and on June 15th moved again to 15 FTS, initially at Brize Norton and later to Chipping Norton. Alex Thom went to 6 OTU on September 29th at Sutton Bridge where he converted to Hawker Hurricanes and joined 79 squadron stationed at Pembury only for a short period when he was transferred to 87 Squadron on October 6th 1940, moving with the squadron on the 31st of October to their new base at Exeter. He achieved the rank of Pilot Officer on the 3rd of December 1941. During his time at Exeter he was also based on the Scilly Isles and on one occasion after shooting down an enemy bomber the crew bailed out over the sea. Alex Thom circled the downed German crew who were in a life raft until a motor launch came and picked them up. Thom would later meet the crew and was given a flying helmet by the German pilot, an item he still has today. Alex Thom was appointed B Flight commander on 10th July 1942 and was awarded the DFC on the 14th August 1942. At this time he was credited with two enemy aircraft destroyed and a probable He111. On the 19th of August 1942 while supporting the ground forces at Dieppe, his Hurricane (LK - M) was hit by ground fire and lost oil pressure. He managed to limp back to England where he made a forced landing at East Den. Thom managed to get back to his airfield as a passenger in a Master flown by Flt Sgt Lowe and immediately took off again in Hurricane (LK - A) back to Dieppe where he proceeded to strafe enemy positions. On the 1st of October 1942 he became F/O. In November 1942, 87 Squadron was transferred to North Africa. They were transported by ship to Gibraltar where the squadron flew sorties, and then onto North Africa. Thom was posted away from the squadron to be a flying control officer at Bone. He returned to 87 Squadron which was then based at Tongley and took command on June 27th 1943. He was again posted away from the squadron on September 27th returning to the UK with the Rank of Flight Lt. Thom became an instructor with 55 OTU at Annan on November 17th moving to Kirton in Linsay on March 12th 1944 to join 53 OTU. He was appointed Flight Commander Fighter Affiliation Flight at 84 (Bomber) OTU at Husbands Bosworth on May 19th 1944 and remained there until October 10th when he went to RAF Peterhead as Adjutant. His final posting was to HQ13 Group, Inverness on May 8th 1945 as a Staff Officer and retired from the RAF on December 4th 1945 as a Flight Lt.|
Group Captain Byron Duckenfield AFC (deceased)
*Signature Value : £40 (matted)
|Byron Duckenfield started at Flying Training School on 25th November 1935 in a Blackburn B2 at Brough. As a Sergeant, he joined No.32 Sqn at Biggin Hill on 8th August 1936 and flew Gauntlets and Hurricanes. He joined 74 Squadron at Hornchurch on 11th April 1940, flying Spitfires, and on 5th May was posted to 501 Squadron flying Hurricanes at Tangmere. On the 11th of May at Betheniville, he survived a crash in a passenger transport Bombay aircraft in an aircraft in which he was a passenger, While comin ginto land the aircraft at 200 feet the aircraft stalled and the aircrfat fell backwards just levelly out as it histhe ground. 5 of th epassengers were killed when the centre section collapsed and crushed them. Duckenfield was fortunate as he had moved position during the flight. as the two passengers sitting each side of where he was sitting had died in the crash. (it was found later that the Bombay had beeb loaded with to much weight in the aft sectiion. ) recovering in hospital in Roehampton. On 23rd July 1940, he rejoined No.501 Sqn at Middle Wallop, then moved to to Gravesend two days later, scoring his first victory, a Ju87, on the 29th of July 1940. During August and September he scored three more victories. After a spell as a test pilot from 14th September 1940, he was posted to command 66 Squadron on 20th December 1941, flying Spitfires. On 26th February 1942 he took command of 615 Squadron flying Hurricanes from Fairwood Common, taking the squadron to the Far East. In late December 1942 he was shot down in Burma and captured by the Japanese. He remained a POW until release in May 1945. After a refresher course at the Flying Training School in November 1949, he took command of No.19 Squadron flying Hornets and Meteors from Chruch Fenton. After a series of staff positions, he retired from the RAF as a Group Captain on 28th May 1969. Duckenfield would write later his details : |
At first light, 12 Hurricanes IIC aircraft of 615 Squadron, myself in the lead, took off from Chittagong for central Burma to attack the Japanese air base at Magwe, 300 miles away on the banks of the River Irrawaddy. Arriving at Yenangyaung, we turned downstream at minimum height for Magwe, 30 miles to the South and jettisoned drop tanks. Just before sighting the enemy base, the squadron climbed to 1200 feet and positioned to attack from up sun. On the ramp at the base, in front of the hangers, were 10 or 12 Nakajima KI - 43 Oscars in a rough line up (not dispersed) perhaps readying for take. These aircraft and the hangars behind them were attacked in a single pass, before withdrawing westward at low level and maximum speed. A few minutes later perhaps 20 miles away form Magwe, I was following the line of a cheung (small creek), height about 250 feet, speed aboput 280 mph, when the aircraft gave a violent shudder, accompanied by a very lound, unusual noise. The cause was instantly apparent: the airscrew has disappeared completely, leaving only the spinning hub. My immediate reaction was to throttle back fully and switch off to stop the violently overspeeding engine. Further action was obvious: I was committed to staying with the aircraft because, with a high initial speed, not enough height to eject could be gained without the help of an airscrew. So I jettisoned the canopy and acknowledged gratefully the fact that I was following a creek; the banks of either side were hillocky ground, hostile to a forced landing aircraft. Flying the course of the creek, I soon found the aircraft to be near the stall (luckily, a lower than normal figure without an airscrew) extended the flaps and touched down wheels-up with minimum impact ( I have done worse landings on a smooth runway!) My luck was holding, if one can talk of luck in such a situation. December is the height of the dry season in that area and the creek had little water, it was shallow and narrow at the point where I came down: shallow enough to support the fusalage and narrow enough to support wing tips. So I released the harness, pushed the IFF Destruct switch, climed out and walked the wing ashore, dryshod. The question may occur -Why did not others in the squadron see their leader go down? - the answer is simple, the usual tatctic of withdrawal from an enemy target was to fly single at high speed and low level on parallel courses until a safe distance from target was attained. Then, the formation would climb to re-assemble. Having left the aircraft, I now faced a formidable escape problem? I was 300 miles from friendly territory: my desired route would be westward but 80% of that 300 miles was covered by steep north-south ridges impenetrably clothed in virgin jungle; these were natural impediments, there was also the enemy to consider. Having thought over my predicament, I decided the best I could do - having heard reports of mean herted plainspeope - was to get as far into the hills as possible and then find a (hopefully sympathetic) village. I suppose I may have covered about 15 miles by nightfall when I came upon this small hill village and walked into the village square. Nobody seemed surprised to see me (I suspect I had been followed for some time) I wa given a quiet welcome, seated at a table in the open and given food. Then exhaustion took over, I fell asleep in the chair and woke later to find myself tied up in it. Next day I was handed over to a Japanese sergeant and escort who took me back to Magwe and, soon after that, 2.5 years captivity in Rangoon jail.
Sadly we have learned that Byron Duckenfield passed away on 19th November 2010.
Major Franz Kieslich (deceased)
*Signature Value : £50 (matted)
|Franz Kieslich born in Bochum ion 12th March 1913 and served with 7./St.G. 77 in France in 1940, and later serving in Yugoslavia. Transferring to the Russian Front he was promoted Gruppenadjutant III./St.G. 77. And in October 1942 became Staffelkapitan 7./St.G. 77. In February 1944 he was promoted Kommandeur III./SG 77. He fought at Stalingrad, Kursk, Kiev and most of the other major engagements on the Eastern Front. In February1945 he became Kommodore erganzungs-SG148. Awarded the Knight’s Cross with Oak Leaves, he flew over 1000 combat missions, and had been shot down twenty times. His wards were awarded Ritterkreuz on 05.01.1943 as Oberleutnant and Staffelkapitän 7./StukaG 77 and ( 619 ). Eichenlaub on 10.10.1944 as Hauptmann and Kommandeur III./StukaG 77. He passed away on 31st August 2012.|
Squadron Leader Ginger Lacey DFM (deceased)
*Signature Value : £80 (matted)
|James Harry Lacey, from Wetherby, who was destined to become the top scoring RAF fighter pilot in the Battle of Britain, joined the RAFVR. in 1937. After an instructors course in 1938 he became an instructor at the Yorkshire Aeroplane Club. Called up at the outbreak of war, he was posted to 501 Squadron, and in May 1940 was posted with the unit to France. On the 13th he set off late on an early patrol, and shot down a Bf 109 and a He 111. Later in the day he destroyed a Bf 110. On the 27th he destroyed two He 11 Is and then returned to the United Kingdom, in June, having made an emergency landing in a swamp on the 9th and overturned, nearly being drowned. On 20 July he shot down a 13f 109, and was then awarded a DFM. In the Battle of Britain, during August, he destroyed a Ju 87 and a probable on the 12th, damaged a Do 17 on the 15th, probably destroyed a Bf 109 on the 16th, and on the 24th shot down a Ju 88 and damaged a Do 17. On the 29th he destroyed a 13f 109 and next day claimed a He 111 and probablya Bf110. He shot down a Bf109 on the 31st and on 2 September got two Bf 109s and damaged a Do 17. Two days later he destroyed two more Bf 109s, and was then sent on leave for a few days. on his return, on the 13th, he took off in very bad weather to shoot down a lone He 111 which had just bombed Buckingham Palace. Having destroyed it, he found the cloud too thick to return to base and was forced to bale out. On the 15th he shot down another He 111 and two Bf 109s with a third damaged, on the 27th destroyed another Bf 109 and on the 30th damaged a Ju 88. During October he was in action frequently against Bf 109s, getting a probable on the 7th and destroying others on the 12th, 26th, and the 30th, damaging one also on this latter date. His score was now 23, and he had been shot down or forced to bale out nine times. Of his victories 18 were gained during the Battle of Britain, and this was the highest score of any pilot for this period. In December he received a Bar to his DFM and was commissioned the following month. He converted to Spitfires early in 1941, and in June became a flight commander. During July he destroyed a Bf 109 on the 10th, damaged one on the 14th, shot down a He 59 floatplane on the 17th and destroyed two more Bf 109s on the 24th, causing them to collide. He was then posted as an instructor to 57 OTU where he trained, among others, George Beurling. In March 1942 he was posted to 602 Squadron, and on 24th March
damaged a Fw 190. On 25 April he damaged two more, but was then posted to HQ 81 Group as Tactics Officer, now as a Sqn. Ldr. He spent some while testing Hurricanes with rocket projectiles and 40 mm. anti-tank guns, and then became Chief Flying Instructor at Millfield. In March 1943 he was sent to India, and first was responsible for converting squadrons to Hurricanes at Madras. He then moved to Bangalore, where he converted Hurricane pilots to Thunderbolts. In September 1944 he was posted to 3 TAC at Komila as Sqn. Ldr. Tactics, and the following month attended an Air Fighting Instructors Course at Armarda Road, which was run by Wg. Cdr. F.R. Carey. In November he became temporary commanding officer of 155 Squadron, flying Spitfire 8s in Burma, but later that month took command of 17 Squadron, equipped with the same aircraft. His squadron was responsible for giving ground support to a Gurkha regiment, so he ordered his pilots to have their heads shaved in the Gurkha fashion, which proved to be a very popular move. On 19 February 1945 he shot down a Nakajima Ki 43 Oscar, his twenty-eighth and last victory. He died on 30th May 1989.|
Wing Commander Bob Stanford Tuck DSO DFC** (deceased)
*Signature Value : £75 (matted)
|Bob Stanford Tuck was a flamboyant fighter pilot, his dashing good looks, courage, and success in the air coming to epitomise the young flyers who fought and won the Battle of Britain. To the British public he was a hero in the mould of the knights of old, and today his name is legend. In the early stages of the Battle of Britain Bob fought with 92 Squadron flying Spitfires, quickly becoming one of the leading aces. Promoted to command 257 Squadron, now flying Hurricanes, Bobs dashing style of leadership inspired his pilots to great success. He went on to command the Duxford and Biggin Hill Wings, taking his personal score to 29 air victories before being shot down by ground fire over Northern France in 1942. He died on 5th May 1987.|
Wing Commander Christopher Bunny Currant DSO DFC (deceased)
*Signature Value : £65 (matted)
|Born 14th December 1911. One of the most succesful fighter pilots in the RAF, credited with 13 kills during the Battle of Britain. On 15th August 1940, with No. 605 Sqn, he downed two He111s and claimed a third probable. On 8th September he downed another bomber and damaged three more, sharing in two more the next day, downing two more and damaging a further three on the 15th of that month, before being shot down himself. The same afternoon, he got airborne again, shooting down a fighter. After the Battle of Britain, he became an instructor, before rejoining combat flying with No.501 Sqn. In August 1942 he took command of No. 122 Wing, leading them until the D-Day landings in June 1944 before taking a non-flying post until the end of the war. He died 12th March 2006.|
Wing Commander Roger Morewood (deceased)
*Signature Value : £40 (matted)
|An uncle suggested to Roger Morewood that he should join the RAF so Roger did at the age of 17. Roger said : I was going be a pilot, that was the only reason to join. Roger trained to fly in a Tiger Moth biplane before joining 56 Squadron - regarded within the RAF as an elite unit - flying open cockpit Gauntlet fighters. The squadron were then re-equipped with Gloster Gladiators - the last RAF biplane - then the Hawker Hurricanes that would join Spitfires in fighting off Hitlers Luftwaffe in the Battle of Britain. While serving with 56 Squadron Roger Morewood was assigned the dangerous role of long-range fighter sweeps over the coast of occupied France and Holland but left to help form 248 Sqn at Hendon with whom he served throughout the Battle of Britain flying Blenheims. Roger said: We had a few panic station alerts when we were scrambled. We wouldd be leaping into our aircraft with flying suits over our pyjamas as we tried to get into the air in a minute and a half. In July 1942 Morewood went to 9 OTU and later HQ Transport Command. After a long post-war career in the RAF he retired in 1957. Roger Morewood once said of his squadron: It was damned dodgy. We had a high loss rate on operations. And on one sortie - then aged 21 - he nearly met his maker : I flew across to Den Helder (Northern Holland) in a long-nosed Blenheim to look after this battleship at the entrance to the Zuiderzee. We flew round this thing and sure enough I saw some aircraft coming up. They were twin-engine bombers naturally - Messerschmitt 110s. That was a bit hairy. My two blokes (other pilots) shoved off in a hurry into a cloud, and there was me popping away until I ran out of ammunition. There was just me left. I realised there was no point chasing - I was not going to knock his wings off. So I started flying home. After making hardly any noise all flight the chap (navigator) in the back said you haveve got somebody on your tail now - you had better move swiftly. So I moved to left and right. We got a pretty hefty clobbering. His turret disappeared at the back. My poor navigator wore a tin hat and I dont blame him. He got a bullet half way through his armour. He was alright. I had a dreadful wound. If I shook my hand really hard I could get blood out of one finger. I was hit all over the place. We took dozens of bullets. The aircraft was ruined. That is all there was to it. We were still going home - even with the North Sea to go across. So I trundled off back and ditched the damn thing. Thank God it didnt blow up. We literally got away with it. It was the hairiest trip I ever did. On another occasion, Roger intercepted a German weather forecasting flying boat called Weary Willy : I was in a Beaufighter at this time. I flew upwind and had a shot at him downwind. Then all the guns jammed. So I pulled alongside him - not too close - and waved him good luck lad. Anyway he sank when he got back to Norway. That was that one finished. Flying from Shetland, his squadron attacked German shipping off Norway. Roger was rested and spent two years training new Beaufighter pilots but still managed to go on some operations, mainly attacking convoys off the coast of Holland. Roger Morewood said: job was to attack the flak ships, floating anti-aircraft batteries, so other Beaufighters could attack the cargo ships. It could be pretty hairy as 12 Beaufighters lined up to have a crack at the target. You wouldd see tracer shells from your mates plane whizzing over your head or underneath you. They were a bigger danger than the Germans Wing Commander Roger Morwood was posted to the Mediterranean where he contracted TB. He recalled: "In hospital, they treated you with whisky in milk and a pint of Guinness for breakfast, very primitive stuff." When the war ended and the RAF were scaled down, Roger continued to serve in various postings around the UK until 1947. after leaving the RAF Roger was recalled again as an instructor at the Central Flying School, but with the rank of flight lieutenant. He was posted to Edinburgh and then Glasgow University squadrons. finnaly leaving service in 1957. Wing Commander Roger Morewood notched up more than 5000 flying hours in 32 different types of aircraft. Roger Morewood died in early December 2014.|