186062 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

A Victorian silver hip flask, Birmingham 1874 by Collins & Cook, with a screw top, the body of oval form with engraved foliate and scroll borders to the engine turned decoration with central vacant cartouche to one side , 15cm height, 5.25ozt

Round form silver table box with hinged lid with engine turned and starburst decoration, 151 grams, Birmingham 1946.

Two engine turned silver and enamel topped dressing table jars and a collection of other silver topped dressing table jars and perfume bottles, various dates and makers, weighable silver 7.3oz 228gm (12)

Engine turned silver cigarette case Birmingham 1956 4.8oz 151gm and a white metal cigarette case, decorated with Nile Scene, 4oz 130gm

Silver sauce boat Chester 1911, modern Eric Clements cream jug London 1963, engine turned cigarette case Birmingham 1935, smaller cigarette case, vesta case, two serviette rings, cast tea spoon and a damaged christening mug, total weight 25oz 775gm together with a silver backed hand mirror, two clothes brushes and a hair brush

William IV engine turned silver snuff box with foliate border and blank cartouche, by Joseph Willmore, Birmingham 1833 3oz 94gm

Engine turned presentation cigarette box, London 1922, two shallow dishes inset with coins, another shallow dish Birmingham 1961, gross weight 6.5oz 203gm

A collection of vintage motor car parts including speedometers, lamps and horns - mainly Lucas parts, also Rolls-Royce - together with engine parts and brass valves.

An early 20th Century Austro-Hungarian silver engine turned snuff box., hallmarked Vienna, maker's mark VMS., approx 82.1 grams, 7.7 x 5cm 

Cricket: A Hampshire County Cricket Club, 'Champion County 1961', a silver cigarette box with engine turned decoration, 15.5cm, together with a hand crafted celebration cotton panel commemorating Hampshire County Cricket Club 1967 with player signatures stitched in. (2)

A collection of three pairs of 9ct gold cufflinks to include a diamond set initial pair, comprising the initials D.F, swivel fittings, size approx 13mm, total gross weight approx 6.2gms along with a pair of three colour knot swivel cufflinks, length approx 17mm, and a pair of engine turned rectangular cufflinks with chain links, combined weight approx 11.2gms Further details: good all stone present and intact, some wear to swivels and metals commensurate with age  

Early 20th Century French brass  'hour only' carriage clock, white round enamelled dial with blue Arabic numerals, engine turn gilt front plate with copper inlaid detail to rims, great condition and working, with key.

A Continental 800 silver engine turned cigarette box, stamped, approx 140.9 grams together with a 925 silver vesta case , a plated snuff box, white metal locket / box and part of rattle, button hooks and shoe horn, weighable 925 silver 1.29 ozt (40 grams) (1 bag - Q) 

Shand Mason & Co. fire engine makers Upper Ground Street, Blackfriars Road, London, a carriage lantern in copper and brass, together with a same maker carriage lamp, plus a fire insurance plaque

A collectors lot to include; A pewter and leather hip flask, a Birmingham hallmarked silver and enamel Football fob, a couple of dress watches, a compass, three plated cigarette cases all with engine turned decoration, a brass vesta case, a novelty R.A.F matchbox holder with calendar to reverse, a cased metal Rolls Razor, a collection of various lighters including Ronson, (one with compartment for cigarettes to below), some English silver and half silver coins, other coins, a pewter tankard, two silver plated mugs and a small lockable wooden box. (1 box)

An early 20th century Waltham A.W.W Co gold plated pocket hunter pocket watch, white enamel dial, numeral markers, subsidiary dial, engine turned case approx 52mm, top wind, (winds and ticking) together with a George III part half hunter pocket watch, white enamel dial with numeral markers, key wind, movement marked Law & Son Dublin No 1812, case approx 53mm, (dial chipped) London1811, together with a National Watch Company example, a/f glass chipped, hairlines to dial, hands missing, key wind and a ladies silver pocket watch with silvered dial key wind, (4)Note: regarding watches/pocket watches please note movements untested, functionality untested, for more information request a condition report with specific questions or please view in personFurther details: all with wear and tear commensurate with age 

Four Modern engine turned silver napkin rings of circular form, all in purple cases, all hallmarked Birmingham, 1976, Broadway & Co. combined weight approx. 56.8 grams (1.8ozt)Further Details: Tarnishing, general wear.

A collection of silver to include; an engraved decorated Birmingham silver cigarette case, a circular engine turned decorated vanity compact , Birmingham hallmarked, along with a small amount of silver spoons to include; a Paul Storr early 19th century fiddle pattern tea spoon, London, 1813, a William Hutton & Sons sifter, and others including Birmingham and London spoons, weight: 115 grams (3.4ozt)Further Details: Some tarnishing, scratching, wear etc.

A collection of silver to include; a small rectangular engine turned decorated 1960s silver cigarette box with wooden innards, a matching condiment set including mustard pot, salt cellar, pepper pot and two spoons (both pots with blue glass liners), a Liberty & Co Birmingham silver spoon with slight hammered effect, a Baker & Son Birmingham silver propelling pen, a sterling silver propelling pencil, a Harrison & Howson Ltd silver small pill box, a modern hallmarked silver pill box, a Charles Horner silver thimble, two Georgian era spoons, a set of six 830s silver twisted stemmed teaspoons by Marius Hammer, sugar tongs with filigree by Marius Hammer, a London silver "Gin" decanter label, with some various silver spoons including commemorative, art nouveau style, weighable 925 silver approx. 307 grams (9.7ozt)Further Details: Some general wear, tarnishing, surface scratching etc.

A collection of silver to include; a Victorian fiddle pattern sauce ladle, hallmarked London, 1860, John Le Gallais, four matching Sheffield silver tea/coffee spoons, hallmarked by Alexander Clark & Co Ltd, a small collection of silver napkin rings including two matching Birmingham silver, three other Birmingham silver, two with engine turned decoration, and a Sheffield silver napkin ring. 11 items in total.Weight: Approx. 229.8 grams (7.3ozt)Further Details: Some tarnishing, general wear.

Asprey & Co Ltd - a silver gilt engine turned propelling pencil, machine engraved, length approx 130mm, Birmingham 1962, Further details: good- wear and tear commensurate with age 

An Elizabeth II silver engine turned snuff box, gilt interior and thumbpiece, hallmarked by W H Manton Ltd, Birmingham, 1962, numbered 4, approx 3.22 ozt (100.4 grams), 8 x 5cmFurther details: marks clear, appears to be in good condition 

A collection of three 9ct gold tooth picks, comprising two of hexagonal form, one tubular form all with engine turned decoration, various lengths, along with a 9ct gold swizzle stick, all hallmarked, combined total gross weight approx 16gms Further details: very good- all in working order, minor wear commensurate with age

An early 20th century 14ct gold hunter pocket watch, comprising a  white enamel dial with Arabic number indices, subsidiary dial at 6, Louis hands, engine turned case approx 47mm, keyless wind, total gross weight approx 74.2gms along with a 9ct gold double Albert link chain, swivel clasps and T bar fittings, each link marked 9c, length approx 39cm, weight approx 21.5gms and a yellow metal compass a/f Note: regarding watches/pocket watches please note movements untested, functionality untested, for more information request a condition report with specific questions or please view in personFurther details: chain good all links present, clasps working, marks to links rubbed, compass a/f damaged, pocket watch case dented, marks and thinning to case, dial good, winds but cannot confirm working, 

A George VI silver cigarette case, engine turned with stripped decoration, central circular cartouche engraved with initials, hallmarked by William Neale & Son., Birmingham, 1939, approx 2.63 ozt (81.8 grams), 9cm longFurther details: marks clear to interior 

A 20thC fob watch, with 3cm diameter fancy Roman numeric dial, in an engine turned case, with vacant cartouche, marked 9K, attached to a plated chain with heart shaped pendant.

A collection of gold jewellery, including a 9ct engine turn decorated chain link cufflink, a pair of 9ct gold sleeper hoops and a 9ct gold hoop earrings along with broken yellow metal chains. 49cm longest. Gold Weight 3.6g

A 9ct gold engine turned engraved watch tool, length approx. 4.7cm, 7.87gm.

Black cap and coat; white shirt.Each jug in the Journey Through Britain series was given a specially designed backstamp relating to the subject of the jug. The backstamp on the Engine Driver has the wording within the outline of a locomotive engine. It was issued through Lawleys By Post in a limited edition of 5,000 pieces. Series: Journey Through Britain. Royal Doulton backstamp. Artist: Stanley J. TaylorIssued: 1988Dimensions: 4"HEdition Number: 1951Edition Size: 5000Manufacturer: Royal DoultonCountry of Origin: EnglandCondition: Age related wear.

Patek Philippe. A fine, exceptional and rare platinum perpetual calendar chronograph wristwatch with moon phaseReference: 5951P-001Date: Purchased 16th September 2012Movement: 27-jewel Cal.CHR 27-525 PS Q manual wind, adjusted to heat, cold, isochronism & 5 positionsDial: Black, applied polished baton hour markers, outer minute and 1/5th second divisions, engine turned silvered subsidiary dials at 3, 6 and 9 for seconds, minute recording and date, off set day and month apertures, moon phase at 12, apertures at 4 and 8 for day/night and leap year indication, polished leaf hands, red centre split second chronograph handsCase: Polished cushion form, snap on exhibition back, start/stop/rest set within crown, split second button at 2, diamond set in the band at 6Strap/Bracelet: Black Patek Philippe alligator leather with red stitching Buckle/Clasp: Signed platinum buckleSigned: Case, dial & movement Size: 36mm Accompaniments: Patek Philippe box, outer card, Certificate of Origin, Patek Philippe leather booklet with accompanying literature, Patek Philippe delivery box, quick set pin, swing tag, spare platinum case backFootnotes:In 2010, Patek Philippe launched the bold reference 5951P at Baselworld. Powered by the revolutionary calibre CHR 27-525PS, it was at the time the thinnest column-wheel split-seconds chronograph ever made coming in at an incredible 7.3mm thick. When you consider how much is housed in this tiny package it really is mind blowing. There is the split-seconds chronograph as mentioned as well as date, day, month, leap year, day/night indication and a moon phase. In total there are over 400 individual parts and the case still only measures 37mm. As well as being a mechanical marvel, the 5951P is also a highly wearable and stylish watch. The stand-out design features a platinum cushion case, black dial, silvered subsidiary dials, and red chronograph hands complimented by the red stitching of the leather strap. This model was in production for just 7 years and it is estimated that potentially as little as around 10 were made with this dial variation. The current example is fresh to the market and is from the first series of 5951Ps created which feature those red chronograph hands coupled with polished baton hour markers. These would later be phased out in favour of Breguet numerals and polished white gold chronograph hands. The watch has only been worn a handful of times since purchased in 2012 and retains all of its' original accompaniments. This really would be a crowning jewel in any collection, ticking off every major box for the seasoned collector.This lot is subject to the following lot symbols: YY Subject to CITES regulations when exporting items outside of the UK, see clause 13.For further information on this lot please visit Bonhams.com

Rolex. A fine and rare stainless steel manual wind chronograph wristwatchModel: Cosmograph DaytonaReference: 6240/6239Date: Circa 1966Movement: 17-jewel Cal.72 manual wind, column wheel chronograph, adjusted to 3 positionsDial: Black, applied polished baton hour markers, white outer 1/5th second divisions with luminous dot five minute markers, sunken engine turned silvered subsidiary dials at 3, 6 and 9 for constant seconds, 30 minute and 12 hour recording, polished baton hands with luminous inserts, arrow tipped chronograph handCase: Brushed and polished tonneau form, screw down back stamped C.R.S inside, screw down crown flanked by twin screw down pushers, fixed bezel with black calibrated insert, No.1269521Strap/Bracelet: Associated leatherBuckle/Clasp: Steel buckleSigned: Case, dial & movementSize: 37mmFootnotes:Rolex made the transition from simple sprung pump chronograph pushers to water resistant screw down pushers, earning the Oyster addition to the dial and entering the Daytona a place in the Water resistant part of their production. This reference with its bakelite bezel was made for a short period before being replaced by the 6263.The Rolex Daytona continues to be among the most sought after vintage watches on the market today. The bold contrast between the dial colour and the subsidiary dials makes this model instantly recognisable and as such it has long been lauded as a design icon.This lot is subject to the following lot symbols: ΩΩ VAT on imported items at the prevailing rate on Hammer Price and Buyer's Premium.For further information on this lot please visit Bonhams.com

Rolex. A fine and rare stainless steel automatic chronograph bracelet watch with 'APH' dialModel: Cosmograph DaytonaReference: 116520Date: Circa 2011Movement: 44-jewel Cal.4130 automatic, No.6G8S8899Dial: White, luminous filled polished bullet hour markers, black outer 1/5th second divisions, engine turned subsidiary dials at 3, 6 and 9 for seconds, 30 minute and 12 hour recording, polished pointed baton hands with black inserts, centre chronograph handCase: Brushed and polished tonneau form, screw down back, screw down shouldered crown flanked by twin screw down pushers, tachymetre to bezel, No.180YQ239Strap/Bracelet: Brushed and polished Oyster linkBuckle/Clasp: Signed folding clasp, stamped H3FSigned: Case, dial & movementSize: 39mmFootnotes:The Ref.116520 was introduced at Baselworld 2000 with Rolex's first in-house chronograph movement. This particular model is a rare example of the 116520 and is nicknamed the 'APH Daytona' thanks to a dial configuration in which the 'R' and 'APH' in the word 'Cosmograph' appear to by slightly separated.For further information on this lot please visit Bonhams.com

Rolex. A fine and rare stainless steel automatic chronograph bracelet watch with 'APH' dialModel: Cosmograph DaytonaReference: 116520Date: Circa 2009Movement: 44-jewel Cal.4130 automatic, No.C0433872Dial: White, luminous filled polished bullet hour markers, black outer 1/5th second divisions, engine turned subsidiary dials at 3, 6 and 9 for seconds, 30 minute and 12 hour recording, polished pointed baton hands with black inserts, centre chronograph handCase: Brushed and polished tonneau form, screw down back, screw down shouldered crown flanked by twin screw down pushers, tachymetre to bezel, No.V869744Strap/Bracelet: Brushed and polished 78590 Oyster linkBuckle/Clasp: Signed folding claspSigned: Case, dial & movementSize: 39mmFootnotes:The Ref.116520 was introduced at Baselworld 2000 with Rolex's first in-house chronograph movement. This particular model is a rare example of the 116520 and is nicknamed the 'APH Daytona' thanks to a dial configuration in which the 'R' and 'APH' in the word 'Cosmograph' appear to by slightly separated.For further information on this lot please visit Bonhams.com

1931 Bentley 4-Litre Three-Position Drophead CoupéCoachwork by Freestone & WebbRegistration Number: ALC 250Chassis Number: VA4100Engine Number: BM7860/VP4028As the Depression took hold, sales of Bentley's celebrated 4½ -Litre model declined. While Rolls-Royce were producing the highly successful 20/25hp model, Bentley's newest offering, the extravagant 8-Litre, was desperately out of step with the times. Bentley urgently needed a new model to try to turn their fortunes around.On the Management Committee's instruction, and much to W O Bentley's disdain, a 4-Litre six-cylinder engine designed by Ricardo was utilised in a chassis closely based on their contemporary 8-Litre, and offered in two wheelbase lengths, 11ft 2in and 11ft 8in. The new engine had an inlet-over-exhaust design, of a similar arrangement that would power Bentley and Rolls-Royce cars after the war until the late 1950s.The 4-Litre has been much maligned and seems to be little understood, most probably as so few were built, but it's worth remembering that Bentley boss, Cpt. Woolf Barnato, used a 4-Litre as his personal transport in period. All of this said, many consider the 4-Litre to have perhaps the best chassis, gearbox and rear axle combination of all pre-War Bentleys, and as such, many were converted into 6½ and 8-litre specials.Extremely rare cars - only fifty 4-Litres were completed before the original Bentley company's liquidation - ALC 250 is reputed to be the last of those cars built and one of just 39 short-chassis cars produced.With stunning original 3-position drophead coachwork by Freestone & Webb, this is a highly attractive car.Finished in dark green over black paint with silver-painted wire wheels. The interior is in lovely mellowed condition with very dark green leather with green carpets and a fabulous wooden dash.Running and driving very well at our recent inspection, the car sounds glorious with a positivity addictive deep vintage exhaust note, and performance is said to rival the Derby 3½-Litre cars.The history file includes photographs of comprehensive restoration work, some old MoTs, previous ownership history and a copy of chassis records etc. Chassis VA 4100 was the last 4-litre chassis built by Bentley Motors and probably the last W O Bentley built by the old company.Note: A spare 4-Litre engine is available to purchase by separate negotiation. Enquiries should be directed to Sworders.

1932 Bentley 4/8-Litre TourerRegistration Number: GT 8776Chassis Number: VF4008Engine Number: WK2665With their ultra-desirable running gear based on the 8-Litre chassis, many 4-Litre Bentleys were converted into specials using the more traditional and often more powerful WO Bentley engines. GT 8776 is one such car, having started life as a standard 4-Litre in January 1932, it originally wore HJ Mulliner saloon coachwork. Many decades ago, this body was removed and, according to Michael Hay, reinstated on a Rolls-Royce Phantom II. Apparently dismantled by the late 1960s, it was later rejuvenated and rebodied with a curvaceous Vanden Plas body, in which form Alex Tanner bought the car.Discovering the coachwork was not best suited to his intended trips overseas and with the 4-Litre running gear widely regarded as the ultimate 'blank canvas' for the basis of that mythical beast, the 'Le Mans-style 8-Litre', Alex Tanner instructed specialists, VBE Restorations, to create for him such a car from VF4008. The 4-Litre's major components have remained together, but with the addition of a powerhouse of an 8-Litre engine.The engine is based on a 6 ½-Litre, formerly fitted to a William Arnold saloon, and had been on loan to, and displayed at the BDC HQ. A rebuild to 8-Litre specification, with a new crankshaft with modern shells, special rods, crankcase conversion and opening up the crankcase to suit 110mm pistons, was carried out by Elmdon Vintage Automobiles Ltd.Clearly constructed to a very high specification, the 8-Litre has been used since 2010 for extensive touring on the Continent, including almost annual trips on the 'Downs' Vintage Bentley Tours of France.Finished in very dark British Racing Green, the coachwork is in Vanden Plas-style 'Le Mans' four-seat tourer configuration, with fabric-covered body, cycle wings, leather bonnet straps and quick-release radiator cap. Headlights are large diameter, top-quality Carl Zeiss.The green leather interior with green carpeting is in lovely condition and just starting to mellow. The rear seats were removed to provide extra luggage space and, now refitted, show hardly any use. Matching door cards feature a raised 'B' detail and the steering wheel is string-bound.The engine bay is in wonderfully presented condition and obviously dominated by the near-monolithic triple-carburettored engine. Bills on file refer to further engine work being undertaken to the cam damper and to improve the cooling system by NDR Ltd. in 2017.A small quantity of paperwork is present with the car together with a current V5C Registration Certificate.

1963 Bentley S3 Continental CoupéCoachwork by H J Mulliner & Co.Registration Number: OLM 7Chassis Number: BC120XAEngine Number: 60 ABCLaunched in 1962, the Bentley S3 Continental was the final Rolls-Royce/Bentley model to be constructed with a separate chassis. The 6.2-Litre V8 engine was improved with a higher 9:1 compression ratio and larger SU carburettors, and produced a healthy 210hp. The coachwork, originally penned by Vilhelm Koren, continued the non-top front-to-rear waistline, but now featured twin paired headlamps and styled flashing indicators and side lamps.First registered on 3 May 1963, OLM 7's first owner was Lady Margaret Howard, Countess of Suffolk, an American heiress. Reported to have had just five owners since, it has been in the current family ownership since 1975.One of only ten cars to carry this body style - six right-hand drive and four left-hand drive - this is reputedly the last of the ten to survive. The build cards show that the car was supplied new with electric windows, parking and flashing lights, a 630T radio, India Super Speed tyres and a special driver's seat. A beautiful Negretti & Zambra Auto Altimeter takes pride of place on the dash.Presented in 'Regal Red' with cream coachline and beige leather interior with matching carpets, the car has been fastidiously maintained by Rolls-Royce and Bentley specialists, P&A Wood, since 1969, and there are significant invoices for major works, including a full repaint in the original colours in 2010, within the history file. Invited by Bentley Motors to participate in the launch of the Bentley Arnage at Le Mans in 1998, the car is also mentioned in the book 'The History of P&A Wood, Attention to Detail' a copy of which is included in the sale.With a recorded 105,222 miles at the time of cataloguing, believed to be original, the history file contains the original buff logbook and current V5C, along with copies of the build cards and numerous invoices from P&A Wood dating back many years. Condition ReportThis car has had a huge amount spent on it at P & A Wood and at Jonathan Wood, however the car is being sold by the executors of the estate and as such Sworders have provided an extended 5-day viewing period for purchasers to satisfy themselves as to condition.The history file will be available during the viewing and on the day prior to the sale Mr Tanner's in-house mechanic will also be on hand to start the car.The car is in good overall condition and the seats appear to be clean. 

1957 Bentley S1 (E-series) SaloonRegistration Number: RCE 363Chassis Number: B34EGEngine Number: BE17Designed to replace the outgoing Bentley R-Type and Rolls-Royce Silver Dawn, the all-new Bentley S-Type and Rolls-Royce Silver Cloud models were introduced in early 1955. The cars featured sleeker bodywork on a new separate chassis and incorporated better braking and suspension with electrically controlled damping. The improved 4.9-litre I.O.E six-cylinder engine was identical in specification in its Rolls and Bentley forms, and by 1957, automatic transmission had become standard equipment. With comfortable 100mph-plus performance, it was also relatively affordable to run, making it arguably the most 'user-friendly' of all post-war Bentleys.Affectionately known as 'Douglas' by the Tanners, RCE 363 was Cambridgeshire-registered from new in January 1957. Reputedly having just one previous owner (unconfirmed), Alex Tanner purchased the car from the Horseheath, Cambridge, area and carried out some light restoration work prior to use.In generally fair to average cosmetic condition, the car is finished in metallic dark blue with a red coach line, and the faded oxblood/brown leather interior also features red carpets.Much like a lovely comfortable leather Chesterfield, 'Douglas' was much enjoyed and very much considered part of the family. An extremely affordable entry into 'proper' Bentley ownership, it has a recorded mileage of 59,049 miles. Paperwork includes a current V5C registration document. Condition ReportThe car is being sold on behalf of the executors of the estate and as such Sworders have provided extended viewing over 5-days to give potential buyers every opportunity to satisfy themselves of the condition.The car has been started regularly by an in-house mechanic, however, the history file is sparse.There is a video of it running and i haven't seen any obvious leaks, or been witness to any starting issues when the car has been moved.The underside has been rust proofed and there appears to be no obvious issues in the vulnerable areas behind the front wheels and in front of the back wheels.A large number of extra images of the underside have been added.

1944 Dodge Weapons Carrier (WC-51) 3/4 Ton 4x4Registration Number: UK Registered. Number to be advised.Chassis Number: 81716964Estimate £8,000-12,000Dodge was the US Army's sole supplier of both ¾‑ton trucks and 1½‑ton 6x6 trucks during the Second World War. Although most Dodge trucks were 'Weapons Carriers', 'WC' was not abbreviated from this, but a general Dodge model code – initially 'W' for 1941, and 'C' for a nominal half-ton payload rating. However, the 'WC' model code was simply retained after 1941 for both the ¾-ton, as well as the 1 ½ ton rated 6x6s. Its ladder frame chassis was built in three wheelbase lengths and provided platforms for everything from mobile guns to ambulances and command cars. Immensely strong, its drive train design also gave it impressive off-road capabilities. Powered by an immensely torquey 3.8 litre L-head six-cylinder engine, it was used extensively by the Allied Forces during WWII, but many WC-series vehicles remained in service with some European armies until quite recently.In what appears to be 'ex-service', repainted, condition, this WC-51 (the otherwise identical WC-52 has a longer frame and front-mounted winch) is painted in matte military green with added white US stars, and the panels and bodywork are very good condition overall. Divided-rim steel wheels are fitted with Viking 'cloverleaf' pattern tyres. Sparsely trimmed as standard, the front seats are canvas and vinyl, with folding wooden slatted bench seats to the rear. The driver's side carries the spare wheel and pioneer tools and jerry cans are mounted on the off-side. Please note that the canvas roof and other weather gear seems to be absent from this example.A plate on the dash states 'Reconditioned by Deutsche Waggon-U Maschinen Fabriken G.M.B.H Berlin-Borsigwalde'. The Dodge is in running/driving condition and is MoT-exempt. It is UK-registered, number to be advised.Condition ReportThere is no history file for this vehicle, it is as seen and described in our catalogue entry.It was driven here and enjoyed by the driver.

1952 Riley RMB 2½ litre Saloon Registration Number: CGL 998 Chassis Number: RMB 62S 9659 Engine Number: RMB2 1091A relatively powerful executive saloon in its day, the 2½ litre 'Big Four' RMB was a more powerful, longer wheelbase counterpart to the 1½ litre RMA. Registered 28 April 1952 in Bath to a Mrs Muriel Culverwell, it then passed to Edward Dames-Longworth, father of Vintage Sports Car Club-stalwart, Richard. In Alex Tanner's ownership since 2012, it was purchased from John Havart Riley Restoration in Bungay, Suffolk. Finished in Woodland Green, CGL 998 presents as a nice older-restored car, in good condition overall. The interior has been nicely re-trimmed in light tan with green piping, with matching door cards with tan headlining, and the engine compartment is in presentable 'mellowed restoration' condition. MoT-exempt, the Riley is fitted with a stainless steel exhaust. The car started easily and ran well at the time of our inspection and paperwork includes V5C registration document, old buff logbook and two photographs showing it in 'as found' condition, prior to restoration. Condition ReportPlease find additional images to illustrate the overall condition of the chrome, paint and interior.The car is being sold as part of an executor sale and 5-days of viewing have provided to satisfy potential purchasers as to the condition of the car.The information provided in the description is all the information available, viewing is strongly recommended.

1953 Riley RMF 2½ Litre SaloonRegistration Number: TWL 980Chassis Number: RMF10309Engine Number: R1515 (Replacement engine)An unfinished restoration project, TWL 980 was first registered on the 5 May 1953. Coming into Alex's ownership via Riley specialist Gavin Lumsden in 2019, the car was stripped down and reportedly 'gone through' over three years very much as Alex's personal weekend project. The chassis can be seen to be in nicely painted condition with many new parts visible including new stainless steel exhaust system, new wiring loom, suspension components amongst others. It is reported that parts of the wooden body frame were repaired or replaced and certainly the doors close nicely. The car stops and starts, and has been started and driven around the yard recently. The roof covering is present, but not fitted, and the interior, while with the car, is the unrestored original and has been completely stripped from the car, but again, is present. The buff logbooks with the car show that the original engine was changed in June 1962 to the unit presently fitted and now with the car for over sixty years. Paperwork included with the car comprises the original RF60 registration book, a buff continuation registration book and current V5C Registration Certificate.Condition ReportThe car is partly restored and hopefully the additional images help to provide a picture of the stage that the car has reached.I have heard the car running and appears to be very smooth after a full in-house rebuild.Viewing is strongly recommended to satisfy yourself of the condition.The roof was at a stage that the final fixings were planned, but never started.No back window was found, it must be assumed it is missing.There is no interior lining to the roof, but the structure looks sound.

4 mechanische Blech-AutosSchuco. Alle gemarkt: 2x "Western Germany", 2x "US-Zone".Blech. L 11 - 14 cm. Blauer Studio-Rennwagen "1050". / 2x "Varianto Elektro": rote Feuerwehr (3117) und grünes Station-Car (3118). / Rote Varianto-Limo (3041) Alle defekt, mit Altersspuren.4 mechanical tin carsSchuco. All marked: 2x "Western Germany", 2x "US Zone".Sheet metal. L 11 - 14 cm. Blue studio racing car "1050". / 2x "Varianto Elektro": red fire engine (3117) and green station car (3118). / Red Varianto Limo (3041) All defective, with signs of age.*This is an automatically generated translation from German by deepl.com and only to be seen as an aid - not a legally binding declaration of lot properties. Please note that we can only guarantee for the correctness of description and condition as provided by the German description.

STEPHENSON (GEORGE)Series of six autograph letters signed ('Geo. Stephenson') to Henry Belcher (first) and Thomas Clark at the Railway Office, Whitby, Yorkshire reporting from Stone (3 Jan. 1824) that 'Before I set off for Whitby I considered it necessary to spend time looking after the manufacture of the Rails' by visiting the Caponfield Works 'and those of Mr. Foster', and his discovery that the former 'have got nothing done except the rollers...'; from North Hotel, Birmingham (7 April 1834) asking the recipient to offer his apologies to the Chairman of Directors for not being able to journey to London, and offering his opinion on various matters relating to preparations for the Whitby railway ('With respect to the weighing machines the tender from Mr. Kitchin of Warrington appears to be the most eligible...'), providing specifications and costings, and advising 'With respect to the Rails &c Mr. Longridge's offer appears to be a very fair one, provided it is for iron of the quality mentioned in the specification...'; on 30 April 1834, further confirming that 'of the tenders recv. from Longridge and Mr. Foster Mr. Longridge's tender appears to be decidedly the more eligible', and advising he is the in the process of testing the Rails 'which are being prepared by the Capon Field Iron Iron Co.', and that he will shortly go the works to 'make a personal inspection of the Rails, and their progress in completing the order...'; on 28 May 1834 promising he will again visit Capon Field, and stating 'I am extremely anxious to visit Whitby but I am afraid I cannot be there at this time...', a sentiment echoed on 4 October 1835, whilst confirming he has had 'a good deal conversation with Mr. Swanwick about the incline plane, and I am not... satisfied with either the stationery engine or the water wheel. The stationery engine will be expensive to keep on account of the cost of coal. The water wheel will be too costly to put up unless there be more traffic on the line than I can at present forsee...', and that he is working on another plan which 'I shall have... prepared when I go down to Whitby. The machinery will not cost much in erecting and no time will be lost in turning to this arrangement....'; and in September 1835 thanking Clark for sending 'the minutes of the Directors', promising to visit shortly, and assuring him that 'it is my wish to have that great work set forward is possible, and you will please to inform my Whitby friends that no exertion of mine shall be wanting to give them a taste of the benefits of it...', each 4 pages (including integral address, with red postal stamp, 4 pages blank), old folds, age-dusted, small hole at head (touching a couple of letters to each), 4to Stone, 3 January 1834, North Hotel, Birmingham 7 April 1834, London, 30 April 1834, and Alton Grange, 28 May 1834, 4 October 1835 and 6 September 1835, loosely inserted into an album, with other letters and cut signatures - see footnote (quantity)Footnotes:'BEFORE I SET OF FOR WHITBY I CONSIDERED IT NECESSARY TO SPEND TIME LOOKING AFTER THE MANUFACTURE OF THE RAILS' - Series of six letters written by George Stephenson to the Railway Office at Whitby, Yorkshire in which he reports to the Directors of the Whitby and Pickering Railway for which he had been employed as engineer. Since his engine Rocket triumphed at the Rainhill trials in 1829 'Stephenson's life was a history of the railway progress of the country... there was hardly a railway scheme in which Stephenson was not consulted, or an important line built without his help and advice' (ODNB). Other material includes: autograph letters signed by Robert Stephenson (2 pages, relating to 'charges for the Leeds Extension', undated), Daniel Gooch (2 pages, offering his help to Mr. Crier, on G.W.R. headed paper, Nov. 6 1866), Sir Joseph Paxton (3 pages, noting '... my firm opinion is we are on the eve of great prosperity in Trade and Commerce all this must benefit Railways, the only drawback is the agricultural interest being in so depressed a state', Chatsworth, 1 Dec. 1849), Samuel Smiles (3 pages, to Mr. Crier, discussing matters relating to the South Eastern Railway for which he had recently been appointed Secretary, 20 Nov. 1854), George Parker Bidder (2 pages, 30 Dec. 1850); Benjamin Disraeli ('B. Disraeli, Downing St.', signed bank warrant, March 1852); cut signatures of Isambard Kingdom Brunel, Charles W. Dilke, Lord Aberdare, and others; Mr. Crier's ticket to 'Great Western Railway. Queen's Jubilee, 1887'.Provenance: John Crier (1824-1897), clerk and registrar for the Great Western Railway, Paddington (see web illustration of Crier in his office); by descent to the present owner.For further information on this lot please visit Bonhams.com

AERONAUTICA - 'PUSS MOTH' LOG BOOK OF LT.-COMMANDER GEOFFREY RODD Two finely presented log books relating to the De Havilland aircraft D.H. 80A Puss Moth and its playboy adventurer owner Lt. Geoffrey Rodd, together approximately 680 pages, detailing all flights (departure/arrival locations, list of crew/passengers, incidents), numerous additional photographs, press cuttings, ephemera, etc relating to Rodd, Puss Moth and their adventures pasted in, contemporary blue morocco by Truslove & Hanson of Sloane Street, gilt lettered 'G-AAYB. Journey Log Book. Vol. 1[-2] July, 1930 to July, 1931 [-To]' on upper covers, oblong 4to (190 x 240mm.), July 1930-July 1931[-1933] Footnotes: 'COMMANDER GEOFFREY RODD'S AEROPLANE AND EXPERT SERVICES AS A PILOT ARE IN MUCH REQUEST BY THE FAIR SEX' - the flight log books (enlivened with photographs, press cuttings and ephemera) of a playboy pilot's De Havilland aircraft Puss Moth, from the time of his learning to fly under the tutelage of ace pilot Maxwell Hutcheon Findlay, to flights with celebrated female pilots Amy Johnson and Peggy Salaman, aerial filming for the cinema, lending his plane to collect Hollywood actress Gloria Swanson from Paris, and his tragic death, aged only thirty-two, crashing during take-off from the glamorous holiday resort of St. Moritz. Born in Australia, Rodd (1901-1933) served in the Royal Navy during the First World War, then aboard the Royal Yacht. As evidenced from these evocative albums his trajectory from amateur pilot on the waterlogged airfields of Sussex and Kent, to success in competitions, blind flying with Amy Johnson, immersion in the world of celebrities and film stars, and airfields of glitzy Biarritz over a period of under two years was astonishing. His early flights were taken in the company of his teacher at Hanworth Aerodrome, Scottish flying ace Maxwell Hutcheon Findlay (including one resulting in an official report to the Accidents Investigation Committee concerning the 'Meopham Accident', 25 Sept. 1930); flights with associates from his naval days followed, including Admiral of the Fleet Reginald Tyrwhitt (who wrote that the flight 'had entirely changed my ideas as regards travelling by air!'); increasingly confident he was soon piloting successfully at the King's Cup with Peggy Salaman (a letter signed by Peggy to Rodd after her return to England having flown from Lympe in Kent to Cape Town, November 1931 is tipped-in). Other notable notices include a report relating to a dangerous driving charge against Rodd at Blackheath (he admitted guilt); a letter of chastisement from the Chief Constable of the Hastings Police for distributing handbills (relating to the 'Navy Week at Chatham', a copy of which tipped-in) from his aeroplane (15 Aug. 1930); correspondence with the Air Ministry concerning an 'Alleged flight over prohibited area' (14 Oct. 1930) with Rodd's reply admitting the offence and apologising for his late reply due 'to a serious accident in starting 'G-AAYB' involving amputation of my right thumb' [31 Oct. 'engine back fired and propeller cut off my right thumb at top joint... fainted a couple of times', but flown back by Max Findlay]; forced landings including one due to 'stick jambing... a nut which must have caused this' (Oct. 23 1930), and 'Smoke Bomb ignited in its release box in cabin: pretty nearly choked'; 'Shoreham aerodrome flooded, but landed in field alongside' (24 Jan. 1931), piloting Vice-Admiral Snagge to the Epsom Derby; achieving the fastest time ('982.5 miles at 127.56 m.p.h.') at the Kings Cup Air Race, 24 Aug. 1931, with pasted in letters and newspaper reports on the race ('... The lady pilots fared badly, as was to be expected'); 'Night landings by Bentley's headlights' at Hanworth, 31 Oct. 1931 (several newspaper reports show images of Rodd with his chauffer John Camp, who also acted on occasions as his co-pilot); 'House Party's flight in moonlight' at Lord Willougby de Broke's aerodrome at Kineton, '12000ft. taking cinema over the clouds' (8 Apr. 1932, beside a newspaper cutting reporting on actor John Loder telling Rodd a story about Gary Cooper); 19 Apr. 1932 'For Gloria Swanson' [flight from Lymphe to Paris and return, piloted by Maxwell Findlay], '...couldn't get permission to fly under Clifton Suspension Bridge. Flew over' (9 June 1932); August 1932 extensive public displays including at Burnham, and filming at Brooklands for the film 'The King's Cup'; 19 August starts a 'Blind Flying Course' (and includes aerial photo of 'The Rude Man of Cerne Abbas'); On 28 August flies to Le Toquet with Amy Johnson (during which time his £3000 car is stolen from Park Lane, and used 'in Wandsworth smash-and-grab raid'), and on the 31st takes her 'Night flying. Aerobatics'; aerial holiday to Biarritz (newspaper reporting that he 'has been offered £200 for one portion alone of his Biarritz film...'); 'Practice blind flying in clouds', flights to Cannes, Geneva, the Alps, and on 10 January 1933 landing on frozen lake at St. Moritz, where later in the month he was killed during a failed take off from the same lake. Provenance: Sotheby's, 15 May 1969, lot 199. This lot is subject to the following lot symbols: • • Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium. For further information on this lot please visit Bonhams.com

ORWELL (GEORGE)Animal Farm. A Fairy Story, FIRST EDITION, FIRST ISSUE (with 'May, 1945' on copyright page), publisher's green cloth, lettered in white on spine (spine ends and lower edge of covers faded), dust-jacket printed in grey and green with white text, with 'Searchlight Books—each 2s net' and train engine printed in red on inside of jacket (spine worn with small loss at ends extending slightly onto covers, not touching letters, thin brown stain on upper cover neat upper margin) [Fenwick A10a; Connolly 93], 8vo, Secker & Warburg, 1945This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

BOAC Interest-Two late 1950's/early 1960's BOAC 'All around the World' advertising souvenir paper fans, an early 1960's Sally Bosley BOAC stewardess gilt brevet wing badge by Manhattan Windsor and a late 1950's/early 1960's BOAC Comet 4 Jetliner print souvenir silk scarf, 67cmx67cm, adverting new long-haul routes to Australia, New Zealand, India, Japan, China and Africa featuring iconic tourist monuments from theses countries together with a vintage Hermes scarf slip case. Location:BWROf Interest: The Comet 4 Jetliner was the first Jet engine powered trans-Atlantic flight in 1958.Condition: All items good, scarf never worn hence no stains or pulls.

A fine post-war military division O.B.E., Second War ‘1944’ night fighter Radar Operator/Navigator’s D.F.C. group of six awarded to Flight Lieutenant K. Dear, Royal Air Force, who flew on many operational sorties in Beaufighters and Mosquitoes with Nos 125, 141 and 239 Squadrons - the latter two being Special Duties Squadrons, flying Serrate operations. Dear is credited with 3 enemy aircraft destroyed, 2 damaged, and 2 trains also damaged. Both he and his pilots frequently suffered heavy damage to their aircraft - and on 10 April 1944, Dear and Squadron Leader J. S. Booth had to parachute to safety after their Mosquito’s starboard engine had caught fire The Most Excellent Order of the British Empire, O.B.E. (Military) Officer’s 2nd type, breast badge, silver-gilt; Distinguished Flying Cross, G.VI.R., reverse officially dated ‘1944’; 1939-45 Star; Air Crew Europe Star, 1 clasp, France and Germany; Defence and War Medals 1939-45, generally good very fine (6) £2,600-£3,000 --- Provenance: Dix Noonan Webb, September 2000 (another incorrectly assembled group which was possibly named up with the intent to deceive, lacking original documentation, and has been subsequently discredited, appeared for sale in 2007) O.B.E. London Gazette 1 January 1959. D.F.C. London Gazette 14 November 1944. The original recommendation states: ‘‘Flight Lieutenant K. Dear joined this Squadron on 11.12.44 and has flown as Navigator/Radio with S/Ldr. J. S. Booth, D.F.C., on 23 operational sorties since that date. Prior to joining No. 239 (B.S.) Squadron, F/Lt. Dear has completed a tour with No. 125 Squadron and commenced a 2nd tour with 141 Squadron. His record on arrival here comprised one Ju.88 destroyed, one Ju.88 damaged and one Me.110 damaged. His two victories with S/Ldr. Booth on 7.7.44 when two Me.110’s were destroyed near Meaux and Compiegne bringing his total to three enemy aircraft destroyed and two damaged.’ Kenneth Dear was born in 1909 at Teddington, Middlesex, and was educated at Kingston Grammar School. He commenced aircrew training in October 1941 and joined 125 (Newfoundland) Squadron in February 1942, flying as a Beaufighter Radio Observer. A night fighter squadron, Dear was primarily crewed with Flight Lieutenant (later Squadron Leader) J. R. A. Bailey as his pilot. Despite frequently flying on Ops, Dear’s log book often states ‘No Trade’ at this point of the war. Commissioned into the R.A.F.V.R. on 1 July 1942, he was credited with damaging a Ju.88 20 miles west of Swansea on 20 September, and shortly after 0830 hours on 10 November 1942 shot down a Ju.88 in to the North Sea 118 miles east of Montrose with his pilot Flight Lieutenant Bailey, but not without the following battle damage to their own aircraft: ‘Hole in each wing inboard of engine - both spars damaged. Two bullets in port engine. Hole in starboard side of tail plane - spar damaged. Two holes in starboard perspex, and one through hydraulic tank and instrument panel. Three holes also in nose ...’ Spitfires of 164 Squadron’s Blue Section escorted the crippled Beaufighter safely home to Peterhead. Completing his first tour in March 1943, Dear was rested with attachments to the 415th Squadron, U.S.A.A.C., at Cranfield, and 488 (New Zealand) Squadron at Ayr. In October 1943 he joined 141 Squadron at Wittering, and on 16 December 1943, with Squadron Leader F. Lambert piloting Mosquito 659, damaged an Me.110 in the Berlin area whilst on bomber escort duty. Serrate Radar operations had begun with 141 Squadron in September 1943, with modifications being made all the time: ‘On 7 January the first Mosquito with the new modifications was flown to Hatfield from West Raynham for final approval by de Havilland, while Wing Commander Roberts drove to Radlett to expedite the delivery of new equipment. Three days later, a completed Mosquito went to each of the three Serrate squadrons. Nos. 239 and 169 were still under training but two Mosquitoes in 141 Squadron were aloft on Serrate duty on 14/15 January when 498 bombers hit Brunswick, of which a staggering total of thirty-eight failed to return. Almost predictably there were problems with the Serrate Mosquitoes. The Mk II crewed by Squadron Leader Freddie Lambert and Flying Officer Ken Dear suffered a port engine failure 20 miles inland of the Dutch coast and was forced to land on one engine at Coltishall.’ (Confounding The Reich, The RAF’s Secret War of Electronic Countermeasures in WWII, The Story of 100 (Special Duties) Group RAF Bomber Command 1943-45, by M. W. Bowman and T. Cushing refers) In February 1944, Dear was posted as Navigator to 239 (Special Duties) Squadron - a Serrate and Perfectos unit of 100 ‘Confound and Destroy’ Group, which waged war by scientific as well as conventional means. On 10 April 1944 Squadron Leader J. S. Booth ordered him to bale out at 6,000 feet over Walsingham when their Mosquito’s starboard engine caught fire. Both pilot and navigator landed safely to continue their ‘extra-routine’ activities with 239. Dear flew in a large number of Serrate operations in June 1944, including on D-Day itself: ‘Serrate - Support of Bombing Behind Beachhead. Patrol: Dunkirk - Paris - Chartres - Granville - Rouen - Abbeville - Calais’ (Log Book refers). On the night of 7 July 1944, during a sixty minute patrol of the Paris area in support of raids on Vaires and St Leu, Dear and Booth pulled off their celebrated double Me.110 kill, and on 1 September added to their tally by inflicting ‘Cat. B’ damage on trains north of Meppel and south of Leeuwarden, Holland. Squadron Leader Dear remained in the R.A.F. until retirement in 1959. Sold with the following original documentation: 2 Royal Air Force Observer’s and Air Gunner’s Flying Look Books (20 October 1941 - 26 February 1945 and 19 April 1945 - 17 September 1960); Original Combat Report for Interception Raid, 10 November 1942; Buckingham Palace Investiture Ticket, dated 14 November 1944; with copied research. 


Six: Chief Engine Room Artificer First Class J. Collins, Royal Navy Queen’s South Africa 1899-1902, 1 clasp, Natal (168187 E:R:A: J. Collins. H.M.S. Terrible); China 1900, no clasp (J. Collins. E.R.A. 2Cl., H.M.S. Terrible); 1914-15 Star (168187. J. Collins. C.E.R.A., R.N.); British War Medal 1914-20 (168187 J. Collins. C.E.R.A.1. R.N.); Victory Medal 1914-19, naming erased; Royal Navy L.S. & G.C., E.VII.R. (168187 James Collins. E.R.A. 1Cl. H.M.S. Assistance.) mounted court-style for display purposes; together with the recipient’s Aluminium identity disc, light contact marks, generally very fine (6) £500-£700 --- Provenance: Dix Noonan Webb, December 2001. James Collins was born in Portsmouth on 1 April 1871 and joined the Royal Navy as an Acting Engine Room Artificer Fourth Class on 16 June 1892. Confirmed in that rate on 19 September 1893, he was promoted Engine Room Artificer Third Class on 16 June 1895, and served in H.M.S. Terrible from 24 March 1898, being promoted Engine Room Artificer Second Class on 16 June 1899. He served in Terrible during both the Boer War and the Boxer Rebellion, and was promoted Engine Room Artificer First Class on 14 June 1904. He was awarded his Long Service and Good Conduct Medal on 8 June 1907, and having been advanced Chief Engine Room Artificer First Class on 26 October 1913 saw further service during the Great War, predominately in H.M.S. Assistance. He was invalided out of the service on 20 November 1919. Sold with copied record of service and medal roll extracts.

The rare ‘G.V.R.’ Military Division B.E.M. group of five awarded to Vernon wireless operator Aircraftman 2nd Class W. Howson, Royal Air Force, for his distinguished service during a crash in Iraq on the Desert Route, 16 October 1922 - his B.E.M. being one of the first 3 awards gazetted to the R.A.F. British Empire Medal, (Military) G.V.R. (No. 330130 Aircraftman 2nd Cl. William Howson. R.A.F.); 1939-45 Star; France and Germany Star; Defence and War Medals 1939-45, mounted on card for display, first worn, good fine, remainder very fine or better (5) £800-£1,000 --- B.E.M. London Gazette 3 June 1927. The original recommendation states: ‘This airman was wireless operator of a Vickers Vernon machine which crashed on the Desert Route on the 16th October 1922. He was pinned in the wreckage and when released was unconscious and very severely shaken. On regaining consciousness he immediately erected his ground set, and although in a dazed condition worked throughout the day, repairing his instruments and endeavouring to get in touch with Amman. He eventually succeeded in picking up messages from both Baghdad and Amman.’ Fewer that 200 G.V.R. B.E.M.’s were awarded to all military personnel, of which only 38 were awarded to the R.A.F. William Howson resided at 9 Radnor Drive, Wallasey, Merseyside in later life, and provided the following typed biography of his service career in August 1978: ‘I joined the R.A.F. in 1919. I was an apprentice of Campbell and Isherwood’s after serving a 2 years’ course of instruction at Toxteth Technical Institute. I broke my apprenticeship and then was posted to Halton where I received a Recruit’s Training. I then was posted to Flowerdown near Winchester where I was U/T Wireless Operator. I passed out with 84.5%. Then was posted to Uxbridge en route for overseas. I then went to Egypt via the Teutonic where I was posted to 56 Squadron while waiting posting. I then went to 70 Squadron and after a while there I was posted to Egypt Group Headquarters for a refresher course... The Group Signal’s Officer prevailed on me to go to Helwan (instead of my returning to 70 Squadron) where 47 Squadron was, in order to get the W/T Office removed and situated in the Headquarters Block. I then went to 45 Squadron serving at Helwan, and then at Almaza, and then at Hinaidi, I was first of all on the Vimy, and then on Vernons, both made by the Vicker’s Company. I was on the Vernon which attended the Prince of Wales when he went through the Suez Canal. I was on the rearguard when we went to Deolali, and then up the Persian Gulf to Basra, we then set out by train to Baghdad, and then on to Hinaidi. I was there under S/Ldr Murray, and after a while the C/O was moved, and the new C/O was S/Ldr Harris (afterwards called Bomber Harris) and the Flight Commanders were F/Lt The Hon. Ralph Cochrane [later Air Chief Marshal], and F/Lt Saunby. While there I flew to Kirkuk, and Mosul, and afterwards to Heliopolis on two occasions. I was on one when we crashed. It was a memorable occasion. We landed at Gaza, when we had engine trouble. After we had fitted a new pressure gauge we set off to Ziza. We then took off in company with one of 70 Squadron and we had a forced landing at L.G.I. when we had engine trouble again. We lost some aircraft at L.G.I. they D.H.9.A. We had some engine fitters with us and they decided we were due for an engine change. I went on with 70 Squadron and after we had transferred my W/T gear and the Airmail we took off. We could not get height owing to the load and the atmosphere. We had a passenger on board, a Brigadier General Dobbin, who on passing a message to me caught the... We had a couple of casualties. One of these was the pilot he had a back strain, and the other one was me. I had a blow on the head and it caused me temporary loss of memory. I do not know what happened to this day. When I recovered I rigged up an aerial after finding some of where it was strewn across the desert, and got in touch with Amman. They sent a doctor out and he landed at L.G.5. and made the way to us over the desert. We finally got the tenders out, and made the way back to base with the engines and the Airmail, and the passenger... On the Brigadier’s recommendation I was recommended for the B.E.M... I gained my L.A.C.... in 1 July 1923....’ (Copy included with lot). On cessation of awards of the R.A.F. M.S.M., it was decided to recognise special distinguished and meritorious service of a high standard by the Medal of the British Order (Military) - subsequently known as the British Empire Medal. The first 3 awards to the R.A.F. were gazetted on 3 June 1927 - A.C.2. Howson being one of these. Howson states that the passenger in the aircraft was one Brigadier H.. W. Dobbin - who at the time was Colonel Commandant of the Iraq Levies.

An interesting I.G.S. 1908-35 awarded to Wapiti Sergeant Pilot, later Commander R.N., G. A. Nunneley [O.B.E.], 39 Squadron, Royal Air Force - undoubtedly a misfit and one of life’s characters, who flew in at least 18 operational sorties on the North West Frontier in 1930, and ‘terrorised’ a cavalry parade with his flying, and the GOC Kohat District with his misplaced words of ‘amour’ India General Service 1908-35, 1 clasp, North West Frontier 1930-31 (505375. Sgt. G. A. Nunneley. R.A.F.) mounted on card for display, good very fine £300-£400 --- George Alan Nunneley was born in Tadcaster, Yorkshire in October 1894. He joined the Royal Navy in September 1907, and was graded as Midshipman by May 1912. Nunneley advanced to Acting Sub Lieutenant in May 1914, and to Sub Lieutenant in March 1915. He moved from post to post, in one case being discharged from a posting ‘under grave suspicion of being guilty of unnatural and immoral acts’, and repeatedly applied for the Air Service. Nunneley advanced to Lieutenant in September 1916. He had applications for employment with the R.N.A.S. and transfer to the newly formed R.A.F. rejected, and was placed on the Retired List in June 1920. However, Nunneley was promoted Lieutenant Commander (Retired) in September 1924, and it was from this rank that he enlisted in the R.A.F. Nunneley enlisted in the Royal Air Force as a photographer under training in December 1925. He had in his former service displayed a keen interest in aviation, and indeed was awarded the RAEC Aeronaut’s Certificate as a Balloon Pilot following training and examination at Roehampton in July 1918. As a consequence he applied for pilot training, and was subsequently posted as a Sergeant Pilot to 39 Squadron (D.H.9a’s) at Bircham Newton in 1928. The squadron carried out intensive training having been warned of an impending move to India. The Squadron was re-equipped with Westland Wapitis, and moved to Risalpur in January 1929. Before long they were involved in operational flying on the North West Frontier, with Nunneley flying in at least 18 operational sorties between May and August 1930. It would appear that Nunneley did not let war get in the way of his life, as recorded in Ken Delve’s book The Winged Bomb - History of 39 Squadron R.A.F.: ‘On 1st January 1877 Queen Victoria was proclaimed ‘Empress of India’, thus all military establishments in India celebrated the Proclamation Day anniversary amidst much pageantry and ceremony. At Risalpur on 1st January 1930, the army units, including the cavalry in their parade uniforms, assembled on the cavalry parade ground about half a mile North of Risalpur aerodrome. The R.A.F. part of the celebration was to be a flypast by 39 Squadron. Prior to the display, Sergeant Nunneley took his Wapiti up for a post-engine-change air test. Unfortunately the engine cut out shortly after take-off with the aircraft heading towards the shining ranks of soldiers on the parade ground. The only clear space was right in front of the parade and so Nunneley positioned his machine for a forced landing. All hell broke loose with terrified horses throwing their riders and bolting off into the surrounding countryside. The dignity of the cavalry was somewhat shaken and it took days to round-up all the horses... Message dropping also had its lighter side. Sergeant Pilot Nunneley had a ‘close friend’ who was a schoolteacher at Kohat and, as the Squadron used the air-to-ground firing range at Kohat, he would often land there to visit the lady. On the return flight to Risalpur he would get his air gunner to drop a message in her garden. Unfortunately, message dropping was a delicate art. On this occasion, Nunneley was too high for accuracy and the message bag, with a three foot long multi-coloured silken streamer, overshot its target by fifty yards and landed in the rose garden of the General Officer Commanding Kohat District. This message, full of terms of endearment, was duly delivered to the GOC by his native gardener. About half an hour later Nunneley landed at Risalpur to be met by the Orderly Officer and Ordely Sergeant with orders to escort him to the CO. The GOC was not impressed with the message and had phoned Risalpur with the Wapiti was still in the air. Sergeant Nunneley was duly ‘de-briefed’!’ On reaching the age limit (39) for a Sergeant Pilot, Nunneley left the RAF to return to the R.N. Retired List in December 1932. Recalled for service with the outbreak of war in 1939, he does not appear to have been particularly enamoured with the Navy’s plans for his employment. He applied for service with the Fleet Air Arm, which was rejected and as a consequence he applied to revert to the retired list for service with the R.A.F. The latter was rejected, and whilst he did not carry out any sea-going appointments he was employed as the Executive Officer of R.N.A.S. Donibristle. Subsequently he served as Commanding Officer of R.N.A.S. Kilindini, Kenya and in the same capacity for H.M.S. Nabbington (Mobile Naval Base, New South Wales, Australia). During this time he held the rank of Acting Commander, which was later confirmed in May 1946. After the war he was employed by the Ministry of Civil Aviation as Aerodrome Commandant Grade II, Edinburgh Airport (O.B.E.). Commander Nunneley died in Truro, Cornwall in June 1974. Sold with copied service papers and research.

A Great War D.S.M. group of four awarded to Chief Stoker H. C. Tibble, Royal Navy, a long-served submariner decorated for his part in J5 during Operation 'BB', the daring plan to ‘flush out’ enemy submarines near their bases; his submarine had previously had the good fortune to escape a 'blue-on-blue' torpedo from Captain Naismith, later of V.C. fame, during the Cuxhaven Raid on Christmas Day 1914 Distinguished Service Medal, G.V.R. (278813. H. C. Tibble, Sto. P.O. Submarine Service 1917.); British War and Victory Medals (278813 H. C. Tibble. Ch. Sto. R.N.) the Victory Medal with officially re-impressed naming; Naval L.S. & G.C., G.V.R., 1st issue (278813. H. C. Tibble, Ch. Sto. H.M.S. Titania.) contact marks, otherwise very fine (4) £1,000-£1,400 --- D.S.M. London Gazette 9 November 1917: ‘For services in submarines in enemy waters.’ Henry Charles Tibble was born at Battersea, London on 14 November 1875, the third son of Andrew and Frances Tibble. He enlisted in the Royal Navy on 22 January 1895, at Portsmouth and saw extensive service aboard a wide range of ships and shore bases, including the cruiser Tauranga which served in Australian waters. Returning home, he joined Drake on a tour of the Caribbean Islands in 1903, before returning to Portsmouth the following year and joining the submarine depot ship Thames on 16 March 1905. From here Tibble commenced an early career in the silent service, transferring to Mercury in 1906 and Vernon, the torpedo school ship at Porchester Creek, on 14 January 1913. On 24 August 1913 he joined Dolphin, the submarine depot and school at Fort Blockhouse, Gosport, before joining depot ship Adamant at Harwich for service in the Submarine D6 on 9 September 1913. The Cuxhaven Raid: A narrow escape As the Christmas Truce took place on parts of the Western Front, Tibble found himself in the thick of the action on Christmas Day 1914 during the Cuxhaven Raid, when combined British air and sea forces attempted to destroy the German Zeppelin base. As part of a line of 11 submarines placed between the surface ships and the German coast, D6 had seen the British seaplanes return and land on the sea. Twice rising to the surface to see if she could help the crews, she firstly had a lucky escape when she was misidentified by Captain Martin Naismith (later Admiral V.C., K.C.B., K.C.M.G.) in the E11, who, mindful of orders to destroy British seaplanes that could not be brought home, focussed his attention upon machine gunning three empty seaplanes instead from the conning tower of his submarine. Rising for a second time, D6 found the German airship L-5 fifty feet directly overhead: 'With machine gun bullets clanging against his hull, he (Lt. Cdr. R. C. Halahan, Captain of D6) quickly submerged and headed for home.' Tibble transferred to Maidstone and again Dolphin, before being appointed to the newly commissioned H7 on 1 July 1915, which had only been completed in Montreal a few days earlier. On 16 February 1916, he joined J5, which was commissioned in May 1916 under the command of C. P. Talbot. It was a pretty inauspicious start; sailing for a patrol off the Dogger Bank on 10 July, J5 had great trouble with depth keeping and on one occasion hit the bottom at 140 feet. On 31 July, she was in collision with H.M.S. Vixen and had to be re-docked at Blyth for repairs to the stem and bow shutters to No. 1 tube. Before the end of 1916, J5 was in dock on three further occasions and during the latter half of the year Commander E. C. Boyle, who had won the V.C. aboard E14 in the Sea of Marmora, assumed command. Operation 'BB' In June 1917, Admiral Beatty, flush with naval intelligence that predicted that a succession of U-boats would pass outward-bound through the North Sea between the 15th and 24th, decided to flood the area around the northern part of Scotland with four flotilla leaders, forty-nine destroyers and seventeen submarines, including J5. The surface ships were deployed in such as way as ‘...to force enemy submarines to dive through certain areas occupied by destroyers so they would be on the surface whilst passing through adjacent areas occupied by our submarines’. During the ten days allocated, 19 German submarines passed through this zone, 12 homeward bound and 7 outward bound; there were 26 sightings and 11 attacks made, eight by destroyers and three by submarines. For J5 and her crew, it had been a relatively quiet period but all that changed on 25 June when the British ships began to return to base and the Germans surfaced; J5 released four torpedoes from 6000 yards range at the conning tower of an enemy submarine. They missed and the Germans replied with the deck gun. On 9 July, through her periscope and in rough seas, J5 fired two torpedoes from 2000 yards at U-86; one hit the fore part of the submarine but failed to detonate. Between 28 July and 21 August 1917, J5 sighted enemy submarines on three further occasions. Returning home, J5 was docked at Newcastle from 9 January to 26 March 1918. In the meantime, three members of the crew were duly honoured for their patrol; Tibble was awarded the D.S.M., Artificer Engineer William James Williams received the D.S.C., and Commander Cecil Ponsonby Talbot received a Bar to his D.S.O. A near fatal error Tibble remained with J5 for the rest of the war and had a lucky escape on 26 May 1918, when her Captain sighted a German submarine on the surface. Altering course, J5’s speed was increased and her deck gun was manned. On closing to 8,000 yards the target was identified as hostile and orders to fire were issued. However, after firing eight rounds, two of which may have been hits, the gun jammed and the J5 dived; she had been running however with the ventilators open, and in haste, these were not shut on diving. Surfacing again with a large bow-up angle and only 500 yards from the U-boat, the J5 was quite unmanageable. There was an estimated 40 tons of seawater in the engine room, chlorine was being given off from the batteries and a flare had been triggered. Luckily, in this moment of extreme vulnerability, the U-boat decided to make off after firing a few ‘desultory and inaccurate’ rounds, perhaps also damaged. Following the conclusion of the Great War, the Admiralty presented the six remaining boats of the ‘J’ Class to the Australian Government. For Tibble, he could be glad of his transfer from D6, which had been sunk by U-73, in June 1918. He was demobilised on 20 January 1919, and eventually discharged from the Submarine Reserve on 10 April 1922. He is also entitled to the 1914-15 Star. Sold with copied service record and other research.

The rare Great War ‘East Africa operations’ D.S.M. group of six awarded to Chief Petty Officer 1st Class, later Wing Commander, W. Dickison, 8 Squadron, Royal Naval Air Service and Royal Air Force Distinguished Service Medal, G.V.R. (272318. W. Dickison, C.P.O. 1Cl. R.N.A.S. E. Africa. 1917.) surname officially corrected; 1914-15 Star (272318 W. Dickison. C.P.O. 3, R.N.); British War and Victory Medals (2. Lieut. W. Dickison. R.A.F.); Defence and War Medals 1939-45, mounted on card for display, generally very fine (6) £1,800-£2,200 --- D.S.M. London Gazette 16 March 1918. Approximately 10 D.S.M.’s awarded for East Africa during the Great War. William Dickison was born in Jarrow-on-Tyne, County Durham in December 1890. He joined the Royal Navy as a Boy in January 1907, and advanced to Engine Room Artificer 4th Class in April 1912. Dickison’s service papers give ‘Air Service from 18 Dec. 1913’, and he advanced to Chief Petty Officer Mechanic in July 1914, and to Chief Petty Officer in January 1915. The activities of the R.N.A.S. in East Africa are splendidly recorded in considerable detail in the Cross and Cockade Journal - a series of 3 articles throughout 2007 entitled R.N.A.S. Operations in German East Africa 1914-1918 by Air Vice-Marshal Peter Dye confirm Dickison’s presence with No. 8 R.N.A.S. Squadron from 22 March 1916 - January 1918. His record of service confirms similar service with H.M. Ships Laconia, Manica and Hyacinth, all vessels operating in that theatre at that time. One item in the diary of events recorded in the above mentioned articles states: “Somewhat violent explosion of petrol down at the hangar this evening. CPO Dickison sustained rather severe burns but was otherwise unhurt. The report was as loud as a canon.” On the formation of the Royal Air Force, 1 April 1918, Dickison’s grade of W.O. 2 saw his automatic commissioning in the rank of Second Lieutenant (Technical Branch). He advanced to Flying Officer in October 1919, and was posted to No. 1 School of Technical Training, Halton in April 1920. Dickison advanced to Flight Lieutenant in October 1927, and was posted for service at R.A.F. Base Malta (202 Squadron, Flying Boats). Subsequent postings included with the Inland Water Transport Unit, Basrah, Iraq in September 1929. Dickison advanced to Squadron Leader in April 1937, and served at the Home Aircraft Depot in the same year. He advanced to Wing Commander in September 1940, and was retired 17 December 1940 (his 50th birthday), only to be re-employed in the same rank the following day. Wing Commander Dickison retired from the Service, 27 December 1944. Sold with copied service papers, and research.

A fine Second War ‘Plymouth Blitz’ B.E.M. pair awarded to Auxiliary Fireman W. A. Edgecombe, Plymouth Auxiliary Fire Service, for his gallantry in fighting fire at the Plymouth Corporation Transport Depot during the Luftwaffe raid of 29/30 April 1941 - ‘during these operations, in addition to the men previously referred to being injured, Larson, Peace and Edgecombe suffered considerably from the effect of blast and flying debris, and although complaining of pain, refused to leave their posts until the fires had been extinguished. Auxiliary Fireman Edgecombe at that time was on the point of collapse but refused to go to hospital until he had returned to his Station with the engine. He was then conveyed to hospital, where it was found that the ligaments of his right leg had been severed and an operation was necessary.’ British Empire Medal, (Civil) G.VI.R., 1st issue (William Albert Edgecombe); Fire Brigade L.S. & G.C., E.II.R. (Fireman William A. Edgecombe) with flattened named lid of card box of issue; together with the recipient’s St. John Ambulance Association Re-Examination Cross, bronze, the reverse engraved ‘A110449 William A. Edgecombe’, generally good very fine (3) £600-£800 --- B.E.M. London Gazette 22 August 1941 (jointly listed with A. W. Larson and J. F. C. Peace, both of the Plymouth Police Fire Brigade, Edgecombe being an Auxiliary Fireman of the Plymouth Auxiliary Fire Service): ‘Bombs caused several large fires at an Omnibus Depot. Fire Inspector Larson was in charge of the operations which were rendered difficult and dangerous by burning oil and exploding petrol tanks. Larson, Police Fireman Peace and Auxiliary Fireman Edgecombe took up the most dangerous positions and after three hours succeeded in subduing the flames. During the whole of this period high explosive and incendiary bombs were being dropped and the three men suffered considerably from the effect of blast and flying debris but refused to give up. They set a very fine example of fire fighting in conditions where there was great risk of death or injury.’ The report of the incident provided by the Chief Constable and Chief Officer of the Fire Brigade (G. S. Lowe) adds the following detail: ‘On the night of the 29th/30th April, 1941, one of the enemy targets during an Air Raid on Plymouth lasting for nearly four hours, was the Plymouth Corporation Transport Depot situated in the Devonport area. This Depot accommodates the undertaking’s omnibuses, offices, repair plant, etc. Several large fires broke out at this Depot involving a considerable number of Public Service Vehicles, and a large portion of the premises. Fire Inspector Larson, who was in charge of the operations succeeded in preventing the fire spreading, and after three hours had the fire well under control. During the whole of this period, this area was under continuous attack by high explosive and incendiary bombs, in addition to which a number of land mines were dropped. Several firemen were injured during these operations and removed to hospital, water supplies were damaged and the fire operations were rendered more difficult due to the bursting of omnibus tyres, burning oil and exploding petrol tanks. Although the Depot itself was struck several times by high explosive bombs, Larson maintained his efforts to extinguish the fire by his example of courage and coolness in face of great danger. He, together with Police Fireman Peace and Auxiliary Fireman Edgecombe at all times themselves took up the most dangerous positions and continued their work with such effort that the fire was prevented from spreading, with the result that the Offices, a large portion of the Stores and the bulk of rolling stock was saved. During these operations, in addition to the men previously referred to being injured, Larson, Peace and Edgecombe suffered considerably from the effect of blast and flying debris, and although complaining of pain, refused to leave their posts until the fires had been extinguished. Auxiliary Fireman Edgecombe at that time was on the point of collapse but refused to go to hospital until he had returned to his Station with the engine. He was then conveyed to hospital, where it was found that the ligaments of his right leg had been severed and an operation was necessary. I was present at this incident until the fires were brought under control, and was impressed by the outstanding ability and leadership of Fire Inspector Larson and the courage and devotion to duty of Fireman Peace and Auxiliary Fireman Edgecombe. Other firemen present rendered excellent service, but the work of these three men, particularly under such dangerous conditions was outstanding. By their example and high effort, many thousands of pounds worth of transport stock were saved. I have observed the quality of Fire Inspector Larson’s work on previous occasions. He has consistently shown fearlessness in face of danger and perseverance when the position has appeared hopeless, and he has not spared himself in rendering continued service of a very high standard. These three men have set a very fine example of fire fighting under conditions where the risk of death or injury was great.’ William Albert Edgecombe resided at 23 Beatrice Avenue, St. Judas, Plymouth. He was a milkman prior to the war, and joined the Auxiliary Fire Service on 1 September 1939. Edgecombe transferred as a regular fireman to the City of Plymouth Fire Brigade on 1 August 1941. He was forced to retire on medical grounds in November 1963, this being as a consequence of a prolapsed disc condition, which he had accidentally received whilst on fire-fighting duties. Sold with the following original documentation: Letter from the Ministry of Home Service informing recipient of the award of his B.E.M., dated 21 August 1941; letter of reference for recipient provided by the Chief Fire Officer of the City of Plymouth on the occasion of his discharge from the service on medical grounds, dated 8 November 1963; newspaper cuttings, and a photograph of recipient and his family outside of Buckingham Palace investiture. Sold with copied research.

Ford van, 2500cc diesel engine, registration M745 NFJ, registered September 98, this vehicle is currently SORN and has not had any HPI checks. We have keys but no paperwork with this vehicle.

A silver cigarette box, wood lined, the lid with engine turned decoration to the lid, Birmingham, 1947, Harman Brothers, 17cm x 14cm x 3.5cm

A slim silver cigarette wafer lighter, London, 1958, with engine turned decoration, Hallmarked Asprey & Co Ltd, 5.5cm high, 43.5g gross

Raleigh scooter, 49cc petrol engine, registration CMM 67A, registered June 1963 ## document ##

Land Rover, 2494cc diesel engine, registration D548 GHU, registered March 87, currently SORN and has not had any HPI checks. We have one key but no paperwork with this vehicle

A silver cigarette case, Birmingham, 1942, Joseph Gloster Ltd, of square form, with engine turned decoration, the cartouche monogrammed, the inscription to the inside 'B.R.C.P. Southampton Division From the War Committee Officers and Members 13.VII.43', 125.9g gross

Two Must de Cartier ballpoint pensThe first gold plated with engine turned finish, the second in jade style lacquer with gold plated accents, with boxes and one with papers. (2)

An early 20th century French silver and guilloche enamel jewellery box by Henri Lambin, the box of rectangular form with central oval painted board palque depicting a figural scene within silver and blue guilloche enamel surround with applied silver garland bouquets to each corner, the engine turned sides mounted with four cast silver feet, the cover opening to reveal lined interior with three compartments and ring tray, 21.5cm wide, 5.5cm highCondition:No key present, one small area of applied silver to one of the corners with possible small repair (end of one bow), other than this just general wear, refer to images