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A Majolica Jardinière of tapering circular form, moulded on either side with dog heads, brace of flowers, decorated predominantly in blue and green, 8 ½” high

A collection of approximately 140 cabinet maker's woodworking tools, early 19th century, the handles stamped ‘J. Lincoln’, including an ebonised mahogany table cabinet containing approximately 104 chisels, many with maker's stamps to the blade including, Thornhill Brothers, W. Hatton, J.B Addis & Son, Frost Norwich, Sharp, S.J Addis Jun, Ward, J.H Sargent, Hatten & Beddall, E. Herring, together with approximately 30 woodworking tools including planes, clamp and brace, many stamped ‘GRIFFITHS, NORWICH’, and other examples stamped A.T CHAMBERLAIN, WATERLOO RD, LONDON, STOKOE, R.HARDY, HULL, some contained in an oak and brass bound chest stamped ‘W.Wheaton’, 28cm high, 43cm wide, 28cm deep Provenance: James Lincoln was head wood carver at Rattee & Kent of Cambridge. Many of these tools were used during his lifetime for restoration work at many noted Castles, Cathedrals and Churches and colleges throughout the United Kingdom including Arundel Castle, Westminster Abbey and the building of the Roman Catholic Ch rch in Cambridge

An evocative set of original Flying Log Books appertaining to Squadron Leader E. Richardson, D.F.C., Royal Air Force, whose early operational career spanned the Fall of France through to numerous cross-Channel sweeps in 1941, via the Battle of Britain, in which latter conflict he piloted Hurricanes in Douglas Bader’s 242 Squadron - and claimed a brace of ‘kills ‘The first example covering the period July 1935 to July 1936, namely early flying experience in Wapitis of No. 31 Squadron out in India; the second the period September 1936 to December 1941, including operational flying in Hurricanes of No. 1 and No. 242 Squadrons in France and during the Battle of Britain, and in No. 258 in cross-Channel offensive sweeps from July 1941, and in Spitfires of No. 92 Squadron from October of the same year - and including seven Bader signatures as Squadron C.O.; and the third the period December 1941 to March 1947, the last seven pages of entries added in November 1945, following the temporary loss of this log book (endorsement refers); together with three old photographs of an official nature, bearing reverse copyright stamps, two of them with handwritten captions in Richardson’s hand, the whole pertinent to No. 242 Squadron; and an old typed wartime statement of services (Lot) £1800-2200 Eric Richardson was born in Scarborough in December 1912 and was educated at the local High School for Boys. Entering the Royal Air Force as an Apprentice in January 1929, he qualified as a Fitter before being selected for pilot training, initially gaining experience as a passenger in Wapitis of No. 31 Squadron in India. Returning home to A.S.T. Brough in September 1936, he was posted to No. 4 F.T.S. at Abu Sueir, Egypt that December and, on gaining his ‘Wings ‘, to No. 94 (B.) Squadron at Shaibah in Iraq in July 1937. Having then returned home in early 1939, Richardson attended No. 1 A.A.C.U. at R.A.F. Squires Gate, in which capacity he was detached for Army Co-operation flights out of Abbeville, France in early 1940. Then in early June, having converted to Hurricanes, he served briefly in No. 1 Squadron before joining another Advanced Air Striking Force unit, No. 242 Squadron, at Chateaudun. Several offensive patrols ensued, primarily over the Nantes sector, until, on the 18th, the Squadron was withdrawn to the U.K. - Richardson flew back with no maps, ran out of fuel and landed on a beach near Minehead. Two days later, 242’s exhausted, demoralised and battle-scarred pilots flew in to Coltishall to meet their new C.O., Acting Squadron Leader Douglas Bader. The latter’s forceful character was soon felt by all and he quickly dismissed any doubts about his tin-legged flying capabilities, putting on a spectacular 30 minute session of low-level aerobatics right over the airfield. Red tape, too, was swiftly brushed aside, mounds of paperwork quickly finding its way into the waste-paper basket, and an annoying desk-bound Officer (Equipment) at Fighter Command H.Q. received a memorable Bader-broadside. Far more noteworthy, however, was Bader’s related message to Group: ‘242 Squadron now operational as regards pilots but non-operational repeat non-operational as regards equipment.’ He had barely been with 242 a week. Quite what Richardson and his fellow pilots made of this extraordinary display remains a matter for debate. Certainly they were not amused by their new C.O’s thoughtless jab at the lack of proper shoes, ties and shirts being worn by them - he was quickly informed that most of their clothes had been left in France. But his immediate apology was better received, especially when he sent them all off to a tailor in Norwich at the Air Ministry’s expense. There can be no doubt, however, that not all of 242’s pilots were willingly fitting into Bader’s required mould, dogmatic leader that he was. When Richardson and fellow pilots were taken up to lead a formation in dummy attacks, he would bark at them ‘like an exuberant mastiff’ if they made any errors. It must have been a difficult experience, most of them having seen far more action than their C.O., but failure to fit in with his future plans meant almost certain transfer. In fact Bader had just such transfers in mind when he first interviewed each pilot on his arrival, but clearly Richardson was a favoured candidate. In early July, following a successful meeting with Dowding regarding equipment supply, Bader signalled Group: ‘242 Squadron now fully operational.’ And at this point Richardson’s relevant Flying Log Book records the first of numerous convoy patrols, and indeed his first ‘kill ‘, a Ju. 88 brought down in the sea off Lowestoft on the first day of August; so, too, a Ju. 88 on the last day of the month, his Flying Log Book noting that it broke its back on hitting the water and sank in a few seconds, and a confirmed Do. 17 on 9 September. Indeed 242 remained actively employed out of Coltishall - and later Duxford - until the Battle’s end, Richardson noting that he had never seen so many vapour trails while visiting the latter airfield on a daily basis in October. In January 1941, shortly before Bader’s departure from 242, the Squadron flew its first cross-Channel offensive sortie, escorting a bomber strike on a target in France, Richardson observing that he ‘didn’t see any Jerries but plenty of A.A. fire. One machine holed in wing’. Commissioned in the following month, he remained actively employed on convoy patrols, Whitney Straight assuming command on the loss of Squadron Leader Treacy in mid-April 1941 - in fact losses climbed steadily over the summer, as 242 commenced flying ‘Circuses ‘on a more regular basis out of North Weald, but in a sweep on 17 June, Richardson added a brace of 109s damaged to his tally. In July 1941, he transferred to 258 Squadron at Martlesham Heath in the rank of Flight Lieutenant, and flew around 60 convoy patrols over the next few weeks. He was recommended for the D.F.C. (London Gazette 9 September 1941): ‘This officer has been engaged in operations against the enemy for over a year and has destroyed two and damaged two hostile aircraft. He participated in evacuation patrols in France in June 1940, and, later on, fought in the Battle of Britain. Since February 1941, Flight Lieutenant Richardson has taken part in 11 bomber escorts and four Channel sweeps. He has displayed devotion to duty and has set an excellent example throughout.’ Then in October 1941 he was posted to 92 Squadron, a Spitfire unit operating out of Gravesend, and completed a brace of ‘Circuses ‘in the same month, in addition to numerous dusk patrols before he was finally ‘rested ‘in mid-December with an appointment in No. 53 Operational Training Unit (O.T.U.) at Llandow. Having then served in a similar capacity in No. 56 O.T.U. at Sutton Bridge from February to October 1942, he was posted to Northern Ireland as a Liaison Officer to the U.S.A.A.F., and was afterwards attached to the 8th U.S.A.A.F. H.Q. Indeed Richardson remained employed on similar ground duties until the War’s end - having attended the R.A.F. Staff College in early 1944, he joined Transport Command, served in North-West Europe at assorted ‘staging posts ‘and gained appointment as an Acting Squadron Leader. Post-war, he qualified as an Intelligence Officer, served in the Middle East and was advanced to the substantive rank of Squadron Leader in January 1949. He was placed on the Retired List in October 1958 and died in September 1973.

The important Ashanti 1895-96 expedition K.C.B., Southern Nigeria 1892 operations K.C.M.G. group of eleven awarded to Major-General Sir Francis Scott, Inspector-General of the Gold Coast Constabulary, who, command of two important expeditions aside, had earlier seen extensive action with the 42nd Highlanders and been wounded in the head in the Ashantee War 1873-74 The Most Honourable Order of The Bath, K.C.B. (Military) Knight Commander’s insignia, comprising neck badge, silver-gilt and enamels, hallmarks for London 1894, and breast star, silver, gold and enamel centre; The Most Distinguished Order of St. Michael and St. George, K.C.M.G. Knight Commander’s insignia, comprising neck badge, silver-gilt and enamel, and breast star, silver, gold and enamel centre; Crimea 1854-56, 3 clasps, Alma, Balaklava, Sebastopol (Captain F. C. Scott, 42nd Royal Highalnders), contemporary engraved naming; Indian Mutiny 1857-59, 1 clasp, Lucknow (Capt. F. C. Scott, 42nd Rl. Highlanders); Ashantee 1873-74, 2 clasps, Coomassie, 1892 (Major F. C. Scott, 42nd Highds., 1873-4); Ashanti Star 1896; Jubilee 1887, silver; Turkish Order of Medjidie, 5th class breast badge, silver, gold and enamel; Turkish Crimea 1855, Sardinian issue, together with a portrait miniature in oval gilt-metal glazed case, and an old leather case which once housed the recipient’s awards, the lid gilt embossed, ‘Lieut. Coll. F. C. Scott’, the K.C.B. and K.C.M.G. insignia added for display purposes, the Crimea Medal with refixed suspension claw and contact wear, good fine, the Turkish Crimea similarly worn, but otherwise generally very fine and better (12) £6000-8000 Francis Cunningham Scott was born in India in August 1834, the eldest son of Carteret Scott, late of Balerno, Midlothian and Emily, a daughter of Admiral Francis Coffin. Appointed an Ensign in the 42nd Highlanders in November 1842, he was advanced to Lieutenant shortly before witnessing active service in the Crimea 1854-55, when he was present at Alma and Balaklava, the siege and fall of Sebastopol, and in the expeditions to Kertch and Yenikale - and awarded the Turkish Order of Medjidie, 5th class. Having then been advanced to Captain, he witnessed extensive action in the Indian Mutiny, being present in the battle at Cawnpore on 6 December 1857, several subsequent skirmishes, and the siege and fall of Lucknow, including the assault on the Martiniere and Bank’s Bungalow. He was afterwards present in the attack on Fort Rooyiah and at the capture of Bareilly. Advanced to Major in March 1868, Scott next witnessed active service in the Ashantee War 1873-74, picking up a head wound in the battle at Ordahsu, but nonetheless taking command of the 42nd at the capture of Coomassie - he then commanded the rear-guard after that place had been destroyed by fire. Mentioned in despatches and awarded the C.B., he was also given the Brevet of Lieutenant-Colonel. Having then been appointed a member of H.M’s Gentlemen-at-Arms, Scott was placed on the Retired List in the rank of Colonel in July 1881, but retained his links with the military establishment as Colonel of the 4th Battalion, Middlesex Regiment and also served as a J.P. for Midlothian. In 1891, however, he returned to West Africa as Inspector-General of the Gold Coast Constabulary and it was in this capacity - and later as a Major-General - that he would be given command of two major expeditions, the first of them in the following year, against the rebellious Jebus in Southern Nigeria, and the second against the Ashantis in 1895-96. The former expedition, which arose when the Jebus refused to keep their roads open to foreigners, took place in May 1892, Scott commanding a force of 55 men of the West India Regiment, 344 Lagos and Gold Coast Hausas, a levee of 100 Ibadan warriors and 343 carriers, the whole under the command of 11 officers - and supported by three 7-pounder guns, a brace of Nordenfeldts and a maxim. Embarked at Lagos aboard assorted yachts, tugs, steam launches and canoes, the force made its way down the Lagos Lagoon and landed at Epe, some 30 miles distant, where a further 186 carriers were collected. Heavy fighting ensued in the thick forest and a protracted engagement ensued at the crossing of the Yemoji River, British casualties amounting to two officers wounded, and five other ranks killed and 40 wounded, while the Jebus claimed to have lost 17 chiefs and around 1000 men killed. Scott was appointed K.C.M.G. Then in 1895, as relations with the Ashantis deteriorated amidst claims of human sacrifice, he was once more called upon to lead a punitive expedition, this time in the rank of Major-General. Little else need be added here about such a well-recorded chapter of Empire - not least in George Musgrave’s To Kumassi with Scott, which was published in London in 1896 - but for the record he and his 2000-strong force traversed some 140 miles of jungle and swamp ‘fraught with perils more to be dreaded then the arms of the savage Ashantis’, and, as a result, lost numerous men to fever and dysentery - among them Queen Victoria’s son-in-law, Prince Henry of Battenberg, whose widow is said to have designed the Ashanti Star. And when, at length, the capital Kumassi was reached, King Prempeh and his warriors had no wish to risk repeating the outcome of the 1873-74 operations. When, cringing and trembling, Prempeh stood before Scott, the latter addressed a few words to him via an interpreter: ‘Tell him, I am glad to see him here, and that there has been no fighting. I think he and his people have shown very good sense in not resisting the advance of the Queen’s forces. I don’t want any of those noises or disturbances at night, as we had when I was here 22 years ago in the last war. He must tell his people to bring things and form a market, and everything will be paid for. The town must be kept clean .. We want good order, and I have told my people that they must not plunder anyone. The Governor, who is Her Majesty’s representative, will be here tomorrow. He will arrange a day of palaver, and you must take your submission to him in native custom. That is all. I wish you a good evening.’ As it transpired, the Governor was not quite so well disposed, and King Prempeh and all his court were taken to the Gold Coast capital and thence deported. For his own part, Scott received the thanks of the Secretary of State for the Colonies, the Secretary of State for War, and the Commander-in-Chief, and was appointed K.C.B., and shortly afterwards became Commandant of Local Forces and Inspector-General of Police in Trinidad and Tobago. He died suddenly, back in London, in June 1902, aged 67 years; sold with an early edition of Musgrave’s To Kumassi with Scott.

Three: Lieutenant R. H. Stacey, Royal Air Force, late King Edward’s Horse, Royal Sussex Regiment and Bedfordshire Yeomanry and Royal Flying Corps, who was seriously wounded in a combat over Bailleul in May 1918 1914-15 Star (1115 Pte., K. Edw. H.); British War and Victory Medals (Lieut., R.A.F.), generally good very fine (3) £300-350 Reginald Howard Stacey was born at Houghton, near Arundel, Sussex in October 1892 and was educated at Haileybury. Enlisting in the Royal Fusiliers in September 1914, he transferred to 2/King Edward’s Horse as a Trooper in the following month and served in the same capacity out in France from May 1915 to January 1916, when he returned to the U.K. and was commissioned as a 2nd Lieutenant in the 2/4th Royal Sussex Regiment. Having then transferred to the Bedfordshire Yeomanry, he applied to the Royal Flying Corps for pilot training and qualified for his ‘Wings ‘in February 1917 (Certificate No. 4405). He subsequently served out in France in 29 and 11 Squadrons, May to August 1917, but was invalided home to hospital in the latter month. Returning to duty in the U.K. with No. 85 Squadron that November, he transferred to No. 41 Squadron, an S.E. 5a unit out in France, shortly afterwards, and must have flown numerous sorties prior to being seriously wounded in a combat over Ecquedecques in the early evening of 11 May 1918, most probably by enemy ace Leutnant Kurt Monnington of Jasta 18. Absolutely certain is the fact his wounds - caused by a brace of machine-gun bullets - resulted in the amputation of his left leg below the knee, and he was invalided out of the Royal Air Force in April 1919, following a special medical board held at Caxton Hall in London.

A fine Second World War Malta convoys O.B.E. group of seven awarded to Captain A. MacKinlay, Merchant Navy: having emerged unscathed from ‘Operation Excess ‘, his command, the Clan MacDonald, survived the ordeals of ‘Operation Halberd ‘in September 1941 - but only just - one torpedo missing his ship by just five feet The Most Excellent Order of the British Empire, O.B.E. (Civil) Officer’s 2nd type breast badge; British War and Mercantile Marine War Medals 1914-18 (Alexander MacKinlay); 1939-45 Star; Atlantic Star; Africa Star; War Medal 1939-45, good very fine (7) £600-800 O.B.E. London Gazette 4 February 1942. The original recommendation states: ‘The ship made two passages through enemy waters. On the outward voyage she was attacked by torpedo bombers, but with help succeeded in driving them off. On the return passage she was twice attacked by bombs and torpedo bombers. Again her gunnery was spirited, and she hit at least two enemy aircraft. Only skilful seamanship saved her from being torpedoed. Captain MacKinley showed great skill throughout, and he was ably assisted by Mr. Main (Chief Engineer) and Mr. Ellis (Chief Officer).’ Alexander MacKinlay, who was born in Skipness, Argyllshire in December 1879, served in the Mercantile Marine in the Great War as a 1st Mate and Ship’s Master operating out of Tilbury Docks, initially in the Clan Graham and, from December 1917, in the Clan MacArthur. Remaining similarly employed between the Wars, he commanded several vessels of the Clan Line, among them the Clan MacGillivray, aboard which ship he won a Medal & Diploma from the Institute of de Socorros a Naufragos for saving the crew of the Portuguese fishing vessel Dois Manos off Cape Espichel on 23 December 1931. The renewal of hostilities found him in Australia, where he took command of the Clan MacDonald, and it was for his gallant and skilful command of her on the Malta-run that he was awarded his O.B.E., and more precisely for ‘Operation Halberd ‘- and this after earlier participation in ‘Operation Excess ‘in January 1941, when Clan Macdonald made a perilous run to Piraeus with a cargo of tanks. Of her outward voyage during ‘Halberd ‘, the highlight was undoubtedly a protracted air-sea battle that witnessed the demise of 14 enemy aircraft - and a close-call from torpedo attack - but she reached Grand Harbour, Valetta unscathed on 28 September 1941, when she was cheered into port with her fellow merchantmen. Yet it was during her more or less solo run home in the following month - she departed Malta on the 11th with 11 passengers, including four children - that 62 year old MacKinlay’s skills were tested to the limit. Having passed through the Narrows and hoisted a French flag, his command was shadowed by four Italian aircraft, reports from which no doubt led to the ordeal that followed - namely a three-pronged attack that produced a brace of torpedoes - one of which missed the Clan MacDonald by just five feet - and a mine, but the aircraft that dropped the latter was hit several times by MacKinlay’s gunners, and was seen to lose height as it broke off the attack. Two hours later, another torpedo bomber turned towards the Clan MacDonald, but was the recipient of similar accurate gunnery from Clan MacDonald and retired badly damaged without having launched an attack. The next day another enemy aircraft circled respectfully out of range, and MacKinlay and his gallant crew reached Gibraltar safely on 19 October 1941. No further entries are listed on MacKinlay’s Board of Trade record of service after March 1942.

A well-documented and exceptional Second World War immediate D.S.O., two tour D.F.C. group of eight awarded to Squadron Leader J. B. Starky, Royal Air Force, late Royal New Zealand Air Force: in what was undoubtedly one of the great ‘epics ‘of the last war, he flew home his crippled Lancaster after two crew had baled out and two others lay seriously wounded - but Starky was no stranger to perilous flight, having already survived a crash-landing in the desert and coaxed back another Lancaster minus six feet of its starboard wing Distinguished Service Order, G.VI.R., 1st issue, silver-gilt and enamels, the reverse of the suspension bar undated, an official replacement in its Garrard, London case of issue; Distinguished Flying Cross, G.VI.R., reverse officially dated ‘1943’, an official replacement in its Royal Mint case of issue; 1939-45 Star; Air Crew Europe Star; Africa Star; Defence and War Medals, M.I.D. oak leaf; New Zealand War Service Medal 1939-45, the first two virtually as issued, the remainder very fine or better (8) £2500-3000 D.S.O. London Gazette 28 September 1943. The original recommendation states: ‘At 20.11 hours on the night of 5-6 September 1943, Lancaster Y-DS 682 took off for Mannheim. The Captain, Acting Squadron Leader J. B. Starky, was on his forty-seventh trip; the remainder of the crew had about 20 sorties each to their credit. At 01.50 hours the aircraft, with starboard elevator almost completely shot away, the Navigator and Wireless Operator missing, and two more of the crew wounded, forced landed successfully at Ford. What follows is the story of events in between: The trip was uneventful until some 20 miles short of the target. The weather was clear and the aircraft was flying at 19,000 feet. Suddenly without any previous warning, a night fighter dived in a head-on attack. Our aircraft was badly hit, the cockpit was filled with smoke and a bright light gave the impression of a fire. It then went into a violent spiral - the central column rocking violently - and being unable to regain control the Captain gave the order to abandon by parachute. The Mid-Upper Gunner, Sergeant K. Tugwell, called out that the Rear-Gunner was stuck in his turret and the Captain made a desperate effort to regain control. The stick became a little easier, due to the dinghy which had been jammed in the tail unit blowing free, and the Captain regained control. The night fighter - a Ju. 88 - then attacked again from the rear. Both tail and Mid-Upper Gunners held their fire, and shot it down in flames. Squadron Leader Starky then attempted to take stock. He found that both Wireless Operator and Navigator had jumped by parachute, that his Flight Engineer was wounded in the shoulder and the 2nd Pilot wounded in the arm and head. The Bomb Aimer, Flying Officer B. A. W. Beer, had attempted to jump from the front exit, but had been unable to jettison the escape hatch. When he was finally half way out of the aircraft, he heard the Captain say ‘Hold on! ‘as he had the aircraft back under control. The Rear-Gunner was now manning the mid-upper turret, while the Mid-Upper Gunner and Bomb Aimer attended the wounded. The Captain then attempted the most difficult task of bringing his badly damaged aircraft back to base without the assistance of a Wireless Operator or Navigator. He set an approachable course for base and carried on this for over 30 minutes. By this time the Bomb Aimer had gone back to do the navigation, but as the navigators log had gone he had no plot and gave the Captain an amended course for base. On their way across France they were repeatedly fired at by A.A. batteries and as his inter-com had now gone, the Captain was compelled to take evasive action only from the judgment of the gun flashes. On one occasion the Bomb Aimer had to go through to tell the Captain that shells were bursting dangerously near the tail. In this precarious state the damaged Lancaster made its way back through the enemy fighter belt. The Mid-Upper Gunner manned the wireless set and succeeded in getting acknowledgment to a laborious S.O.S. The Bomb Aimer tried unsuccessfully to work GEE. Eventually the Channel was reached and as they drew near the coast the Captain and Bomb Aimer flashed S.O.S. on their lights. As they crossed the shore an immediate green was received and Squadron Leader Starky effected a masterly landing of his now uncontrollable aircraft, bringing it in at an air speed of 140 m.p.h. The story of this flight is an epic, and the return of the aircraft to this country must be considered due firstly and primarily to the superb airmanship and captaincy of Squadron Leader Starky, and actually to the magnificent co-operation of the rest of the crew. Squadron Leader Starky has already been recommended for the Distinguished Flying Cross for his really magnificent work during two tours of operations, and I consider that his latest achievement is worthy of the immediate award of the Distiguished Service Order.’ D.F.C. London Gazette 10 September 1943. The original recommendation states: ‘This officer is now on a second tour of operations. In 1941-42 he carried out a most successful tour on Wellingtons in the U.K. against targets in Germany and German occupied Europe - finishing in the Middle East with attacks against objectives in the Mediterranean. Flight Lieutenant Starky has now completed 42 sorties and has attacked many highly defended targets, including Essen, Benghazi and Pireaus, and has recently been actively engaged in the Battle of the Ruhr. On one occasion recently he collided with another aircraft over enemy territory and lost a large piece of his starboard wing, but succeeded by superb airmanship in bringing his badly damaged aircraft back to base. This officer has at all times shown resolution, courage and ability of the highest order in his attacks on enemy targets. His cheerful contempt for danger and his keenness for operational flying, have set a fine example to the other aircrew of this squadron.’ Mention in despatches London Gazette 11 June 1942. James Bayntun ‘Jim ‘Starky, who was born in Gisborne, New Zealand in November 1916, enlisted in the Royal New Zealand Air Force in July 1940 and commenced pilot training at No. 1 E.F.T.S., Taieri, near Dunedin that August. Following further training at Wigram, Christchurch, he was embarked for the U.K., where he attended No. 20 O.T.U. at Lossiemouth in Scotland and converted to Wellingtons prior to going operational as a 2nd Pilot in No. 149 Squadron at Mildenhall, Suffolk in June 1941. Quickly participating in nine operational sorties over the next few weeks, Dusseldorf, Bremen, Essen, Mannheim and Munster among the chosen targets, in addition to a brace of trips to Brest to attack the Prinz Eugen and Scharnhorst, he was ordered to the Middle East in September 1941, the same month in which he was appointed Flight Sergeant. Posted to No. 148 Squadron on his arrival - another Wellington unit, operating out of Kabrit - his aircraft was hit by flak on his very first sortie to Benghazi on 5 November. Appointed 1st Pilot in the same month, he had his work cut out for him on the night of the 25th while en route to another target, for local Arabs had exchanged a landing ground’s fuel supply for water - his engines cut out shortly after take-off and although by means of pressing his head against the canopy windscreen to peer into the darkness he managed to effect a full glide angle crash-landing, two members of crew were killed outright and others seriously injured - had he not managed to jettison the bomb load none would have survived. Having been knocked out and injured himself, Starky nonetheless set off into the desert to find help, walking 12 miles over rough terrain until staggering into Landing Ground 60 covered in blood - he then guided an ambulance to the crash site. In due course mentioned in despatches for his gallantry and l

A rare and most unusual Great War Southern Russia operations M.M. group of eight awarded to Flight Sergeant B. Tatton, Auxiliary Air Force, late Royal Warwickshire Regiment Military Medal, G.V.R. (1918 Pte. B. Tatton, 9/R. War. R.); 1914 Star, with clasp (1918 Pte., R. War. R.); British War and Victory Medals (1918 A. Cpl., R. War. R.); Defence and War Medals; Imperial Service Medal, G.VI.R., 2nd issue (Bertie Tatton, M.M.); Air Efficiency Award, G.VI.R., 1st issue (805154 Cpl., A.A.F.), the third with loose replacement riband bar and all the Great War period awards with contact marks, edge bruising and polished, thus good fine, the remainder good very fine (8) £800-1000 M.M. London Gazette 29 March 1919. Bertie Tatton, a native of Birmingham, first entered the French theatre of war on 4 October 1914, most probably as a member of the 2nd Battalion, Royal Warwickshires. Sometime thereafter transferring to the 9th Battalion, which unit arrived in Mesopotamia in February 1916, but moved to South Persia in July 1918 and to South Russia that August, he was awarded his M.M for the fighting at Baku as a member of ‘Dunsterforce ‘in the following month - Baku being the oil-rich key to control of the Caspian Sea. Formal notification of his award was received ‘In the Field ‘at Krasnovodsk on 21 October 1918 (Battalion war diary refers), the same source also listing M.M. London Gazette 29 March 1919. Bertie Tatton, a native of Birmingham, first entered the French theatre of war on 4 October 1914, most probably as a member of the 2nd Battalion, Royal Warwickshires. Sometime thereafter transferring to the 9th Battalion, which unit arrived in Mesopotamia in February 1916, but moved to South Persia in July 1918 and to South Russia that August, he was awarded his M.M for the fighting at Baku as a member of ‘Dunsterforce ‘in the following month - Baku being the oil-rich key to control of the Caspian Sea. Formal notification of his award was received ‘In the Field ‘at Krasnovodsk on 21 October 1918 (Battalion war diary refers), the same source also listing four other M.Ms and a brace of M.Cs for the same operations, the citations for the latter being in respect of a hotly contested action at Baku on 14 September 1918. Of this action - and there can be no doubt it was the same engagement that resulted in Tatton being decorated - the war diary states: ‘Saturday 14th: 4 a.m. - very heavy rifle fire and machine-gun fire on the left of the line which increased in intensity up to dawn. Enemy had attacked and by 8 a.m. it was reported that they had broken through Wolf’s Gap and 2,000 were advancing on Baku. Enemy demonstrated on the left of our front from Binagady Oil Stacks at dawn. Captain E. J. N. Bushill’s detachment moved to Brigade about 9 a.m. to protect our rear as the left of the line appeared to be badly broken. 11.15 a.m. - message from Russian H.Q. saying that three ship loads of Bicherakoff’s troops had arrived and were proceeding straight into action - this as it turned out was entirely false. 1 p.m. - Worcesters finding the enemy operating at their rear were compelled to withdraw from Baladgari and the railway embankment to high ground in rear, leaving our left exposed. The enemy then attacked our left, and ‘A’ Company withdrew to high ground in line with the Worcesters with enemy holding the railway embankment. ‘D’ Company fell back to the top of the cliffs. Orders from Brigade, who had fallen back one mile along the Baku Dygya road, to withdraw. Battalion H.Q. established in rear house on outskirts of town, about 300 yards behind lines about 3.30 p.m. 5 p.m. - received orders that British would withdraw to the town at dusk and evacuate. 8.45 p.m. - Brigade, 8th Battery R.F.A. and several Dunsterforce officers marched into the town prepared for street fighting and proceeded to Arsenal Square for embarkation on three ships already prepared. Embarked immediately. Ford cars, armoured cars and aeroplanes were all destroyed or thrown into the sea. Our boat sailed about midnight with all Lewis guns mounted on the bridge deck. No shots were fired at us. Practically all kits had to be left behind.’ The Battalion sustained casualties of four officers and 12 other ranks wounded, three missing and two killed. Tatton was awarded his Air Efficiency Award in 1943 (Air Ministry Orders N. 1176-N. 1198 of that year refer), and his Imperial Service Medal for subsequent services as a Warehouseman in the Supplies Department of G.P.O., Birmingham (London Gazette 18 December 1951 refers).

A fine Second World War D.F.M. awarded to Flying Officer E. Conner, Royal Air Force Volunteer Reserve, a Mid-Upper Gunner and ‘Battle of Berlin ‘veteran who had half of his turret demolished by an incendiary dropped from another Lancaster - but who nonetheless remained at his post Distinguished Flying Medal, G.VI.R. (1523357 F./Sgt. E. Conner, R.A.F.), together with original Buckingham Palace forwarding letter, in the name of ‘Flying Officer Edward Conner, D.F.M.’, and a wartime newspaper cutting, extremely fine £1800-2200 D.F.M. London Gazette 15 September 1944. The original recommendation states: ‘Since commencing his operational tour in November 1943, as Mid-Upper Gunner of a Lancaster bomber, Sergeant Conner has completed 30 operational sorties and has flown 186 hours on operations. These operations have included eight attacks on Berlin as well as attacks on many of the most heavily defended targets in Germany. Sergeant Conner has been attacked on several occasions by enemy fighters, and by his skill he has contributed greatly to the safety of his aircraft and to the many successful attacks made by his Captain. On one occasion, whilst bombing Schweinfurt a 30lb. incendiary from another aircraft tore away half his turret and made a large hole in the fuselage, and in spite of the fact he was sitting almost in the open air, and in spite of suffering from a frost bitten face due to the intense cold thus caused, Sergeant Conner stuck to his post and maintained a vigilant watch until his aircraft was safely back at base. Sergeant Conner’s fortitude and consistent coolness and devotion to duty are a magnificent example to the Squadron and I strongly recommend him for the award of the Distinguished Flying Medal.’ Edward Conner, who was born in Wallsend in 1919, enlisted in the Royal Air Force Volunteer Reserve in 1942, direct from the his place of work, the North-Eastern Marine Engineering Company. Trained as a Mid-Upper Gunner, he went operational in November 1943 with a brace of trips to Berlin on the 22nd and 30th, most probably in No. 103 Squadron, a Lancaster unit out of which was formed the nucleus of No. 576 Squadron at Elsham Wolds, Lincolnshire in the following month. Remaining actively employed in the latter unit until June 1944, he notched up 34 sorties prior to being ‘rested ‘and commissioned as a Pilot Officer in December 1944 - in between lay no less than six more sorties to the ‘Big City ‘, four of them in succession, but undoubtedly Conner’s most hair-raising trip was that to Schweinfurt on the night of 24-25 February 1944, when, as cited above, half of his turret was destroyed by a falling 30lb. incendiary from another Lancaster; that said, another close-call was encountered on returning to Elsham Wolds from Rouen in the early morning hours of 19 April 1944, his aircraft being attacked by an enemy night fighter as it circled the airfield before landing - ‘some damage was done to the aircraft but none of the crew were hurt.’ Having then visited more heavily defended German targets, Cologne, Dusseldorf and Essen among them, Conner and his crew turned their attention to a spate of other French targets in support of the forthcoming Allied invasion, attacking enemy communications at Crisbecq on the night of 5-6 June 1944, and Vire on D-Day itself. And it was shortly after these operations that he was recommended for his D.F.M. by Wing Commander G. T. B. Clayton, D.F.C., but four more sorties ensued before he was finally ‘rested ‘, the last of them being to Domleger on 29 June 1944. Conner was advanced to Flying Officer in June 1945.

Egypt and Sudan 1882-89, undated reverse, 1 clasp, The Nile 1884-85 (525 Pte. A. Brace, 2/Essex R.) slight edge bruising, pitting, nearly very fine £140-180 Awarded a Testimonial of the Royal Humane Society for saving the life of Corporal William Marriott who was in imminent danger of drowning in the Nile at Keneh (ref. R.H.S. Case Book 1885) - not with lot.

'YEATS,W.B. 'The Cutting of An Agate', Macmillan, 1919. Blue glt. cl. worn, Tog.with ELLIOT, T.S. 'The Family Reunion', Faber, 1939. in d/w. Tears to spine, Plus 'Poetry and Drama', Faber, 1951, in d/w. Plus 'The Cocktail Party', Harcourt, Brace & co. 1950. w/o d/w. Plus others inc. C.S. Lewis. 28

W * DEXTER - Still life, a brace of pheasants, signed, watercolour, 21" x 161/2"

Vintage Brace By Moulson Of Sheffield

A Spanish 19th century style oak refectory table, 20th century, the top above shaped square section supports united by metal brace, 77 x 140 x 89 cm, together with three matched chairs and two country spindle back chairs, (6).

WOOLF, Virginia, 'Haunted House', Harcourt, Brace & co. 1944. in d/w. Tog.with 'A Writer's Dairy', ed. Leonard Woolf. The Hogarth Press, 1953. plus others by or about same. 27

A Victorian mounted clear glass scent/flask and vinaigrette combined, of plain circular form, the scent with sprung, globular cover, by George Brace, London 1877, 3.2in (8cm) high.

1847 BRASS PLATED BRACE BY FENTON AND MARSDEN TOGETHER WITH BEECH PLOUGH PLAIN WITH BRASS FITTINGS 1899 J. MOSELEY AND SON. NEW ST. LONDON

A BRACE OF .250 (LONG) MARTINI-ACTION CADET RIFLES, serial no. 1055 & n.v.s.n., the first by Francotte with a 27 1/2in. sighted barrel, the other by B.S.A with a 27 1/2in. sighted barrel, the action stamped with a crown surmounted by 'VICTORIAN GOVERNMENT'.

A fine Second World War Bomber Command operations D.F.C., D.F.M. group of six awarded to Flight Lieutenant R. E. Manvell, Royal Air Force, a Flight Engineer who completed a tour of duty in Lancasters of 97 Squadron before joining Pathfinders and participating in the Hamburg ‘firestorm’ and Peenemunde raids: he was killed in action in June 1944 distinguished Flying Cross, G.VI.R., reverse officially dated ‘1944’; Distinguished Flying Medal, G.VI.R. (569921 Sgt. R. E. Manvell, R.A.F.); 1939-45 Star; Air Crew Europe Star; Defence and War Medals, generally good very fine (6) £2500-3000 d.F.C. London Gazette 6 June 1944. The original recommendation states: ‘Flight Lieutenant Manvell is the Squadron Flight Engineer Leader and has a fine operational record. He has completed 51 operational sorties, 21 of which have been with the Path Finder Force, against the most heavily defended targets in Germany. Apart from his duties as Engineer Leader, which he has carried out with zeal and efficiency, he has shown outstanding keenness to fly on operations on every possible occasion. His enthusiasm to undertake operational work has been an inspiration and, in particular, an example to the Flight Engineers entrusted to his care. His ability for training and instructing Flight Engineers, and his high sense of devotion to duty and his work on this squadron make him very worthy of the award of the Distinguished Flying Cross.’ D.F.M. London Gazette 14 May 1943. The original recommendation states: ‘This airman has participated very successfully in numerous operational sorties. His targets have included Essen and other strongly defended industrial centres in the Ruhr. He also took part in raids on Berlin and Italy and with good effect. In daylight, he has attacked Milan, Le Creusot and Danzig. His skill and courage have been an example to all.’ Robert Edward Manvell, a native of New Eltham in London, commenced his operational career as a Flight Engineer in No. 97 (Straits Settlement) Squadron, a Lancaster unit operating out of Woodhall Spa, Lincolnshire, in June 1942, with three successive trips to Bremen, the first of them a ‘Thousand Bomber Raid’. Thus ensued a busy tour of operations, undoubtedly to targets of the heavily defended kind, including Berlin, Cologne, Duisberg (thrice), Dusseldorf (twice), Essen, Hamburg, Milan (thrice), Nuremburg and Saarbrucken, in addition to three daylight raids: Danzig on 11-12 July, a Bomber Command ‘first’ involving 44 Lancasters and a 1,500 mile round trip, Le Creusot on 17 October, No. 5 Group’s famous dusk attack on the Schneider locomotive and armaments works, and Milan on 24 October, another risky enterprise with 88 Lancasters. manvell was recommended for his D.F.M. in March 1943, having completed 30 sorties and 170 hours of operational flying, and was commissioned as a Pilot Officer in the following month. returning to the operational scene with No. 156 Squadron in June 1943 - a Path Finder Force unit operating in Lancasters out of Alconbury, Huntingdonshire, and later from Warboys - Manvell quickly carried out a brace of trips to Cologne. So, too, in July, four successive strikes against Hamburg, strikes that culminated in the famous ‘firestorms’. Having then flown sorties to Mannheim, Nuremburg and Milan - the latter on three occasions - he participated in the famous Peenemunde raid on 17 August 1943, in Lancaster EE-926, piloted by Flying Officer A. M. Lutz. his very next raid proved to be the costliest of the War so far, a strike against Berlin on the night of 23rd-24th, in which nearly 60 aircraft were lost. Trips to Nuremburg, Modane and Hanover followed, but he remained grounded in the months of October and November, quite probably to attend a Squadron Flight Engineer Leader’s course - certainly he was advanced to Flying Officer in the former month. A return trip to the ‘big city’ in December, and strikes against Frankfurt, Leipzig and Stuttgart in February-March raised his operational sorties to the 50-mark - and 307 hours of operational flying - and he was recommended for the D.F.C. sadly, however, on the night of 23-24 June 1944, in Lancaster JB230 GT-S, captained by Pilot Officer D. Langford, D.F.C., he was killed in action in a marker operation for a flying-bomb site at Coubronne. His aircraft crashed at Zuytpeene, four kilometres from Cassel, only one member of crew surviving to be taken P.O.W., the remainder being buried in the local churchyard. £2500-£3000

A rare Fall of France 1940 D.F.M. group of four awarded to Flight Lieutenant L. S. Pilkington, Royal Air Force Volunteer Reserve, who was credited with 5 ‘kills’ as a Hurricane pilot in No. 73 Squadron prior to transferring to Spitfires of No. 111 Squadron and being killed in action on a Channel offensive sweep in September 1941: he was to have been married just six days later distinguished Flying Medal, G.VI.R. (741935 Sgt. L. S. Pilkington, R.A.F.); 1939-45 Star; Air Crew Europe Star; War Medal 1939-45, together with related dress miniature for the first, generally extremely fine (5) £5000-6000 d.F.M. London Gazette 16 July 1940: ‘For exceptional gallantry and devotion to duty in the air from January 1940, and especially from the 10-15 May 1940, during which period this airman pilot displayed unflagging zeal and courage in the face of superior forces of the enemy. He has shot down five enemy aircraft.’ Lionel Sanderson Pilkington, a native of Hull, entered the Royal Air Force Volunteer Reserve in 1938, qualified as a Sergeant Pilot and was posted to No. 73 Squadron, a Hurricane unit, and a component of 67 Wing, Advanced Air Striking Force, in early 1940 - records reveal him embroiled in a combat in Flight Lieutenant E. J. ‘Cobber’ Kain’s red section as early as 25 January. another followed on 26 March, when he fired all of his ammunition in a protracted dogfight with Me. 110s and Dorniers, one of the former hitting his propeller with return fire and causing him to drop 10,000 feet with a ‘spluttering engine’; so, too, on 21 April, when he got in a brace of attacks on 109s, one of them rolling over on its back. but it was after the ‘Phoney War’, on the advent of the German invasion of the Low Countries in May 1940, that No. 73 embarked upon a period of constant action, Pilkington noting in his diary as early as the 11th how he had to dive for cover at Reims-Champagne airfield, two bombs having landed yards from his quarters. Indeed his diary is extensively quoted in Twelve Days in May, by Brian Cull and Bruce Lander, with Heinrich Weiss (Grub Street, London, 1995): ‘[May 11] I get a Messerschmitt 110 but one also gets me! A cannon shot in the tailplane passes through the fuselage and out the other side! Bullets in the engine, shot away throttle control; cannot close throttle and bullet hits in cockpit, beside rudder bar. Land on [Rouvres] ‘drome by cutting switches, rudder control wire practically sheared.’ This action took place over Mourmelon, Pilkington flying Hurricane P2569/D - his victim was an aircraft from II/KG53, while ‘Cobber’ Kain also claimed a Bf. 110 on the same occasion. at first light on the 13 May, with the war correspondent Charles Gardner on hand to record events, Pilkington added a shared Do. 17 to his tally, in company with fellow pilots P./Os R. F. ‘Dickie’ Martin and D. S. ‘Don’ Scott, but the enemy aircraft’s rear-gunner was a good shot - ‘We all came back very riddled’. Again in combat that evening, this time against a brace of Heinkels near Vouziers, Pilkington saw one of them downed by Squadron Leader J. W. C. More - the crew managed to bale out but were lined up and shot by French troops on landing, or certainly according to Gardner. the very next day, in an early morning patrol over the Sedan battlefront, Pilkington and Flying Officer ‘Fanny’ Orton both seriously damaged Do. 17’s of 3/KG76, the former noting that large pieces came away from his Dornier’s starboard engine before his windscreen was covered in oil - ‘Also damage port engine and get the gunner ... Shots in my plane and I fly home as I cannot use my gunsight owing to the oil.’ The Dornier made it back to base, but with three of its crew wounded. later on the 14th, as one of six 73-pilots on a similar patrol, he engaged seven Stukas of I/StG76 over Malmy, his particular target diving into the ground and exploding, but then 73’s Hurricanes were jumped by 109s of III/JG53 and Pilkington’s fellow Sergeant Pilots, Basil Pyne and George Dibden, were both shot down and killed: ‘This is a hell of a blow to me. Hell!’ Notwithstanding such losses, 73’s punishing agenda continued apace, Pilkington sharing a claim for a Do. 17 with his C.O. on the following day: ‘Panic take-off. First off, chase some Heinkels but do not catch them. Come back to base and chase five Dorniers. Get starboard engine then jettison bombs. Crossfire gets me in oil and patrol tanks, also glycol. Get back to drome, glycol tank melted and run into engine. Face slightly burnt and eyes sore from glycol. C.O. says a good show.’ And in the air battles over Lille on the 19 May, again witnessed by the war correspondent Charles Gardner, he added another ‘probable’ to his tally - but as a result of damage caused by return fire was compelled to make a force-landing: ‘Think I got a He. 111 but one of the rear-gunners gets my oil tank and I fly back. See three He. 111s doing dive-bombing 200 yards away; also run into 15 Me. 110s. Fly back in cloud and land at French bomber drome. Given a fine lunch. Ken calls in a Maggie for me in the afternoon.’ His He. 111 was in fact most likely a Ju. 88 of KG51. at the end of the month, the first of 73 Squadron’s pilots were recalled to the U.K., but in common with No. 1 Squadron, their gallant part in the defence of France had been recorded for posterity by Noel Monks, another war correspondent who had followed their story from late 1939, and who subsequently published Squadrons Up! with such valuable combat experience under his belt, Pilkington was posted to No. 7 Operational Training Unit (O.T.U.) at Hawarden, Cheshire that July - and survived a prang with a student pilot in a Miles Master on the 17th. Far more unusually, he is credited with bringing down a Ju. 88, even though still based with No. 7 O.T.U., that September - an accompanying Tangmere Military Aviation Museum letter refers. sometime thereafter joining No. 111 Squadron, most probably in early 1941, when it commenced cross-Channel offensive patrols and escorts, he was shot down and killed by Me. 109s in a sortie to Hazebrouck in Spitfire AB-962 on 20 September 1941 - as Flight Lieutenant Keller concluded in his combat report for that date, ‘The Me. 109s on this occasion seemed to me to be making a far more concerted effort than usual and were present in greater numbers than hitherto’. Pilkington, by then a 22-year old Flight Lieutenant, was due to have been married on the 26th. He has no known grave and is commemorated on the Runnymede Memorial. sold with a quantity of original documentation, including Buckingham Palace condolence message; four wartime photographs, one a framed portrait, and another of a page in his Flying Log Book, carrying an endorsement from his 73 C.O., ‘Has proved himself a gallant and successful Fighter Pilot’, in addition to details of a claim for an He. 111 above; an R.A.F. permanent pass, for St. Athan, No. 11 Group, in the name of ‘741935 Sgt. L. S. Pilkington’, dated 21 November 1939; together with the remnants of his embroidered cap badge, his uniform ‘Wings’ and, most poignantly, his fiancee’s R.A.F. sweetheart’s brooch, gold and enamel. £5000-£6000

A good Second World War pathfinder’s D.F.M. group of four awarded to Flight Lieutenant P. E. Turner, Royal Air Force, who participated in all three ‘Thousand Bomber Raids’ in May-June 1943 distinguished Flying Medal, G.VI.R. (569898 Act. F./Sgt. P. E. Turner, R.A.F.); 1939-45 Star; Air Crew Europe Star; War Medal 1939-45, mounted as worn, good very fine (4) £1800-2200 D.F.M. London Gazette 18 May 1943. The original recommendation states: ‘A most trustworthy member of aircrew, Flight Sergeant Turner has now carried out the duties of Flight Engineer on 26 operational flights. His dependability and high standard of efficiency have been of the greatest assistance to his captain. His keenness and enthusiasm to engage the enemy are outstanding.’ Peter Eric Turner was born in Cheltenham in 1920 and enlisted in the Royal Air Force in 1936. Trained as a Flight Engineer, he commenced his operational career in No. 7 Squadron, a Stirling unit operating out of Oakington, Cambridgeshire in May 1942, completing a sortie to Cologne on the night of the 30th - the first of the ‘Thousand Bomber Raids’. Having then participated in a similar strike against Essen 48 hours later, he joined Pilot Officer C. W. Gwillian’s crew in early June, a month that witnessed him carrying out his third ‘Thousand Force’ sortie - against Bremen - and three attacks on Emden. then in July he returned to Bremen, in addition to raids on Duisburg (twice), Lubeck and Saarbrucken, while in August, following a trip to Flensburg and a strike against Frankfurt, his captain had to abandon an attack on Kassel after their aircraft was damaged by a Ju. 88 nightfighter. A brace of further attacks on Bremen and a trip to Saarbrucken followed in the first half of September, after which No. 7 Squadron commenced training proper for its new role in the Path Finder Force. that training completed by January 1943, Turner joined the crew of Flight Lieutenant J. F. Barron, D.F.M., R.N.Z.A.F., who, over the next few weeks, would be gazetted for a D.F.C. and D.S.O. - and add a Bar to the latter decoration, also in No. 7 Squadron, in the following year - and flew a sortie to Lorient on the 15th. Attacks on Cologne (twice), Hamburg and Wilhelmshaven (twice) followed in February, while in April, with Flight Lieutenant J. S. Watt, D.F.C., as captain of aircraft, he flew sorties against Frankfurt, Mannheim, Stettin and Stuttgart, prior to completing his operational tour with a strike against Bochum on 13 May 1943. He was awarded the D.F.M. commissioned as a Pilot Officer in June 1943, Turner was advanced to Flight Lieutenant in June 1945 and was placed on the Reserve of Officers in April 1947. £1800-£2200

A particularly fine Second World War Mosquito navigator's D.F.M. group of four awarded to Pilot Officer L. J. Etheridge, Royal Air Force Volunteer Reserve, who completed 50 sorties over France, Holland and Germany in 1944-45, an action packed tour that included a brace of crash-landings back in England after damage sustained in action - once on one-engine with a hung-up 500lb. bomb: so, too, the spectacular daylight raids on the S.S.-occupied Chateau de Fou in August 1944 and S.S. barracks at Arnhem in the following month distinguished Flying Medal, G.VI.R. (1603309 F./Sgt. L. J. Etheridge, R.A.F.); 1939-45 Star; France and Germany star; War Medal 1939-45, extremely fine (4) £3000-3500 D.F.M. London Gazette 8 May 1945. The original recommendation states: ‘Flight Sergeant Etheridge has completed 50 sorties with his pilot, Flight Lieutenant Gasson, including three daylight operations. this N.C.O. has proved himself to be an excellent operational Navigator. He has never failed to bring his pilot to the target area, often despite poor weather conditions and without navigational aids. some of the sorties in which he was engaged involved very deep penetrations into enemy territory, where accurate navigation, without Gee facilities, was vital to the success of the missions. the results obtained by this Navigator and his pilot have been outstandingly good as the following examples will show. on the night of 6-7 August 1944, a moving light was attacked in France and due to the fact that the attack was pressed home to a low level the port engine was hit by a ricochet and caught fire at 1500 feet. The port propeller was feathered and the graviner switch operated. The return flight was made on one engine and Flight Sergeant Etheridge's accurate navigation brought them safely to England. It was found that height could not be maintained with the result that the English coast was crossed at 400 feet and a crash landing made at Ford. on the night of 4-5 October 1944, when carrying out a patrol over Holland and Germany, two trains were found in a railway station at Millingen, which were attacked with bombs and cannon. A large explosion followed the attack and later a fire started. During the same patrol a tug and six barges were found and successfully strafed. flight Sergeant Etheridge also took part in the successful daylight operations against the chateau south of Chatellerault on 2nd August, trains at Chalons on 25 August 1944 and on the barracks at Arnhem on 17 September 1944. flight Sergeant Etheridge possesses great determination and coolness in times of crisis. His fine offensive spirit, which is equal to that of his pilot, has gone to make an ideal Mosquito crew. In view of his fine operational record, I strongly recommend him for the award of the Distinguished Flying Medal.’ Laurence James Etheridge commenced his operational career with No. 107 Squadron, a Mosquito unit of 2nd Tactical Air Force's 138 Wing, operating out of Lasham, in July 1944, when, with his New Zealander pilot, Flight Lieutenant L. Gasson, he completed an offensive patrol over Vire-Falaise-Trouville sector on the night of the 24th-25th. Indeed it was to prove the first of a spate of such patrols in support of the Allied landings, 107s Mosquito VIs targeting enemy troops, transport and communications, often with great success, according to the Squadron's Operational Record Book (O.R.B.), by means of bombing and cannon fire delivered from altitudes as low as 500-1000 feet. Success was also dependent on a bright moon, a case in point being Etheridge's third sortie - against targets in the upper reaches of the Seine, from Rouen on the night of 30-31 July - when 107's Mosquitoes strafed and bombed a variety of trains, bridges, roads and in fact, any moving lights, but not without interference from the usual flak concentrations which had a habit of 'creeping up on the unwary'. etheridge's next sortie was of the daylight variety, one of a series of famous strikes against the S.S. and Gestapo, in this case an attack on troops of the notorious 158th ‘Security’ Regiment - who had recently murdered members of the S.A.S. - in the Chateau de Fou, south of Chatellerault on 2 August, a spectacular raid captured on camera, and one in which his aircraft, Mosquito A-NT. 136, formed part of the third wave - never the best place to be with aroused defences: ‘In the woods to the immediate south of the Chateau, one large explosion was seen after a cannon attack, possibly from motor transport. Bombs landed all round the Chateau but no direct hit was claimed. Strikes were obtained on the roof in a cannon attack and a small fire was seen to start inside. Aircraft ‘D’ sustained the loss of one engine over the target and crash landed at Thorney Island - crew unhurt. The trip back was uneventful except for a little flak soon after leaving the target, which was successfully avoided by all except F./O. Staple in Aircraft ‘J’ ... It is doubtful if the Chateau was entirely destroyed but troops possibly hiding in the woods would have been eliminated’ (107’s Squadron Operational Record Book refers). two days later Etheridge was part of a Squadron effort to lend support to the Army in the Caen sector, when 'much activity was seen in the battle zone and flak was very considerable', while on the night of 6-7 August, as cited above, he and Gasson were compelled to return from France on one engine, the other having been set alight by a ricochet from their own low-level cannon-fire - not mentioned, however, is the fact they were carrying a hung-up 500lb. bomb as they made their crash landing at Ford in Sussex and that said bomb exploded just two minutes after they had scrambled clear of the wreckage. Notwithstanding such a close-call, both were back in action over France, chasing trains out of Paris, the very next night. So, too, on the 8th-9th, evidence indeed of 107's constant operational agenda, another three nights of successive operations taking place between the 12th-15th, in one of which further trains were shot up in the Falaise sector. and as if this "three-nighter" agenda were not punishing enough, Etheridge and Gasson were called upon to carry out two sorties on the night of 16th-17th, both of them strikes against barges on the Seine - such was the ferocity of the flak that neither could see the results of their attacks. Bad weather then having intervened, their next sortie was flown on the night of 23-24 August, on a line between Cap D'Antifer and Lens, another on the 24th-25th, and a daylight operation against railway targets at Chalons in the afternoon of the latter date - a spectacular mission in which a number of oil-trains were hit, exploding 'with a terrific mushroom of flame and black smoke', but a mission, too, in which most of the participating aircraft were also damaged by return fire: a vivid portrayal of 107’s Mosquito VIs on a low-level railway strike over France, by David Pentalnd, is available as a limited edition print from Cranston Fine Arts. the Squadron now having moved to Epinoy, France, September started with a deep penetration sortie into Holland and Germany on the night of the 5th-6th, severe jamming preventing the use of GEE and making Etheridge's navigation role all the more difficult, while on the 9th-10th eight of 107s aircraft destroyed a brace of ammunition trains between Metz and Morhange, taking it in turns to carry out devastating cannon and machine-gun attacks. A successful sortie to Holland followed on the night of the 11th-12th, a less successful one on the 13th-14th, while on the 17th Etheridge and Gasson, piloting Mosquito B-NT. 207 in 107's sky black formation, paved the way for the biggest airborne landings ever made with a daylight attack on the S.S. barracks at Arnhem. At 0700 hours that morning, a total of 32 crews from 107 and 603 Squadrons were assembled for a special briefing, during which models of

A late 19th century cased display of British birds, including a Nightjar, a Wryneck, a Red Backed Shrike, a Cuckoo, a Sparrowhawk, a brace of Turtle Doves and others, raised on square section tapered legs, 138 cm high

A brace of flintlock officer's pistols by Richards, 22cm barrels, border engraved stepped and bolted locks signed RICHARDS, full stocked with brass mounts, swivel ramrods. One fore-end with small neat repair.

An Improved brass-framed ebony brace, by Cowell & Chapman, Newcastle, 13 1/2in. long.

A brass-framed mahogany brace, by M. Muir, 14 1/2in.; together with a steel brace with wooden handle, 13in. long; and four drill bits.

Follower of George Cruickshank nineteenth century oil on canvas in oval mount and original swept gilt frame - brace of dead woodcock hanging from nail, 51cm x 42cm

A good quality rosewood and brass mounted carpenter's brace by H. Edmunds 'The new ultra framed brace', 33cms long to/w a rosewood and brass block plane stamped Miller, Grays Inn Road and a brass and rosewood marker (3)

Taxidermy - brace of pheasants upon a naturalistic base, within a glazed stained case, bearing label to the reverse 'John Ough, Bird Stuffer & Co, Church Street' Liskard', 31" wide

An early 20th Century Dunsmore tile to a Minton dust pressed blank hand stencilled with a design of a Toucan over a pale yellow ground, designed by Polly Brace, 6" square.

An early 20th Century Dunsmore tile to a Minton dust pressed blank hand stencilled with a design of a Swan over a pale yellow ground, designed by Polly Brace, 6" square.

An early 20th Century Dunsmore tile to a Minton dust pressed blank hand stencilled with a design of a Penguin over a pale orange ground, designed by Polly Brace, 6" square.

A set of four Dunsmore tiles decorated to Minton dust pressed blanks with hand stencilled and painted stylised fish, designed by Polly Brace, 6" square.

A CONTINENTAL PERCUSSION SPORTING GUN, THE LOCKS BY F. A. GEORGE KONIGL. HOF. BÜCHSENM. IN BERLIN, LIÈGE PROOF, CIRCA 1850 with etched twist sighted barrels signed 'Lassence Rongé in Luttich', engraved breech, scroll-engraved breech tang decorated with a stag and numbered '1', engraved flush-fitting locks signed in two parts and decorated with a brace of pheasant and a hound respectively, blued triggers, figured walnut half-stock chequered grip, raised cheek-piece, engraved steel trigger-guard with an additional carved horn grip, engraved steel butt-plate numbered 417, a pair of steel sling swivels, German silver barrel bolt escutcheons, and horn-tipped wooden ramrod, perhaps the original 94.6cm; 37 1/4in barrels

A Victorian ebony and brass mounted carpenters brace by William Marples, Sheffield and bearing Royal patent stamps to/w assorted wood bits in fabric roll

Paragon Figure Pals Red Bib & Brace

Paragon Figure Pals Blue Bib & Brace

A pair of painted relief pictures of a brace of birds each in a gilt and ebonised wood frame -2 35cm x 27cm

Paragon china Cabinet Plate, finely painted with woodcock by a stream with flowers in the background within a cobalt blue and gilt border, marked 2377 and another very similar but decorated with a brace of pheasants in a woodland glade, similarly marked and numbered, (2).

Reg Eaton; The Ultimate Brace 180pp and Nigel Lampert; Through Much Tribulation 130pp G++(20-30)BM

An important 17c Scandinavian or German coopers iron, four bar, cage head brace with attractive decoration to the front of the frame. orig shapely rams horn wing nut and orig fruitwood handle (a few worm holes) (for similar see Altes Werkzeug tafel 46 No 126 and DS Cat. No 45 Lot 1352) museum quality G(1500-2500)

A railway plate layers iron brace 32" o/a G(25-40)

A brass framed ebony brace by HENRY PASLEY with the "Ne Plus Ultra Framed Brace" and Coat of Arms with ivory ring in ebony head G+(150-250)

A rare, long model, brass framed Ultimatum brace by Wm MARPLES with attractively figured horn infill and ebony handle and head with ivory ring (replaced) G(250-500)

A rare Ultimatum brass framed rosewood brace by Wm MARPLES with ivory ring in rosewood head G+(200-300)BM

A rare early long model Ultimatum brass framed beech brace with split ring pad and replaced ebony head G+(200-300)BM

An Ultimatum brass framed ebony brace by ROBERT MARPLES with ivory ring in ebony head G(140-180)BM

A fine and little used brass framed trade brace with attractively figured macassa ebony infill and ivory ring in ebony head G++(180-240)BM

A brass framed ebony trade brace by LEWIS & GRUNDY with ivory ring in ebony head G(140-180)BM

A brass framed ebony trade brace by A S LUNT Hackney Rd London (1880-92) with ivory ring in ebony head G+(150-200)

A brass framed lever pad ebony brace by JAMES HOWARTH with Impr Solid Adjustment and ebony head G(150-200)BM

A little used brass framed lever pad ebony brace by FENTON & MARSDEN with 986 medallion in ebony head F(300-400)BM

An Ultimatum brass framed ebony brace by Wm MARPLES with ivory ring in ebony head G(150-250)

An Ultimatum brass framed beach brace by Wm MARPLES with ivory ring in ebony head (hair crack to head) G+(140-180)

A brass plated button pad beech brace with elegant rosewood head and neck G(30-50)

A fine and probably unique brass framed brace by THOMAS PILKINGTON Sheffield with Coat of Arms and By Her Majesty's Royal Letters Patent, Guaranteed,with beech webs, ebony handle and large knurled brass button pad, the ebony head inlaid with a brass ring instead of the more usual ivory, the brace is of unusual construction having characteristics of both the Sims brace and the Ultimatums, this brace was part of the original Eaton collection but was acquired after the printing of his book, good repair to head o/w F(2000-3000)

A little used brass framed lever pad ebony brace by FENTON & MARSDEN with 986 on brass disc in ebony head, still with some orig finish G++(250-400)

A rare brass button pad beech brace by VARVILL & SONS stamped on rear web, with rosewood head G+(50-80)

A lever pad beech brace by PILKINGTON PEDIGOR & STORR with heavy brass plates and figured rosewood and brass head G++(400-600)BM

A brass lever pad beech brace by MARSDEN BROS Sheffield with unusual thick section ebony head with 986 brass medallion G+(50-80)BM