Don't Miss Any Special Deals - Sign Up To Our Newsletter!
|CLICK HERE FOR A FULL LIST OF ALL IVAN BERRYMAN PRINTS BY TITLE|
|Massive savings on this month's big offers including our BUY ONE GET ONE HALF PRICE offer on many prints and many others at HALF PRICE or with FREE PRINTS! |
Many of our offers end in 13 hours, 16 minutes!
View our Special Offers
|THIS ITEM IS INCLUDED IN OUR BUY ONE GET ONE HALF PRICE OFFER !|
Choose any two prints in this special offer and the lower priced item is half price. (Any free bonus prints already supplied with an item are separate and will also be included !)
Hundreds of items across our websites are included in this offer!
|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.|
Major Erich Rudorffer (deceased)
*Signature Value : £60
|Erich Rudorffer was born on November 1st 1917 in the town of Zwickau in Saxony. Erich Rudorffer joined the Luftwaffes I./JG2 Richthofen in November 1939, and was soon flying combat patrols in January 1940 and was assigned to I/JG 2 Richthofen with the rank of Oberfeldwebel. He took part in the Battle of France, scoring the first of his many victories over a French Hawk 75 on May 14th, 1940. He went on to score eight additional victories during the Battle of France and the Battle of Britain. Rudorffer recalled an incident in August 1940 when he escorted a badly damaged Hurricane across the Channel - ditching in the English Channel was greatly feared by pilots on both sides. As fate often does, Rudorffer found the roles reversed two weeks later, when he was escorted by an RAF fighter after receiving battle damage. By May 1st 1941 Rudorffer had achieved 19 victories, which led to the award of the Knights Cross. In June 1941 Rodorffer became an Adjutant of II./JG2. In 1942 Rudorffer participated in Operation Cerberus (known as the Channel Dash) and flew over the Allied landings at Dieppe. Erich Rudorffer along with JG2 was transferred to North Africa in December 1942. It was in North Africa that Rudorffer showed his propensity for multiple-victory sorties. He shot down eight British aircraft in 32 minutes on February 9th 1943 and seven more in 20 minutes six days later. After scoring a total of 26 victories in Tunisia, Rudorffer returned to France in April 1943 and was posted to command II./JG54 in Russia, after Hauptmann Heinrich Jung, its Kommodore, failed to return from a mission on July 30th 1943. On August 24th 1943 he shot down 5 Russian aircraft on the first mission of the day and followed that up with three more victories on the second mission. He scored seven victories in seven minutes on October 11th but his finest achievement occurred on November 6th when in the course of 17 minutes, he shot down thirteen Russian aircraft. Rudorffer became known to Russian pilots as the fighter of Libau. On October 28th 1944 while about to land, Rudorffer spotted a large formation of Il-2 Sturmoviks. He quickly aborted the landing and moved to engage the Russian aircraft. In under ten minutes, nine of the of the II-2 Sturmoviks were shot down causing the rest to disperse. Rudorffer would later that day go on and shoot down a further two Russian aircraft. These victories took his total to 113 and he was awarded the Oak Leaves on April 11th 1944. Rudorffer would on the 26th January 1945 on his 210th victory receive the addition of the Swords. In February 1945 Rudorffer took command of I./JG7 flying the Me262. He was one of the first jet fighter aces of the war, scoring 12 victories in the Me262. He shot down ten 4-engine bombers during the "Defense of the Reich missions". He was the master of multiple scoring - achieving more multiple victories than any other pilot. Erich Rudorffer never took leave, was shot down 16 times having to bail out 9 times, and ended the war with 222 victories from over 1000 missions. He was awarded the Knights Cross, with Oak Leaves and Swords. Erich Rudorffer died on 8th April 2016.|
Wing Commander Roger Morewood (deceased)
*Signature Value : £45
|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.|
|The Aircraft :|
|Me109||Willy Messerschmitt designed the BF109 during the early 1930s. The Bf109 was one of the first all metal monocoque construction fighters with a closed canopy and retractable undercarriage. The engine of the Me109 was a V12 aero engine which was liquid-cooled. The Bf109 first saw operational service during the Spanish Civil War and flew to the end of World War II, during which time it was the backbone of the Luftwaffe fighter squadrons. During the Battle of Britian the Bf109 was used in the role of an escort fighter, a role for which it was not designed for, and it was also used as a fighter bomber. During the last days of May 1940 Robert Stanford-Tuck, the RAF ace, got the chance to fly an Me109 which they had rebuilt after it had crash landed. Stanford-Tuck found out that the Me109 was a wonderful little plane, it was slightly faster than the Spitfire, but lacked the Spitfire manoeuvrability. By testing the Me109, Tuck could put himself inside the Me109 when fighting them, knowing its weak and strong points. With the introduction of the improved Bf109F in the spring of 1941, the type again proved to be an effective fighter during the invasion of Yugoslavia and during the Battle of Crete and the invasion of Russia and it was used during the Siege of the Mediteranean island of Malta. The Bf109 was the main fighter for the Luftwaffe until 1942 when the Fw190 entered service and shared this position, and was partially replaced in Western Europe, but the Me109 continued to serve on the Eastern Front and during the defence of the Reich against the allied bombers. It was also used to good effect in the Mediterranean and North Africa in support of The Africa Korps. The Me109 was also supplied to several German allies, including Finland, Hungary, Romania, Bulgaria, Croatia, and Slovakia. The Bf109 scored more kills than any other fighter of any country during the war and was built in greater numbers with a total of over 31,000 aircraft being built. The Bf109 was flown by the three top German aces of the war war. Erich Hartmann with 352 victories, Gerhard Barkhorn with 301 victories and Gunther Rall with 275 kills. Bf109 pilots were credited with the destruction of 100 or more enemy aircraft. Thirteen Luftwaffe Aces scored more than 200 kills. Altogether this group of pilots were credited with a total of nearly 15,000 kills, of which the Messerschmitt Bf109 was credited with over 10,000 of these victories. The Bf109 was the most produced warplane during World War II, with 30,573 examples built during the war, and the most produced fighter aircraft in history, with a total of 33,984 units produced up to April 1945. Bf109s remained in foreign service for many years after World War II. The Swiss used their Bf109Gs well into the 1950s. The Finnish Air Force did not retire their Bf109Gs until March 1954. Romania used its Bf109s until 1955. The Spanish Hispanos flew even longer. Some were still in service in the late 1960s.|
|Anson||he Avro Anson originated from the Avro 652 commercial aircraft which first flew on 7th January 1935. It was a twin-engine British-built multi-role aircraft which saw distinctive service with both the Royal Air Force and The Royal Navy Fleet Air Arm as well as The Royal Canadian Air Force during and after the Second World War. The prototype 652A first flew at Woodford on 7th January 1935 and was developed from an initial airliner design and named after Admiral George Anson. The adaptation for a coastal reconnaissance role resulted in the production variant, the Avro 652a, which flew at Woodford on New Years Eve 1935 with the type entering service in March 1936 as the Anson Mk1. Initially it was flown with a 3-man crew but later developments in its reconnaissance role required a 4th crew member. The Anson entered service on 6 March 1936 with 48 Squadron equipped with the Anson. At the start of the Second World War, the RAF had received 824 Ansons and there were 26 RAF squadrons operating the Anson I: 10 with Coastal Command and 16 with Bomber Command. All of the squadrons in Bomber Command in 1939 with Anson Is were operational training squadrons that prepared crews for frontline service. 12 of the squadrons were in No. 6 (Operational Training) Group. Newly formed crews having completed individual flying and technical training were first trained as bomber crews in Ansons and then advanced to the various frontline aircraft types, which were also in the same squadrons with the Ansons. After training in the frontline aircraft type, crews would advance to the frontline bomber squadrons with those aircraft types (Fairey Battle, Bristol Blenheim, Vickers Wellington, Armstrong Whitworth Whitley, and Handley-Page Hampden). At the start of the war, the Lockheed Hudson was beginning to replace the Ansons in Coastal Command with one squadron of Hudsons and one with both Ansons and Hudsons. Limited numbers of Ansons continued to serve in operational roles such as coastal patrols and air/sea rescue. Early in the war, an Anson scored a probable hit on a German U-boat. In June 1940, a flight of three Ansons was attacked by nine Luftwaffe Messerschmitt Bf 109s. Remarkably, before the dogfight ended, without losing any of their own, one of the Ansons destroyed two German aircraft and damaged a third. The aircraft's true role, however, was to train pilots for flying multi-engined bombers such as the Avro Lancaster. The Anson was also used to train the other members of a bomber's aircrew, such as navigators, wireless operators, bomb aimers and air gunners. Postwar, the Anson continued in the training and light transport roles. The last Ansons were withdrawn from RAF service with communications units on 28 June 1968. The Royal Australian Air Force operated 1,028 Ansons, mainly Mk Is, until 1955|
Sign Up To Our Newsletter!
This website is owned by Cranston Fine Arts. Torwood House, Torwoodhill Road, Rhu, Helensburgh, Scotland, G848LE
Contact: Tel: (+44) (0) 1436 820269. Fax:
(+44) (0) 1436 820473. Email: