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Early Morning Arrival by Robert Taylor. - Direct Art

Early Morning Arrival by Robert Taylor.


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Early Morning Arrival by Robert Taylor.

V-RA is seen on final approach to RAF Colerne early on the morning of 6 June 1944.
AMAZING VALUE! - The value of the signatures on this item is in excess of the price of the print itself!
Item Code : RST0028Early Morning Arrival by Robert Taylor. - This Edition
TYPEEDITION DETAILSSIZESIGNATURESOFFERSYOUR PRICEPURCHASING
PRINTSigned limited edition of 1250 prints.

SOLD OUT.
Paper size 33 inches x 25 inches (84cm x 64cm) Breyne, A de
Brophy, P
Friday, J
Bodie, A
Reid, Bill
Jackson, Norman
Kelly, James
Learoyd, Roderick
+ Artist : Robert Taylor


Signature(s) value alone : £440
SOLD
OUT
NOT
AVAILABLE
All prices on our website are displayed in British Pounds Sterling


Since this edition is sold out and no other editions are available, here is a similar item which may be of interest :


Avro Lancaster B.1 by Ivan Berryman.

£65.00


Cloud Companions by Robert Taylor.

£ NOW SOLD OUT

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.
NameInfo
A Bodie
*Signature Value : £40




A de Breyne
*Signature Value : £35

Pilot of 'Mynarski's Lanc', the Lancaster in which Andrew Mynarski earned his VC after attempting to rescue the rear gunner of the Lancaster, which was on fire as it lurched towards its doom after losing two engines to a Ju88. After allowing time for the crew to escape, De Breyne parachuted out of the doomed Lancaster at about 800ft.


The signature of Flight Lieutenant Bill Reid VC (deceased)

Flight Lieutenant Bill Reid VC (deceased)
*Signature Value : £80

Volunteering for RAF aircrew in 1940, Bill Reid learned to fly in California, training on the Stearman, Vultee and Harvard. After gaining his pilots wings back in England he flew Wellingtons before moving on to Lancasters in 1943. On the night of Nov 3rd 1943, his Lancaster suffered two severe attacks from Luftwaffe night fighters, badly wounding Reid, killing his navigator and radio operator, and severely damaging the aircraft. Bill flew on 200 miles to accurately bomb the target and get his aircraft home. For this act of outstanding courage and determination he was awarded the Victoria Cross. Died 28th November 2001.



Citation for the Victoria Cross, gazetted 14th December 1943.

On the night of November 3rd, 1943, Flignt Lieutenant Reid was pilot and captain of a Lancaster aircraft detailed to attack Dusseldorf. Shortly after crossing the Dutch coast, the pilots windscreen was shattered by fire from a Messerschmitt. Owing to a failure in the heating circuit, the rear gunners hands were too cold for him to open fire immediately or to operate his microphone and so give warning of danger; but after a brief delay he managed to return the Messerschmitts fire and it was driven off. During the fight with the Messerschmitt, Flight Lieutenant Reid was wounded in the head, shoulders and hands. The elevator trimming tabs of the aircraft were damaged and it became difficult to control. The rear turret, too, was badly damaged and the communications system and compasses were put out of action. Flight Lieutenant Reid ascertained that his crew were unscathed and, saying nothing about his own injuries, he continued his mission. Soon afterwards, the Lancaster was attacked by a Focke Wulf 190. This time, the enemys fire raked the bomber from stem to stern. The rear gunner replied with his only serviceable gun but the state of his turret made accurate aiming impossible. The navigator was killed and the wireless operator fatally injured. The mid-upper turret was hit and the oxygen system put out of action. Flight Lieutenant Reid was again wounded and the flight engineer, though hit in the forearm, supplied him with oxygen from a portable supply. Flight Lieutenant Reid refused to be turned from his objective and Dusseldorf was reached some 50 minutes later. He had memorised his course to the target and had continued in such a normal manner that the bomb-aimer, who was cut off by the failure of the communications system, knew nothing of his captains injuries or of the casualties to his comrades. Photographs show that, when the bombs were released, the aircraft was right over the centre of the target. Steering by the pole star and the moon, Flight Lieutenant Reid then set course for home. He was growing weak from loss of blood. The emergency oxygen supply had given out. With the windscreen shattered, the cold was intense. He lapsed into semiconsciousness. The flight engineer, with some help from the bomb-aimer, kept the Lancaster in the air despite heavy anti-aircraft fire over the Dutch coast. The North Sea crossing was accomplished. An airfield was sighted. The captain revived, resumed control and made ready to land. Ground mist partially obscured the runway lights. The captain was also much bothered by blood from his head wound getting into his eyes. But he made a safe landing although one leg of the damaged undercarriage collapsed when the load came on. Wounded in two attacks, without oxygen, suffering severely from cold, his navigator dead, his wireless operator fatally wounded, his aircraft crippled and defenceless, Flight Lieutenant Reid showed superb courage and leadership in penetrating a further 200 miles into enemy territory to attack one of the most strongly defended targets in Germany, every additional mile increasing the hazards of the long and perilous journey home. His tenacity and devotion to duty were beyond praise.

London Gazette, 1943.

J Friday
*Signature Value : £35


P Brophy (deceased)
*Signature Value : £40

Brophy was the rear gunner in 'Mynarski's Lanc', the Lancaster in which Andrew Mynarski earned his VC after a failed attempt to save the trapped tailgunner. Mynarski, with his parachute and clothing on fire, jumped clear of the aircraft, mortally burned. Brophy survived the subsequent crash without injury, being thrown miraculously clear of the fully laden bomber. Pat Brophy died in 1991. More recollections of the Lancaster crash :

They took off and joined up with a large group of aircraft before heading for German occupied France. They crossed the English Channel loaded with bombs to be dropped at a predetermined target. However, this operation soon took a different turn from the previous twelve. Soon the sky came alive with searchlights and anti-aircraft gunfire. Brophy, being the rear gunner, was busy trying to see if there were any enemy aircraft trying to attack them from behind. At the same time, Andy Mynarski was busy trying to defend the aircraft from the mid-upper gun turret. I might add the rear gunner's entry to the turret is a very small slit and when he moves left or right during firing, his exit to the fuselage is totally cut off. If the hydraulics fail, the only way to turn the turret is by a hand crank operated within the turret. They hadn't gone far when they sustained a direct hit. The pilot told the crew to bail out because, 'Our big girl has been hurt and she will not be taking us home.' Andrew Mynarski immediately knew Brophy was in trouble, with no hydraulic power. How could he help free Brophy from the tail turret? He went back to see if the crank would work the turret, but the turret was jammed tight. During the hit, the lines that carried brake fluid were ruptured and they were pouring fluid down the side of the aircraft which was now burning along with the engines. Mynarski had stayed too long trying to free Brophy and save his life. Mynarski's clothes were getting so hot that he had to leave. He saluted his buddy and mouthed, 'Good night Broph' and proceeded to leave the aircraft. As soon as he hit the outside air, his clothes started to burn and in turn, started burning his parachute as he descended. Brophy was now alone on a burning aircraft and steadily going down with the aircraft which was still loaded with bombs. He thought his time was near, so as a Catholic, he repeated, 'Hail Mary, full of grace' over and over again as fast as he could. He could make out tall trees even although it was dark as the burning aircraft gave him enough light to see. Suddenly, he could feel the aircraft breaking up as the aircraft hit trees. He felt as if he was still in his turret but somehow he was flying in a different direction than the main part of the aircraft. All Brophy felt before he lost consciousness was the ground shaking twice probably from some of the bombs they had on board. When Brophy regained consciousness, he took stock of his body and everything seemed to be okay. He was lying in a small ditch with no water. He then checked to see if he still had his revolver and his toothbrush, the only personal things he took with him when flying on an operation. No need for an overnight bag!! As he became more familiar with his situation, he removed his helmet and noticed all of his hair remained in it. At that moment, he thought nothing of it. Off in the distance, he saw lights of a small village. He stumbled along, moving carefully as it was nearing daylight. When he arrived at the village, he found himself on a street with homes built close together. Each door was indented from the rest of the walls and in from the sidewalk. He guessed the time to be close to six a.m. From around the corner he heard approaching steps, much like marching soldiers. He stepped back into one of the doorways and drew his revolver. Suddenly, he felt a strong arm around his neck and another covering his mouth and he was yanked into the house. The man spoke English and told him to be quiet. He informed him that he was a member of the French Underground. Days went by slowly as Brophy came to be more acquainted with the man who saved him and it also gave him time to mentally review all that had happened to him on the day of their mission that ended like a bad dream. He quickly found out just how the Underground worked when he was told that they were already working on getting him out of the area and back to England before the Germans found him and made him a prisoner of war. He knew now that three of his comrades were already being held as prisoners. So the Underground put a plan into motion. The man that saved Brophy, took him the first leg of the journey, moving by darkness only and sleeping during the daylight hours. A second man took him on the longest journey yet, travelling by night and sleeping during daylight hours. A third man knew his way well so they covered their trip somewhat faster, again travelling by night and sleeping during daylight. Then the smell of salt water told Brophy that they were near the end of their trip. They stayed back from the water as daylight was approaching. They waited well into the next night before they left their hiding place, entering near waters-edge. It seemed forever until they could make out a boat. Soon, Brophy was leaving France behind. A second, much larger boat took Brophy to England. He was guided back in daylight by an Englishman to a drop off point, close to Brophy's home base in England. Back at home base, there was a pub nearby and at this pub, one of the tables was considered by Pat and his buddies to be 'theirs.' He just had to go back and see if it was the same. As he approached the table, sitting alone was his pilot, sipping a beer. The pilot looked up and thought he saw a ghost and asked Brophy to, 'Go away, don't bother me'. After all, Brophy was still listed as missing. He knew that Mynarski had stayed to help Brophy but there Pat stood, bald, his black curly hair gone. In a short while Pat was able to settle the pilot down. He ordered a round, sat down and started telling him the story about how close he came to losing his life but had been lucky enough to return in one piece. Brophy was sent to Scotland with the RCAF for nearly two months of Rest and Relaxation. Soon after he returned to duty. He was sent back to Canada, where he managed to get a leave to see his loved ones. Soon after, he was back flying and preparing to enter the Japanese theatre of war. However, luckily the war ended before he had to enter a war zone again.


The signature of Warrant Officer James Kelly

Warrant Officer James Kelly
*Signature Value : £50

Radio Operator Jim Kelly served RAF 419 Moose Squadron. James Kelly was the wireless operator on the fateful Mynarksi Lancaster bomber. They were flying a mission over Cambrai on the night of June 12th and 13th when the aircraft was hit. Four of the crew members: Brophy, navigator Robert Bodie, radio operator James Kelly and pilot de Breyne were hidden by the French and, except for Brophy, returned to England shortly after the crash.


The signature of Warrant Officer Norman Jackson VC (deceased)

Warrant Officer Norman Jackson VC (deceased)
*Signature Value : £80

Norman Jackson joined 106 Squadron as a flight engineer, and his 30th operational raid earned him the Victoria Cross. While climbing out of the target area over Schweinfurt, his Lancaster was hit by an enemy night-fighter and the inner starboard engine set on fire. Although injured by shrapnel he jettisoned the pilots escape hatch and climbed out on to the wing clutching a fire extinguisher, his parachute spilling out as he went. He succeeded in putting out the fire just as the night-fighter made a second attack, this time forcing the crew to bale out. Norman was swept away with his parachute starting to burn but somehow survived the fall to spend 10 months as a POW in a German hospital. Sadly, Norman Jackson died on 26th March 1994.

The story as it appeared in the London Gazette :

In recognition of most conspicuous bravery. This airman was the flight engineer in a Lancaster bomber detailed to attack Schweinfurt on the night of 26th April 1944. Bombs were dropped successfully and the aircraft was climbing out of the target area. Suddenly it was attacked by a fighter at about 20,000 feet. The captain took evading action at once but the enemy secured many hits. A fire started near a petrol tank on the upper surface of the starboard wing, between the fuselage and the inner engine. Sergeant Jackson was thrown to the floor during the engagement. Wounds which he received from shell splinters in the right leg and shoulder were probably sustained at that time. Recovering himself, he remarked that he could deal with the fire on the wing and obtained his captains permission to try to put out the flames.

Pushing a hand fire-extinguisher into the top of his life-saving jacket and slipping on his parachute pack, Sergeant Jackson jettisoned the escape hatch above the pilots head. He then started to climb out of the cockpit and back along the top of the fuselage to the starboard wing. Before he could leave the fuselage his parachute pack opened and the whole canopy and rigging lines spilled into the cockpit. Undeterred, Sergeant Jackson continued. The pilot, bomb aimer and navigator gathered the parachute together and held on to the rigging lines, paying them out as the airman crawled aft. Eventually he slipped and, falling from the fuselage to the starboard wing, grasped an air intake on the leading edge of the wing. He succeeded in clinging on but lost the extinguisher, which was blown away.

By this time, the fire had spread rapidly and Sergeant Jackson was involved. His face, hands and clothing were severly burnt. Unable to retain his hold, he was swept through the flames and over the trailing edge of the wing, dragging his parachute behind. When last seen it was only partly inflated and was burning in a number of places.

Realising that the fire could not be controlled, the captain gave the order to abandon aircraft. Four of the remaining members of the crew landed safely. The captain and rear gunner have not been accounted for. Sergeant Jackson was unable to control his descent and landed heavily. He sustained a broken ankle, his right eye was closed through burns and his hands were useless. These injuries, together with the wounds received earlier, reduced him to a pitiable state. At daybreak he crawled to the nearest village, where he was taken prisoner. He bore the intense pain and discomfort of the journey to Dulag Luft with magnificent fortitude. After 10 months in hospital he made a good recovery, though his hands required further treatment and are only of limited use.

This airmans attempt to extinguish the fire and save the aircraft and crew from falling into enemy hands was an act of outstanding gallantry. To venture outside, when travelling at 200 miles an hour, at a great height and in intense cold, was an almost incredible feat. Had he succeeded in subduing the flames, there was little or no prospect of his regaining the cockpit. The spilling of his parachute and the risk of grave damage to its canopy reduced his chances of survival to a minimum. By his ready willingness to face these dangers he set an example of self-sacrifice which will ever be remembered.



The signature of Wing Commander Roderick Learoyd VC (deceased)

Wing Commander Roderick Learoyd VC (deceased)
*Signature Value : £80

On the day that war was declared Rod Learoyd was on patrol flying Hampdens with 49 Sqn. Continually involved with low level bombing, on the night of 12th August 1940, he and four other aircraft attempted to breach the heavily defended Dortmund - Ems canal. Of the four other aircraft on the mission, two were destroyed and the other two were badly hit. Learoyd took his plane into the heavily defended target at only 150 feet, in full view of the searchlights, and with flak barrage all around. He managed to get his very badly damaged aircraft back to England, where he circled until daybreak when he finally landed the aircraft without inflicting more damage to it, or injuring any of his crew. For his supreme courage that night he was awarded the Victoria Cross. He later joined 44 Sqn with the first Lancasters, and then commanded 83 Sqn. He died 24th January 1996.



Citation for the Victoria Cross, gazetted 20th August 1940.

This officer, as first pilot of a Hampden aircraft, has repeatedly shown the highest conception of his duty and complete indifference to personal danger in making attacks at the lowest altitudes regardless of opposition. On the night of I2th August, 1940, he was detailed to attack a special objective on the Dortmund-Ems Canal. He had attacked this objective on a previous occasion and was well aware of the risks entailed. To achieve success it was necessary to approach from a direction well known to the enemy, through a lane of especially disposed anti-aircraft defences, and in the face of the most intense point blank fire from guns of all calibres. The reception of the preceding aircraft might well have deterred the stoutest heart, all being hit and two lost. Flight Lieutenant Learoyd nevertheless made his attack at 150 feet, his aircraft being repeatedly hit and large pieces of the main planes torn away. He was almost blinded by the glare of many searchlights at close range but pressed home this attack with the greatest resolution and skill. He subsequently brought his wrecked aircraft home and, as the landing flaps were inoperative and the undercarriage indicators out of action, waited for dawn in the vicinity of his aerodrome before landing, which he accomplished without causing injury to his crew or further damage to the aircraft. The high courage, skill and determination, which this officer has invariably displayed on many occasions in the face of the enemy, sets an example which is unsurpassed.
London Gazette, 1940.

The Aircraft :
NameInfo
LancasterThe Avro Lancaster arose from the avro Manchester and the first prototype Lancaster was a converted Manchester with four engines. The Lancaster was first flown in January 1941, and started operations in March 1942. By March 1945 The Royal Air Force had 56 squadrons of Lancasters with the first squadron equipped being No.44 Squadron. During World War Two the Avro Lancaster flew 156,000 sorties and dropped 618,378 tonnes of bombs between 1942 and 1945. Lancaster Bomberss took part in the devastating round-the-clock raids on Hamburg during Air Marshall Harris' "Operation Gomorrah" in July 1943. Just 35 Lancasters completed more than 100 successful operations each, and 3,249 were lost in action. The most successful survivor completed 139 operations, and the Lancaster was scrapped after the war in 1947. A few Lancasters were converted into tankers and the two tanker aircraft were joined by another converted Lancaster and were used in the Berlin Airlift, achieving 757 tanker sorties. A famous Lancaster bombing raid was the 1943 mission, codenamed Operation Chastise, to destroy the dams of the Ruhr Valley. The operation was carried out by 617 Squadron in modified Mk IIIs carrying special drum shaped bouncing bombs designed by Barnes Wallis. Also famous was a series of Lancaster attacks using Tallboy bombs against the German battleship Tirpitz, which first disabled and later sank the ship. The Lancaster bomber was the basis of the new Avro Lincoln bomber, initially known as the Lancaster IV and Lancaster V. (Becoming Lincoln B1 and B2 respectively.) Their Lancastrian airliner was also based on the Lancaster but was not very successful. Other developments were the Avro York and the successful Shackleton which continued in airborne early warning service up to 1992.

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