The Great War pair awarded to Lieutenant Arthur Cyril Ball, Royal Air Force, younger brother of Captain Albert Ball, V.C., D.S.O**, M.C., who was killed in May 1917; Arthur Ball was himself forced down on 5 February 1918 and made Prisoner of War British War and Victory Medals (Lieut. A. C. Ball R.A.F.); together with 9-carat gold and enamelled past-Lord Mayor’s Badge for the City of Nottingham, hallmarked Birmingham 1936, 53.78g gross weight, the reverse engraved ‘Presented by the City Council to Alderman Sir Albert Ball, Kt., J.P., Lord Mayor of Nottingham, in recognition of his services as Lord Mayor 1935-36. Mayor 1920 (part). Mayor 1909-1910.’, nearly extremely fine (3) £800-£1,200 --- Arthur Cyril Ball, or Cyril as he was called to differentiate between him and his famous elder brother Albert Ball, V.C., was born in Nottingham on 10 January 1898, son of Albert Ball, a master plumber who, by the turn of the century, changed his profession to become an estate agent in Nottingham, and who also entered local politics, serving four terms as Mayor of Nottingham and being honoured with a knighthood in 1924. Cyril followed in his elder brother’s footsteps as soon as he was of age, joining the 3/8th Battalion Sherwood Foresters, before transferring to the Royal Flying Corps to train as a pilot. In December 1917, some six months after Albert Ball, V.C., D.S.O., M.C., had been killed on the Western Front, Cyril was posted to France for active service, and joined his brother’s old unit, 60 Squadron, based then at St Marie Cappel, flying SE5As, where he was allotted to ‘A’ Flight.. His Flight Commander, Captain R. L. Chidlaw-Roberts, M.C., said of Cyril, ‘He thought he could carry on like his brother. He was wrong, though full of guts.’ Undoubtedly Cyril Ball felt that as Albert’s brother he had a reputation to live up to, indeed, throughout his life he inevitably suffered ‘comparisons’ with his elder, famous brother, and at times part-resented the continuous comparison. His fighting career with 60 Squadron lasted only a few weeks. On February 5th, 1918, he flew SE5A B533 as part of a fighting patrol deep into German-held territory, and his engine was hit by a stray sliver of a shell from some desultory anti-aircraft fire. With a dead engine, Cyril turned for home, but at that moment the patrol was jumped by Albatros DV scouts from Jagdstaffel 26, and Cyril was singled out for attack by the veteran Leutnant Otto Esswein. With no alternative open to him, Cyril was forced to land and become a captive of some local German troops. That day he was entertained briefly by the pilots of Jagdstaffel 26, and was then whisked away to a prisoner of war camp for the remaining months of the war. In December 1918, he was repatriated to England, and returned to his home in Nottingham, where he married his fiancée, Marie Prince, and commenced in business with his brother’s old firm, the Universal Engineering Company in Castle Boulevard. He maintained his interest in aviation to the extent of flying with the local flying club, the Nottingham Aero Club at Hucknall aerodrome. In 1939, he started the Nottingham unit of the Air Defence Cadet Corps, and when this was turned into the Air Training Corps, became the first Wing Commander R.A.F.V.R. (T) of the Nottingham Wing, a post he held until the end of the war. He remained connected with the A.T.C. until his death. Unlike his father, Cyril had little real ambition in the field of politics, and it was not until November 1947 that he became a city councillor for the Meadows Ward of Nottingham, and was re-elected for the years 1951-54. Only four years later Cyril Ball died on 2 July 1958, in the Nottingham General Hospital after a brief illness. Throughout his life Albert Ball’s father seldom overlooked any opportunity to perpetuate the memory of his eldest son. As Cyril Ball once remarked, ‘Albert, my brother, hated any kind of show at all. My father loved it; he liked being the father of England’s first real ace.’ These medals, together with those of his brother Captain Albert Ball, V.C., D.S.O., M.C., and his nephew Flight Lieutenant G. A. S. Anderson, were exhibited together at the Nottingham Numismatic Congress of 1960.
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Pair: Chief Engine Room Artificer F. A. B. Haynes, Royal Navy, who during the Second World War served with the destroyer H.M.S. Wrestler and was awarded a Distinguished Service Medal for his involvement in the Malta Convoy Operation Harpoon British War Medal 1914-20 (M.26933 F. A. B. Haynes. B. Art. R.N.); Royal Navy L.S. & G.C., G.V.R., 3rd issue, coinage head (M.26933 F.A.B. Haynes. E.R.A. 2. H.M.S. Garry.) light contact marks, very fine (2) £100-£140 --- D.S.M. London Gazette 22 September 1942: ‘For bravery and resolution ... while escorting an important Convoy to Malta’ Frederick Arthur Boulton Haynes was born at Usk, Monmouth in June 1901. He enlisted into the Royal Navy in July 1917 and was posted to the mechanics' training establishment H.M.S. Indus as a Boy Artificer Second Class, remaining there until August 1920, and was awarded his Long Service and Good Conduct Medal in July 1934 while serving with the naval trawler H.M.T. Garry. Haynes served on the crew of the destroyer H.M.S. Wrestler throughout the Second World War, having attained the rate of Chief Engine Room Artificer. In July 1940, Wrestler was present at the attack on Mers-el-Kébir, where she rescued crews from the French battleship Strasbourg, which had been sunk by the Royal Navy. On 18 October 1940 she assisted in sinking the Italian submarine Durbo, east of Gibraltar. From July 1941 to April 1942 Wrestler was stationed at Freetown and was then transferred to the Malta Convoys as part of Force H and ‘Operation Harpoon’, for which he was awarded the Distinguished Service Medal. The ship later served as one of the naval escorts for ‘Operation Torch’. On 2 May 1942 she assisted in the sinking of the German submarine U-74 and then on 15 November 1942 single-handedly sunk the U-98. In 1943 Wrestler took part in ‘Operation Husky’ off Sicily until July that year, when she returned to Atlantic and Arctic convoy duties. On 6 June 1944, whilst participating in ‘Operation Neptune’, she was mined off Juno Beach, declared a total loss and later sold off as scrap.
A Second War campaign group of four awarded to Flight Lieutenant L. Liversidge, Royal Air Force, a Spitfire pilot who from 1943 completed 117 operational sorties with No. 185 Squadron, both in the skies over Malta and in a ground attack role during the Italian Campaign, before going on to pursue a lengthy post-war flying career 1939-45 Star; Italy Star; Defence and War Medals 1939-45, mounted as worn, together with the recipient’s related miniature awards, R.A.F. officer’s cloth cap badge, pilot’s wings and riband bar, slight contact marks otherwise good very fine (4) £800-£1,000 --- Law Liversidge, who was born in Huddersfield, West Yorkshire in 1922, joined the Royal Air Force in April 1940. Selected for pilot training in the summer of 1941, Leading Aircraftman Liversidge was embarked for Canada where he attended courses on Tiger Moths and Oxfords until returning to England in the spring of 1942. Subsequently posted to No. 4 G.T.S. at Kidlington for single-seat fighter training, he then converted to Spitfires at No. 61 Operational Training Unit (R.A.F. Rednal), March to May 1943, and went operational in July with a posting to No. 185 Squadron, a Spitfire unit based on Malta, from where he flew the Mark Vc and Mark IX on a number of convoy and island combat air patrols in December 43 and January 1944. Part of his squadron having moved to Grottaglie in the Taranto area of Italy in February 1944, Liversidge flew a memorable shipping recce on 15 March from Brindisi to the Bay of Kotor off Montenegro, noting in his log book, ‘One troop transport and one staff car destroyed, one bus damaged.’; a two hour rhubarb was logged later the same day. From April to July, he flew numerous less eventful scrambles and patrols but in August, with 185 squadron re-uniting at Perugia as a fighter-bomber unit in support of the Allied advance, his log book springs into life with regular bombing raids and enemy contacts, notably: ‘20 August - Bombed railway yard and bridge. All bombs on target. Much Flak. 23 August - Two 109s approached but beat it when Bal and I turned in to meet them. Geoff Cross killed today. 26 August - No transport about so bombed railway line N.W. of Remini.’ September continues in a similar vein with bridges and gun positions being bombed amid flak, cars and motor transports being destroyed and comrades-in-arms occasionally perishing. Liversidge recorded no flights in October - he was commissioned Pilot Officer in the Royal Air Force Volunteer Reserve on 14 October 1944 - but he was back in action the following month, bombing Nebelwerfers on 3 November and two days later he flew a close support sortie described as, ‘fireworks for the hun - bombed and strafed Forli airfield.’ More bombing of Nebelwerfers and strafing of enemy occupied villages followed later in the month. The New Year saw the Squadron move to Pontedera, near Pisa, from where Liversidge undertook eight sorties against German ground targets in January, including on the 15th ‘two direct hits on gun pits - one farm house clobbered’ and although warming to his work with a strafing and bombing run on Castiglione on 17 January, he experienced some uncomfortable moments later in the month, noting on the 28th, ‘engine very rough after bombing - much twitch’ and on the 29th ‘upward roll accidentally after strafing. Much flak.’ In February Liversidge records further sorties or ‘Rover Joes’ among which, one is described as, ‘Direct hit on H.Q. - P.O.W. later stated: 1 General and at least 30 other troops killed.’ He also notes the loss of two squadron pilots (baled out to become P.O.W.s) and a third baled out but returned. March and April see more of the same frenetic activity, in which he destroys many ground targets, takes an occasional hit from flak and loses fellow pilots - ‘Chutney flew into house’, ‘Rosie burst into flame’. His final combat patrol on 2 May is a recce in the Bolzano Area - he notes in his log book, ‘Saw many M.T. but were not allowed to attack. Did not know that war in Italy was already over.’ Flying Officer Liversidge remained in Italy for the rest of the war, transferring to 87 Squadron (Spitfires) in August 1945 and logging his last squadron flight on 15 January 1946. He completed over 470 hours on Spitfires and 117 operational sorties during the war. Remaining on the active list, he resumed his flying career in 1949, taking a course at the Flying Refresher School, R.A.F. Finningly before embarking on a career as a Flying Instructor at an assortment of Flying Training Schools, in which capacity he remained employed, teaching on Harvards, Meteors and Vampires, for the next 6 years. He was posted in September 1955 to 614 Squadron (Vampires and Meteors), transferred in 1959 to R.A.F. Guttersloh, Germany (Hunter VII) and then having returned to England in January 1962, he joined the Flying Training Command Communications Squadron based at R.A.F. White Waltham, flying the Anson. Finally relinquishing his commission in 1968, he embarked on a career in civil aviation with British Airways and flew Vanguards and BAC 111s on European and domestic routes, on one occasion being congratulated for a successful approach at Tegel on 30 October 1975, when his Super 1-11 aircraft was successfully landed in Category Two weather conditions, with visual contact established at 100ft on the radio altimeter in a visibility of 800 metres. He retired in 1978. Sold with the recipient’s original R.A.F. Flying Log Books (3), covering the periods August 1941 to August 1962; September 1962 to January 1967 (and July 1975 to August 1978); and April 1967 to July 1975, a complete record of a lengthy and diverse flying career, the war years assiduously annotated; a good quantity of photographs - subjects spanning the recipient’s career - including seven images of the recipient and 185 Squadron in Malta during the winter of 1943/1944; two commission documents - Pilot Officer (20 October 1944) and Flight Lieutenant (21 April 1953); scroll commemorating a successful landing in adverse weather at Tegel in 1975; other career related documentation and ephemera; a framed caricature drawing of the recipient by Pat Rooney, dated 1959, 270mm x 390mm; a wooden shield bearing the Central Flying School coat of arms, 175mm x 260mm; October 1941 copy of Fighter Pilot by Paul Richey, inscribed inside the front cover by Sergeant Liversidge.
Royal Navy L.S. & G.C., E.VII.R. (2) (Robert Felton, P.O.1 Cl., H.M.S. Aeolus.; 268109 George Jones, C.E.R.A. 2 Cl., H.M.S. Cambrian.) very fine or better (2) £80-£120 --- Robert Felton was born in Queenstown, County Cork on Christmas Day 1871. He enlisted into the Royal Navy on April 1887 as a Boy Second Class and first served with H.M.S. Impregnable. He was transferred to H.M.S. Lion in May 1887 and remained with her until December 1888. His further service included postings to H.M.S. Icarus, Swiftsure, Acorn, Duke of Wellington, Thunderer, Briton and Royal Sovereign. He joined H.M.S. Aeolus in March 1905 and it was whilst serving with this ship that he was awarded his Long Service and Good Conduct Medal, having attained the rate of Petty Officer First Class. Felton was invalided out of the Royal Navy in June 1907 whilst serving with H.M.S. Goliath. George Jones was born in Birkenhead, Cheshire, on 2 December 1872. He enlisted into the Royal Navy in February 1896 and first served with H.M.S. Vivid II as an Acting Engine Room Artificer. He transferred to H.M.S. Marathon in April 1896, remaining with her until June 1897. Following this, Jones saw further service with several other ships including H.M.S. Phoebe, Ringarooma, Britannia, Espiegle and Europa. In September 1907, Jones was posted to H.M.S. Cambrian and it was whilst serving with this ship that he was awarded his Long Service and Good Conduct Medal, having attained the rank of Chief Engine Room Artificer. His later postings included H.M.S. Terrible, Highflyer, Hannibal and Kent. On the outbreak of the Great War he was serving with H.M.S. Defiance, transferring to the battlecruiser H.M.S. Tiger in October 1914. He was on the ship’s crew during its involvement in both the Battle of Dogger Bank in January 1915 and the Battle of Jutland, 31 May 1916. In March 1917, Jones transferred to H.M.S. Vivid II and on 22 October 1917 he died in the Royal Naval Hospital, Plymouth. He is buried in Birkenhead (Flaybrick Hill) Cemetery, Cheshire.
Royal Navy L.S. & G.C., E.VII.R. (2) (268624 W. H. Matthews, E.R.A. 1 Cl, H.M.S. Defence.; 268486 Walter Stark, C.E.R.A. 2 Cl, H.M.S. Excellent) minor edge bruising, nearly very fine or better (2) £80-£120 --- William Henry Matthews was born in Penzance, Cornwall on 5 March 1872. He enlisted into the Royal Navy in November 1895 and first served with H.M.S. Vivid, transferring to H.M.S. Defiance in January 1896. He then went onto serve with numerous other ships and shore establishments including H.M.S. Philomel, Katoomba, Blake, Cambrian, Edgar and Europa. Matthews was posted to H.M.S. Defence in February 1909 and it was whilst serving with this ship that he was awarded his Long Service and Good Conduct Medal, having reached the rate of Engine Room Artificer First Class. On the outbreak of the Great War, he was on the crew of H.M.S. Blake, later serving with H.M.S. Dreel Castle from June 1918. Matthews was demobilised in April 1919. Walter Stark was born on 6 November 1873 in Hull, Yorkshire. He enlisted into the Royal Navy in June 1895 and first served with H.M.S. Victory. He transferred to H.M.S. Camperdown in October 1897, later moving to H.M.S. Duke of Wellington, then Bellona. Following service with H.M.S. Royal Arthur, Wallaroo, Crescent and King Alfred, Stark was then transferred to H.M.S. Excellent in September 1910. It was whilst serving with this shore establishment that he was awarded his Long Service and Good Conduct Medal, having reached the rate of Chief Engine Room Artificer Second Class. During the Great War, Stark served with H.M.S. Woolwich and Magpie. He was demobilised in June 1919.
Royal Navy L.S. & G.C., E.VII.R. (2) (268308 Alfred Mc.Dowell. C.E.R.A. 2 Cl, H.M.S. Swiftsure.; 156904 R. L. G. Staddon, C.E.R.A. 2 Cl., H.M.S. Niobe.) generally very fine and better (2) £120-£160 --- Alfred McDowell was born in Canning Town, London on 14 July 1870. He enlisted into the Royal Navy in October 1894 and first served with H.M.S. Victory. He transferred to H.M.S. Malabar in February 1896 followed by H.M.S. Vernon and Monarch. He was part of the crew on the later during its involvement in the Second Boer War, for which McDowell was awarded a Queen’s South Africa Medal. Following his return, McDowell went onto serve with H.M.S. Duke of Wellington, Terrible and Dominion. In October 1908 he was posted to H.M.S. Swiftsure and it was whilst serving with this ship that he was awarded a Long Service and Good Conduct Medal, having reached the rate of Chief Engine Room Artificer Second Class. On the outbreak of the Great War, McDowell was serving with H.M.S. Southampton and was posted to the light cruiser H.M.S. Castor in January 1915. McDowell was with this ship during the Battle of Jutland, where Castor served as ‘Flotilla Cruiser’ with 11th Destroyer Flotilla, and he was personally commended for his good serve during the battle (London Gazette 15 September 1915). McDowell continued to serve with Castor until the end of the war and was still part of the crew during her involvement in the Russian Intervention of 1918-19. He was demobilised in February 1919. Roger Llewelyn Glanville Staddon was born in Turnchapel, Plymouth, Devon on 7 February 1868. He enlisted into the Royal Navy in March 1892 and was first posted to H.M.S. Vivid II. He then went onto serve with numerous other ships and shore establishments including H.M.S. Collingwood, Edgar, Magdala, Triumph and Challenger. In October 1907 Staddon joined H.M.S. Niobe and it was whilst serving with this ship that he was awarded a Long Service and Good Conduct Medal, having attained the rate of Chief Engine Room Artificer Second Class. After further service with H.M.S. Europa, Gibraltar and Warrior, he was invalided out of the service in June 1909, being considered no longer fit for duty. During the Great War Staddon served with the Mercantile Marine for which he was awarded the British War and Mercantile Marine War Medals.
Royal Navy L.S. & G.C., G.V.R., 2nd issue, fixed suspension (K.20818 W. G. Rendall. L. Sto. H.M.S. Salmon) edge bruising and polished, therefore fine £80-£120 --- William George Rendall was born at Dorchester, Dorset, on 8 October 1895, and joined the Royal Navy as a Stoker 2nd Class on 14 October 1913. He served for much of the Great War aboard the Royal Sovereign but, from 1 March to 24 April 1918, he served aboard Daffodil which had been requisitioned specially for the raid on Zeebrugge when she was to carry two of the three seamen demolition parties. Despite being hit in the engine room by two shells, she was able to maintain her position holding Vindictive against the wall of the Mole. It is noted on Rendall’s record of service that he ‘Participated in ballot for V.C. granted for operations against Zeebrugge & Ostend, 22-23 April 1918’. He received his L.S. & G.C. medal whist serving aboard H.M.S. Salmon during the period November 1926 to October 1928. Sold with copied record of service to end of 1928.
The German Luftwaffe Night Fighter’s Salver and Trophy Cups attributed to Knight’s Cross with Oakleaves recipient Leutnant Rudolf Frank, 3rd Night Fighter Wing, who was one of the outstanding German Night-Fighter Aces of the Second World War, with 45 confirmed victories, including five in one day, prior to being killed in action on 27 April 1944 A German Second World War Luftwaffe Night Fighter’s Salver, measuring 225mm in diameter with three legs, engraved ‘ABSCHUSSAELEILIGUNGEN FUR RUDOLF FRANK 1-27’ followed by ‘4.7.41 – 21.1.44’, with either side of the engraving the RAF and Soviet wing insignia, and below the insignia of 1/N.J.G.3 being Frank’s Night Fighter Squadron; together with five German Second World War Luftwaffe Trophy Cups, all marked Abschuss with the appropriate kill number with the date of the kill thus: ‘Abschuss 1, 4.7.41 Wellington,’ ‘Abschuss 4, 26.1.42 Whitley’, ‘Abschuss 7, 14.9.42 Wellington’, ‘Abschuss 14, 4.7.43 Halifax’, ‘Abschuss 23, 18.11.43 Lancaster’, and housed in a later Luftwaffe Honour Goblet box named to the recipient, good condition (6) £1,200-£1,500 --- Rudolf Frank was born in Karlsruhe-Grünwinkel, in what was then the Republic of Baden in the Weimar Republic, on 19 August 1920, and volunteers for the Luftwaffe following the outbreak of the Second World War. Following night-training, he was posted to NachtJagdGeschwader 3 (NJG III, the 3rd Night Fighter Wing) on 5 February 1941. This unit, based at Stuttgart, was equipped with the C-variant of the Messerschmitt Bf 110 heavy fighter, and Frank was paired with Hans-Georg Schierholz as his permanent radio operator. Frank and Schierholz flew their first operational combat mission on 9 May 1941, without success. Their first victory came on the night of 2-4 July 1941, when they intercepted an R.A.F. Wellington bomber 6 miles north of Oldenburg, and shot it down at 00:54. For this achievement, they were both awarded the Iron Cross Second Class. By 13 August 1941 Frank had flown over 20 night-fighter missions, and was awarded the Front Flying Cross of the Luftwaffe for Night Fighters in Bronze, and was promoted to Unteroffizier (Sergeant). He was awarded the Iron Cross First Class on 15 April 1942 and, two months later, the Front Flying Cross of the Luftwaffe for Night Fighters in Silver on 18 June of that year. On 30 June 1942, whilst attacking a Wellington bomber on his 64th mission, his aircraft was hit by defensive fire, and he and Schierholz were forced to bail out. On 28 July 1942 Frank’s group relocated to Rheine in Westphalia, and were re-equipped with the night-fighter variant of the Dornier Do 217. On 14 September 1942 he claimed a Wellington shot down in the vicinity of Osnabrück, but suffering engine problems was forced to make a forced landing himself. He ended 1942 with 7 confirmed victories to his name. Reverting to the Messerschmitt Bf 110, he claimed his first victory in 1943 on 3 March, when he shot down a Short Stirling out of Delmenhorst. After five more victories in the first half of the year, he claimed his 14th victory when he shot down a Halifax bomber north of Antwerp on 4 July 1943, and for his services was awarded the Luftwaffe Honour Goblet on 9 August 1943. Converting to the Junkers Ju 88, he claimed a further three victories in August 1943, and having completed his 100th mission was awarded the Front Flying Cross of the Luftwaffe for Night Fighters in Gold on 18 August 1943. He claimed his 20th victory on 24 September 1943, and having added two more victories in quick succession was awarded the German Cross in Gold on 17 October 1943. He was shot down again over Berlin by an R.A.F. intruder night-fighter on Christmas Eve 1943, but managed to bail out unharmed, and finished the year with 26 confirmed victories. Frank claimed his first victory of 1944, his 27th in total, on 21 January 1944, when he shot down a Lancaster bomber near Magdeburg, and was promoted to Feldwebel (Staff Sergeant) Reverting once more to the Messerschmitt Bf 110 , the following month he achieved ‘Ace-in-a-Day’ status when, between 1:53 and 5:04 a.m., he shot down five Lancaster bombers on their way to attack Leipzig. He claimed another three victories on the night of 25 March, and then on 30-31 March took part in the Luftwaffe’s most successful night of the entire War, when the night-fighter force was credited with the destruction of 132 enemy aircraft, Frank’s personal contribution being a further three: two Lancasters and a Halifax. For his achievements he was promoted Oberfeldwebel (Senior Staff Sergeant), and was awarded the Knight’s Cross of the Iron Cross on 6 April 1944. His 44th victory came on 23 April 1944, when he shot down a Stirling on a minelaying operation over Lolland. On the night of 26-27 April 1944, Frank and Schierholz, together with air mechanic Feldwebel Heinz Schneider, took off in the Messerschmitt Bf 110 from Vechta. Their mission, Frank’s 183rd of the War, was to intercept incoming bombers heading for the Ruhr. Shortly before 2:00 a.m, they spotted and attacked a Lancaster bomber over Eindhoven. The Lancaster, severely hit by cannon fire, exploded, and became Frank’s 45th victory. Debris from the Lancaster tore off the Messerschmitt’s right wing, and Frank lost control of the aircraft. He gave the order to bail out. Schierholz and Schneider parachuted to safety, but Frank failed to get out in time. He was killed when the aircraft crashed at Heeze, 6 miles southeast of Eindhoven. Frank was posthumously promoted Leutnant, backdated to 1 April 1944, and is buried in the German War Cemetery at Venray, with his crew attending his funeral. He was very popular in N.J.G. III, coming from a modest background, being known for taking his small terrier on flight with him, and married one of the female base staff. He was also known for visiting the surviving crews of aircraft which he had shot down over Holland. For his outstanding services during the Second World War, when he claimed 45 victories, all over the Western Front in the nocturnal defence of the Reich, he was posthumously awarded the Knight’s Cross of the Iron Cross with Oakleaves. Note: The Luftwaffe Trophy Cups were normally given to Luftwaffe pilots as individual unofficial trophies on the shooting down of enemy aircraft.
A post-war M.B.E. group of five awarded to Mr R. E. Manly, Air Traffic Control Officer at London Airport, formerly a Sergeant in the Royal Air Force who flew Spitfires with No. 129 (Mysore) Squadron The Most Excellent Order of the British Empire, M.B.E. (Civil) Member’s 2nd type breast badge, in its Royal Mint case of issue with instructions for wearing; 1939-45 Star; Air Crew Europe Star; Defence and War Medals 1939-45, these all unnamed with their named card box of issue addressed to Manly at London Airport, together with the ‘Gundabherunda’ silver medal presented to the pilots of 129 Squadron by the Maharaja of Mysore in 1942, named on the reverse ‘Sgt. R. E. Manly’ and hallmarked Birmingham 1941, in its presentation case, nearly extremely fine (6) £400-£500 --- M.B.E. London Gazette 31 May 1956: ‘Richard Edward Manly, Air Traffic Control Officer II, London Airport.’ The Operations Record Book for No. 129 (Mysore) Squadron for the period January to April, 1942, based at Westhampnett, has the following mentions of Sergeant Manly: Jan. 7 - Sgt. Manly reported for flying duties. Feb. 14 - 2 Spitfires Mark VB, Sgt. Tucker, Sgt. Manly. Scramble to investigate X raid over the Isle of Wight but plot faded and they were recalled. Mar. 12 - 4 Spitfires Mark VB, including Sgt. Manly take off for patrol over damaged Destroyer with escort making for Portsmouth. Mar. 22 - Captain Binstead, the Trade Commissioner for Mysore, Mr Goodchild of the India Office, and Sir Frank Brown of the East India Company visited the squadron, and after lunch with the Station Commander at Chopwyke House proceeded to the Dispersal where after speeches by Capt. Binstead and Sir Frank Brown, the latter presented Mysore Medallions to new pilots and to the 10 Senior N.C.O’s. Mar. 25 - 6 Sections, each of 2 Spitfires Mark VB, including Sgt. Manly, ordered to patrol over Newhaven area to intercept possible enemy Rhubarb but nothing seen to report. Apl. 10 - ... in the evening the Squadron took part in a Rodeo in the Hardelot-Desires area. They provided high cover on the instructions of the Wing Leader, while many dog-fights took place below them, in the course of which the Wing Leader (Wing Commander Robinson) and the C.O. of 340 Squadron were lost. Sgt. Manly of “B” Flight had to return on the way out owing to engine failure and crash landed between Brighton and Lewes, his aircraft being Cat. E. and he himself being severely shaken and bruised. He was post N/E. sick to Tangmere and admitted to Sick Quarters. Sold with relevant copied O.R.B. extracts.
A particularly fine Second War D.F.C and Second Award Bar, A.F.C. group of six awarded to Wing Commander W. J. “Marmaduke” Alington, Royal Air Force Reserve of Officers, late Mercantile Marine and Royal Naval Reserve, who, having shot down two Dornier 217s flying Beaufighters at night in 1942, converted to Mosquitos, destroying or damaging seven locomotives in May 1943. Rated an ‘exceptional’ pilot, the following month he led the four most experienced Mosquito crews of 264 Squadron in executing the highly successful ‘Instep 184’ low-level night raid on the German sea plane base at Biscarosse Lake, an action that is vividly described in a secret Official Intelligence Report, the recipient’s original copy of which is included in the lot Distinguished Flying Cross, G.VI.R., with Second Award Bar, the reverse of the Cross officially dated ‘1943’ and the reverse of the Bar ‘1943’; Air Force Cross, G.VI.R., reverse officially dated ‘1941’; 1939-45 Star; Air Crew Europe Star, 1 clasp, Atlantic; Defence and War Medals 1939-45, mounted as worn, good very fine (6) £5,000-£7,000 --- D.F.C. London Gazette 2 February 1943: ‘This officer has completed a large number of sorties and has destroyed 2 enemy aircraft at night. He is an extremely able flight commander, whose efforts to achieve success in night fighting have been most praiseworthy.’ D.F.C. Second Award Bar London Gazette 23 July 1943: ‘This officer has displayed exceptional keenness and determination to inflict loss on the enemy. On 1 sortie, he damaged 7 locomotives. More recently, in June, 1943, he led a formation of light bombers on an operation which resulted in the destruction of 4 enemy aircraft on the ground, while much damage was caused to a hangar. In addition, a minesweeper was attacked and damaged. By his fearless and skilful leadership, Wing Commander Alington played a large part in the success of the sortie.’ A.F.C. London Gazette 30 September 1941. The recommendation (abridged) states: ‘This Officer has completed 2700 hours of instruction flying of which 595 have been flown since December, 1939. His great enthusiasm for the work is reflected in the high standard of his pupils.’ William James Alington was born on 26 March 1906 at Hythe, Kent, the son of Lieutenant-Colonel A. C. M. Alington, East Lancashire Regiment and the grandson of Admiral A. H. Alington. His two brothers also served with distinction: Paymaster Lieut.-Cdr. R. H. Alington, Royal Navy, mentioned in despatches and killed in the Mediterranean on active service in September 1943 and Wing Commander P. H. Alington, D.F.C. for gallantry as captain of a Sunderland aircraft during the evacuation from Greece, 1941. Allington initially embarked on a naval career, serving with the Mercantile Marine from 1921, and was also appointed Midshipman in the Royal Naval Reserve, 1 January 1923, advancing to Sub-Lieutenant on 12 June 1928. His attention then switched to flying, however, and having obtained his Royal Aero Club Aviator’s Certificate at Hampshire Aeroplane Club on 24 June 1932, he joined the Royal Air Force Reserve, Class “F”, as a Sergeant on 15 October 1934 - this despite having rather inauspiciously crashed his Moth on Burbage Edge near Buxton just 4 days earlier. He joined the staff of Aberdeen Airways as a pilot in 1935 and, gaining his wings in the Reserve in April the same year, he was commissioned Pilot Officer on probation in the Royal Air Force Reserve of Officers on 4 April 1936, advancing to Flying Officer, October 1937 and Flight Lieutenant, November 1940. No. 54 O.T.U. Flying Instructor - A.F.C. On 18 May 1941, whilst employed as a Flying Instructor at at No. 54 Operational Training Unit, R.A.F. Church Fenton, Alington survived another plane crash; on this occasion, whilst giving dual instruction at night on instruments in a Miles Master, his pupil inadvertently switched off the engine shortly after take-off and during the attempted forced landing a wing tip of the aircraft clipped a tree. The aircraft was written off and Both Alington and his pupil were removed to York Hospital, seriously but not fatally injured. Alington resumed flying on 10 July and later the same year he was awarded the A.F.C. in respect of his services as a Flying Instructor, both before and since the start of the war. 25 Squadron - Beaufighter nightfighter operations - D.F.C. On 27 July 1941, Alington went operational with a posting to 25 Squadron, a Beaufighter unit flying out of R.A.F. Wittering. He flew four night patrols in August and continued flying regular sweeps and patrols over the course of the the next 15 months, gaining promotion to Squadron Leader on 1 December 1941. On 24 July 1942, his logbook describes an unusual sortie in search of a pilot downed over the sea. After 2.5 hours of searching he was then directed to pursue nearby enemy aircraft but after being misidentified and chased by Spitfires he finally landed at Catford with just 30 gallons of fuel left. On 23 August, he was again shot at by friendly fighters but the same night he destroyed a Dornier 217, the enemy aircraft crashing at Sutton Bridge killing all its crew. He shot down his second Dornier 217 off Sheringham on 15 September but on 11 November 1942, after 85 night sorties, Alington was posted back to No. 54 O.T.U., with which unit he resumed Instructor duties for a few months, this time on Beaufighters. He was awarded the D.F.C. in February 1943 for his night fighter exploits with 25 Squadron. 264 Squadron - Mosquito operations - locomotives destroyed Returning to operational duties, Alington joined 264 Squadron, a Mosquito unit, on 21 March 1943. After a short period familiarising himself with the ‘Wooden Wonder’, he began flying Ranger sorties over enemy territory, one of which, on 11 May, prompted him to observe in his logbook, ’passed two 190s at opps, they went on! Met two more and had a mild dog fight, fired quite a bit of ammo but missed all the time. Collected one bullet hole in port wing. Made cloud cover and returned to base.’ Another Ranger sortie on 22 May was more productive, ‘No aircraft seen. 7 locos attacked. 3 blew up. 4 severely damaged.’ ‘Instep 184’ - Biscarosse Lake raid - Bar to D.F.C. The following month, Wing Commander Alington led a team of his four most experienced mosquito crews on the highly successful ’Instep 184’ raid on the German seaplane base at Biscarosse Lake on the Bay of Biscay, France. Departing from R.A.F. Predannack in Cornwall on 20 June 1943 at 2015 hours, Alington, in company with Flying Officer E. E. Pudsey, Squadron Leader L. T. Bryant-Fenn, Flying Officer J. L. Mason and their respective navigators approached the target at 2217 hours, having between them already destroyed an airborne Blohm und Voss 138 encountered en-route. Identifying the shapes of moored aircraft on the lake, the Mosquitos of 264 Squadron then began to systematically strafe the stricken seaplanes with cannon fire. The secret Final Intelligence Report of the raid (Alington’s original copy with lot) describes the action on the lake from the perspective of each pilot in some detail, with Alington in Red 1 orchestrating proceedings and also very much partaking: ‘Red 1 had headed towards the two aircraft farthest from the Hangars and, as he did so, saw Cannon tracer going down towards these aircraft which were in front of him. He called out to say he was coming in from the East and then saw two large E/a beam on to him. He opened up with cannon fire from approximately 600 yards on the nearer aircraft aiming a little high. Strikes were seen all over it and a fire started. He ...
H.M.S. Zinnia was a Flower-class corvette that was launched in November 1940 and commissioned on 30 March 1941. She protected convoys in the North Atlantic during the Second World War as part of the Battle of the Atlantic. On 23 August 1941, while escorting Convoy OG 71, she was hit by a torpedo from U-564, commanded by Reinhard Suhren, exploded and sank west of Portugal. The Second World War anti-U-boat operations D.S.C. group of eight awarded to Commander C. G. Cuthbertson, Royal Naval Reserve, commanding H.M.S. Zinnia, whose meeting with Nicholas Monsarrat immediately following the disastrous Gibraltar convoy OG. 71 inspired the latter to write his best selling novel, “The Cruel Sea”: Cuthbertson was one of only 15 survivors from his torpedoed ship, and was fortunate to be picked up by a dinghy from H.M.S. Campion after clinging to the trunk of a body to stay afloat - ‘with blood and oil fuel coming out of me both ends’ Distinguished Service Cross, G.VI.R., reverse officially dated ‘1940’ and privately engraved, ‘C. G. Cuthbertson, Lieut. Commr., R.N.R.’; 1939-45 Star; Atlantic Star; Africa Star; Burma Star, clasp, Pacific; War Medal 1939-45, with M.I.D. oak leaf; Royal Naval Reserve Decoration, G.VI.R., reverse officially dated ‘1941’, mounted court-style as worn, together with U.S.S.R. 40th Anniversary 1945-85 Commemorative Medal, very fine and better (8) £6,000-£8,000 --- Provenance: Sotheby’s, July 1995; Ron Penhall Collection, Dix Noonan Webb, September 2006. D.S.C. London Gazette 1 January 1941. M.I.D. London Gazette 25 August 1941 and 1 January 1946. Charles George Cuthbertson was born in Gillingham, Kent in September 1906, the son of an Engineer Captain, R.N. Destined to follow in his father’s footsteps from an early age, he attended the training ship Worcester, lying at Greenhithe on the Thames, and was appointed a Midshipman in the Royal Naval Reserve in the new year of 1923. But as a result of the cutbacks being imposed on the strength of the Royal Navy, he opted instead to join the Merchant Navy, in which he was accepted as a Cadet-Apprentice by the Union Castle Mail Steamship Co. at the end of 1923. A diligent and competent student, he passed the relevant examinations without difficulty and obtained his full Master’s Certificate in 1930 at the unusually early age of 24. Thereafter he served in various capacities aboard a number of Union Castle vessels around the globe, all the while attending his annual naval training with the Royal Naval Reserve. Early Wartime Career and a D.S.C. The outbreak of hostilities in 1939, in which year Cuthbertson had attained advancement to Lieutenant-Commander, R.N.R., found him serving as 2nd Officer of the Union Castle Line’s prestigious Cape Town mail route ship, Carnarvon Castle, shortly thereafter destined to be converted into an Armed Merchant Cruiser. But the Admiralty already had plans for such qualified and experienced officers as Cuthbertson, and for his own part he was immediately attached to the Royal Navy for service as O.C. of an ad hoc flotilla of 70 anti-submarine trawlers, their task to patrol the east coast of Scotland, particularly in the Fleet’s main anchorage at Scapa Flow, in addition to the vital dockyard at Rosyth. But in the course of this appointment, that lasted until October 1940, Cuthbertson also volunteered to participate in a number of daring missions for “Gubbins’ Flotilla” in the Norwegian campaign, the latter comprising an irregular force of small ships and fishing vessels - including some of the renowned Scottish “puffers” - that carried out clandestine operations in and out of Norway’s fjords supplying Gubbins (later of S.O.E. fame) and his men behind-the-lines with vital equipment, personnel and ammunition. Supporting these ‘independent’ troop companies - out of which soon emerged the formidable Royal Marine Commandos - was a hazardous business, and Cuthbertson twice had ships sunk under him by enemy air attack. On 10 October 1940, he was appointed to his first command, H.M.S. Hibiscus, a Flower-class corvette which had been specifically built for convoy escort duties, but, which, nonetheless, lacked speed and armament. Notwithstanding these shortcomings, he commanded her with distinction over the coming months, not least on the night of 19-20 October, just a few days into his appointment, when, as part of Atlantic convoy HX. 79, the Hibiscus made an unsupported and daring attack on a U-boat - that same night 12 of the convoys merchantmen were sunk. Cuthbertson, who was gazetted for the D.S.C. on New Year’s Day 1941, was next appointed to the command of another Flower-class corvette, the Zinnia, which ship he joined that February. It was a busy month, for on the 22nd he also had to attend an investiture at Buckingham Palace to receive his D.S.C. Zinnia, Convoy OG. 71 and the Monsarrat Connection The terrible fate of convoy OG. 71 - vividly described in Nightmare Convoy by Paul Lund and Harry Ludlam - was to prove the inspiration for Nicholas Monsarrat’s famous title The Cruel Sea, for, as a young R.N.V.R. officer, he witnessed the unfolding massacre of the convoy’s merchantmen from the escort H.M.S. Campanula. Moreover, it was his meeting with Cuthbertson after he had been rescued that eventually led to the birth of Monsarrat’s fictitious character, “Commander Ericson”, a role so ably portrayed by Jack Hawkins in the film that followed in the wake of The Cruel Sea’s success in print. In mid-August 1941 Cuthbertson was ordered in the Flower Class corvette Zinnia to join the escort for OG. 71, outward bound for Gibraltar. First spotted by enemy aircraft on the 17th, the convoy came under repeated U-boat attack once clear of Land’s End, and lost several ships, amongst them the cargo liner S.S. Aguila, which was torpedoed on the 19th with heavy loss of life, including an entire detachment of Wrens. In fact the U-boats continued to harass the convoy all through the Bay of Biscay until, in the early hours of the 23rd, Zinnia herself was torpedoed off the coast of Portugal, near Oporto. Lund and Ludlam’s Nightmare Convoy takes up the story: ‘Zinnia, captained by Lieutenant-Commander Charles Cuthbertson, R.N.R., kept close station in her new position, carrying out a broad irregular zig-zag at fourteen knots. Both the captain and his No. 1, Lieutenant Harold Chesterman, R.N.R., were on the bridge. After the grim fate of the Bath with her exploding depth-charges, Lieutenant-Commander Cuthbertson had ordered all Zinnia’s depth-charges to be set to safe, and the corvette was keenly on the alert with extra bridge lookouts ordered to keep watch for torpedo tracks. Lieutenant Chesterman was on the starboard side of the bridge peering through the darkness trying to see the convoy and judge when the Zinnia was about 2,000 yards off to make a turn to the outward leg. The order “Port ten” had just been given and the corvette was turning to port and heeling to starboard when a torpedo from U-564 struck her portside abreast of the main bulkhead between the engine-room, bridge and foc’sle. There was a blinding flash and violent explosion followed by angrily hissing clouds of escaping steam. The captain had just stepped out of the bridge asdic house. In a split second it collapsed behind him and parts of the ship were thrown into the air - Zinnia instantly heeled over on to her starboard side beam ends and in five seconds had capsized through 120 degrees, hurling the captain from the compass platform into the water. So close had he been to the explosion that a mass of flame had s...
Four: Engine Room Artificer 4th Class, Anson Battalion, Royal Naval Division, Royal Naval Volunteer Reserve 1914 Star, with clasp (C3/2078 J. Paterson, A.B. R.N.V.R. Anson Bttn R.N.D.); British War and Victory Medals (M. 20049 J. Patterson. E.R.A.4 R.N.); Royal Naval Volunteer Reserve L.S. & G.C., G.V.R., 2nd issue, fixed suspension (M.20049 J. Paterson. E.R.A.4. R.N.V.R.) mounted as worn, very fine (4) £180-£220 --- John Paterson was born in Glasgow, Scotland on 7 January 1894 and served with the Anson Battalion of the Royal Naval Division during the Antwerp 1914 operations.
Three: Able Seaman E. Wells, H.M.S. Acasta, Royal Navy 1914-15 Star (J.13891, E. Wells, A.B., R.N.); British War and Victory Medals (J.13891 E. Wells. A.B. R.N.) contact marks, nearly very fine (3) £80-£120 --- The destroyer H.M.S. Acasta was launched on 10 September 1912 and was part of the 3rd Battle Cruiser Squadron at the Battle of Jutland, where she was hit and badly holed. Edward Wells was born in Lymington, Hampshire, on 22 November 1895 and joined the Royal Navy as a Boy 2nd Class on 18 September 1911. Advanced Able Seaman on 7 August 1914, he served during the Great War in H.M.S. Acasta from 27 December 1915 to 30 June 1916. At Jutland the destroyer Acasta, under the command of Lieutenant-Commander John Barron, went to the assistance of Loftus Jones, V.C., in the Shark, but was famously rebuffed by the latter’s plea, “Don’t get sunk for us!” - even in the time taken for this brief exchange she was hit badly fore and aft. Worse was to follow when the Lutzow came up on Acasta’s port bow, the light cruiser’s secondary armament unleashing a ‘storm of shell’ at the inferior destroyer, a storm to which was added the combined fire-power of fast approaching enemy battle-cruisers and destroyers: ‘For 20 minutes the Acasta endured a withering fire ... Hit repeatedly, a shell burst in the engine room, killing or wounding the Engineer Officer and four men, and cutting several steam pipes. The engine room became filled with a scalding steam and had to be evacuated. As the steering-gear was shot away, Barron was unable to steer or to stop his engines until 6.30 ... As the Acasta lay stopped she was passed within a few hundred yards by division after division of battleships steaming at full speed into the action. Some passed to port some to starboard ... “We passed a disabled destroyer on our starboard bow, very close to us,” writes an officer in the Marlborough. “She was badly holed forward and aft, and was much down by the bows, but the crew were clustered aft cheering us and the other ships as we passed, and then disappeared astern, rolling heavily in the wash of the Battle Fleet, but with her ensign still flying, apparently not done for yet.” The Galatea and Fearless stood by Acasta for a time; but she eventually managed to get moving at a slow speed, and made off to the westward ... ’ (Endless Story refers).
2011 Moto-Guzzi Breva IE 750, 750cc, Registration No SM11 GXO, V5C present, date of frist registration: 04/06/2011,VIN ZGULLG0008M120170. Engine No. LM19437, with screen and Hepco & Becker panniers. Please note that Cooper and Tanner have not carried out HPI or other checks on any of the lots. Any statement on the lots made by us was based on the information available at the time. Purchasers should satisfy themselves as to exactly what they are purchasing prior to bidding. All lots are sold as seen and sold under auction conditions. Please see our standard auction conditions for more information
A French bronze and ormolu Pendule au Sauvage mantel clock: in the style of Jean-Simon Deverberie, having an eight-day duration timepiece movement with a silk suspension, the round engine-turned gilded dial having a white enamel chapter ring with black Roman numerals and blued steel moon hands, the ormolu case having a bronze figure of a huntress holding a bow and arrow with a quiver of arrows to her back, wearing a gilded skirt and with inset glass eyes, standing beside a water flagon and dead game bird lying on a bale and with a gilded palm tree to the side, the oval base with an applied bronze floral mount to the front, height 25cm.*Notes This style of clock first came to fruition in the late-18th century and was very much influenced by the writings of authors including Jean-Jacques Rousseau and Bernardin de Saint-Pierre and manufacture coincided with the abolition of the slave trade in France with the Convention Decrete in 1793. Various forms of this clock were produced at this time, often using the same figure, but with different themes. One example swaps the palm tree for an anchor and has the figure leaning on a bale, whereas another is known showing the figure pouring a sack of coffee into a barrel which takes the place of the bale with the more elaborate models having further bronze figural mounts with more elaborate settings.* Notes Reference Pierre Kjellberg 'Encyclopedie de la Pendule Francais' Pub. Les Editions l'Amateur Paris 1997, pages 342-359.
Cartier, A fine and rare Knife-Edge 18ct gold open face pocket watch. The two-tone silver engine turned dial with guilloche pattern, central reserve within a chapter ring with Roman numeral hour markers, outer minute track, and Breguet style blued steel hands. Fitted with a lever wind 8 adjustment 19 jewel movement signed European Watch and Clock Co Inc. French gold mark to 18ct yellow gold case. With Cartier box. Circa 1930's Condition Report: Damage to case. Hinge not attached to one side of the case and so is loose in two parts. Some damage to inside and outside of case where hinge has become separated. Staining to inside silk lining. Some scratches to outside of case. Part has evidence of repair.Pocket watch is currently working but has not been tested for time keepingEwbank's do not guarantee the working order or accuracy of any lots sold.
An early 20th century open face fob watch, the gold toned circular dial with black roman numerals and engraved floral decoration, set to a yellow metal case with engine turned decoration, key wind movement, 37mm diameter, together with a Henderson's open face pocket watch, inscribed to reverse 'Presented to A. Lamont by Gear Section Rolls Royce Glasgow 10th May 1941', 47mm diameter (2) Your attention is drawn to our important notice regarding Trevanion Auctioneers & Valuers sale of watches found in our Terms & Conditions, please read this prior to bidding.
An Edwardian silver vesta case by Horace Woodward & Co Ltd, Birmingham 1910, of rounded rectangular form with gilt interior and monogrammed initials to front, 5.3cm x 6.7cm, together with an Art Deco example by Joseph Gloster Ltd, Birmingham 1929, of rectangular form with engine turned decoration and diamond shaped crest to centre, 5.2cm x 3.8cm, and two further early 20th century silver examples, gross weight of group 130.1gms (4)
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