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Click here to subscribeMamod Boxed T.E.1 Traction Engine, complete with vaporising spirit lamp, filler funnel. detachable steering extension, plus boxed line shaft, model power hammer and miniature polishing machine, all un-tested, in very good used condition, original boxes are very good, with Gales Barnstaple & Bideford shop labels. (4 items) This item has not been tested.
Mamod stationary live steam engine, dating from the late 1960s. Complete and in overall good condition with paint loss to firebox area and base. Comes with original burner (split in feed tube), tray for solid fuel burning (not original) and stand alone workshop punch accessory complete with driving belt. This item has not been tested.
An early 19th Swiss century gold and enamel vinaigrette c.1820unmarked, of rectangular form with rounded corners and engine turned decoration, the lid chased and enamelled with a flower basket, two exotic birds, c scrolls and trailing garlands, raised foliate and c scroll thumbpiece, the hinged grille pierced and engraved with a spray of flowerstotal weight approx. 38.8 g., length 42 mm., width 31 mm., height 12 mmCondition: Some minor loss to enamel on the neck of one bird. Does not snap closed and smiles slightly. Otherwise no dings or dents. Tog right hand corner of the raised scroll has light pitting? only visible under x10 magnification
A small collection of mostly silver items to include a card case, a vesta case, a match book case, two lady's fob watches and other items first Birmingham, 1930, by S Blanckensee & Sons, curved rectangular from with linear engine turned, initialled, second, Birmingham, 1899 by A & J Zimmerman, of plain form with rounded corners, initialled together with an engine turned matchbook case, initialled. a .935 Swiss silver-gilt ladies foliate chased open faced fob watch, a brass bosuns whistle, a plated vesta with crown shaped hinged lid, engraved with initials and date, etc., (qty)weighable silver approx. 3.37 ozt.Condition: Card case with light dings. other cases with surface wear and light scratches. Gilt has rube don both fob watches. Gilt fob winds, ticks and runs at time of cataloguing, the other does not wind, has a replacement plastic dial and no hour hand
An Edwardian silver helmet shaped cream jug, a cased pair of Victorian napkin rings and other itemsfirst Chester, 1909, by Alfred Marston, of plain design with reeded loop handle and engraved decoration with a vacant oval reserve together with a cased pair of engine turned napkin rings with castellated rims, Birmingham, 1886, makers mark rubbed, circular reserve initialled N in a fitted leather case, a pair of modern oval engine turned napkin rings and a tot, (6)first height 10.5 cm., weight 6.57 ozt. Condition: fair condition. There is an area on the body which appears to e very finely stippled however this is only present on one side of the jug The other items are in fair condition commensurate with age.
An early Victorian silver snuff box along with two others,the first hallmarked Birmingham, 1848, makers mark for Nathaniel Mills, of rectangular form with bands of engine turned decoration and reeded edges, a period inscription on top stating 'Presented by the members of the Rose of Westmorland Lodge no.621 of the G.U.O of Odd Fellows...',gilt interior, the second marked Birmingham, 1892, by Joseph Gloster, of curved rectangular form with engraved foliate decoration and a vacant cartouche, gilt interior, the third unmarked, of serpentine form, the lid engraved with a castle scene within a gothic surround, (3)weight approx. 6.01oztCondition: The three boxes are in fair condition, the first has a small hole in one corner otherwise no dents, the second has some small dings and surface marks, the third has a small hole to one corner and cracks to the bottom edge, the lid also is slightly bowed, areas of tarnish to all three.
A George VI lady's engine turned cigarette case, a cased silver christening fork and spoon and an American serving spoonfirst, Birmingham, 1938 by A Wilcox, second Sheffield 1959 by Viners, in a fitted case, etc. (3)first length 8.1 cm., weight approx. 7.2 oztCondition: Cigarette case and christening set in good condition. American spoon with surface scratches and corrosion spots. Catch on case of christening set is absent
Two Austrian .900 silver cigarette cases and a cased Dunhill gold plated rollagas cigarette lighterfirst stamped, 900, Vienna makers mark V.J, of rectangular form with engine turned Art Deco decoration, interior gilt, second stamped 900,, Vienna stamped Hauptmanof plain curved rectangular from, bearing an enamel coat of arms for the Ypsilantis family, interior gilt and bearing presentation inscription with facsimile signature Alexander Ypsilantis, dated June 1926, (3)first 10.2 x 7.5 cm., total weight approx. 9.02 ozt.Condition: Both cases in good condition. Light surface wear and occasional light surface scratches ad dings. lighter untested
A George VI silver engine turned cigarette case and other silver itemsfirst Birmingham, 1947 by Walker & Hall, rectangular, initialled, together with a novelty miniature continental .800 side chair with rush seat, a plain matchbox cover, bearing the applied crest of the Stanley family in relief, Birmingham, 1918 by M J & C, an engine turned swizzle stick in a fitted case, a mother of pearl handled combination folding fruit knife and button hook an ARP badge and a plated bamboo effect vesta case, (7)weighable silver approx. 6.89 ozt.Condition: Light dings to front of cigarette case. Knocks to corners of matchbox cover, surface wear and scratches. Blade of folding knife scratched and with wear. Slight rubbing to plated vesta
An 18K gold cased ladies open face pocket watch by Camerer Kuss & Co.the dial with engraved foliate decoration, Roman numerals and dot minute markers, with suspension loop and engine turned case, engraved on the inside cover Camerer Kuss & Co. 56 New Oxford Street, contained in a Camerer Kuss casetotal weight approx 30gCondition: Good clean condition. Movement not tested but appears to work. The Camerer Kuss case is not an exact fit to the watch.
A Continental ladies gold and enamel half hunter fob watchmarked on the case 18k, the white enamel dial with Roman numerals, the case finely chased and with pink enamel chapter ring with Roman numerals and enamelled forget-me-not border, the reverse with engine turned enamel decoration of roses surrounded by scalloped border of forget-me-nots, with 9ct hallmarked pin bow brooch and safety chain, with personalised inscription to dust coverdiameter of dial approx 3.4cmCondition: In good clean condition. Movement not tested or guaranteed. appears to be in good condition with no obvious damage to enamel.
A 9ct gold chain and zodiac pendant and other mixed jewellerycomprising a 22ct gold wedding band, a 9ct and diamond set band, a Rotary watch on expandable bracelet together with a decagon shaped silver compact with engine turned decoration and inscribed Violet (5)9ct chain and pendant weight approx 10g., 22ct 2.7gCondition: The diamond set band very worn. The others in fair condition. Watch untested. Silver compact in fair condition.
A Le Must de Cartier gold plated ball point pen with engine turned decoration, in original gilt tooled red leather fitted box with guarantee in outer car box together with a Parker 12k gold filled cased three pen set and Cross ballpoint pen in original box, (3)length 13.3 cm.Condition: Le must de Cartier pen in very good condition. Outer card box has some damp spots
A collection of INERT & FFE Cartridge cases and magazine: Pair of British Army 7.62mm SLR magazine: single US Colt AR15 Magazine with dummy rounds: 30mm Canon practise rounds x 2: 20mm Canon round and one empty case: Belt of 7.62mm cases: various 9mm and .303 and 7.62mm cases: Cartridge, Electric Engine Start: 105mm Trench Art Ashtray etc.
WW2 RAF Pathfinder Squadron DFC Medal Group, Log Books etc. .A fine DFC medal group awarded to Squadron Leader Alfred Eaton Clarke DFC of 97 Pathfinder Squadron who on a raid to Koln, after a night fighter attacked pressed on to the target and got his crew home safely on three engines. Comprising: Medal Group. Distinguished Flying Cross (1943 in case of award), 1939/45 Star, Aircrew Europe Star, Defence Medal, War Medal. .... Miniature Medal Group. ... Two RAF Pilot Log Books. ... Framed portrait photograph. ... Training books. ... etc. . . . .Distinguished Flying Cross London Gazette 30.7.43 Joint citation with with Wing Commander Alabaster. One night in July 1943 Wing Commander Alabaster was captain and navigator of an aircraft piloted by Flight Lieutenant Clarke detailed to attack Cologne. Some 50 miles from the target the bomber was attacked by an enemy fighter. Before it could be evaded the aircraft was repeatedly hit. One engine was damaged, other structural essentials almost shot away, while the rear gunner was wounded and his turret rendered unserviceable. The bomber became difficult to control but, despite this, course was re-set for the target which was attacked successfully. On the return flight shortly after crossing the enemy coast, the damaged engine caught fire and could not be extinguished but Flight Lieutenant Clarke flew on to the nearest airfield to effect a masterly landing. This pilot displayed outstanding skill and tenacity while Wing Commander Alabaster’s high navigational skill and excellent captaincy proved a valuable contribution to the success of the operation. Squadron Leader Alfred Eaton Clarke DFC, a South African enlisted into the RAF Volunteering for Pilot Training which he began on the 26th August 1940 at 16 EFTS Derby. He was posted to 1512 B.A.T. Flight at RAF Dishforth, attached 51 Squadron as a flying Instructor in September 1941. Posted to 26 OTU in February 1943 and then 1654 OCU where he converted to the Lancaster bomber and flew his first operation with the unit on the 29th May 1943 to Wuppertal. Posted to 97 Pathfinder Squadron he flew his first PPF operation to Bochum on the 14th June 1943. Then followed a steady stream of operations, on the night of the 8th July 1943 he was briefed for his 8th trip an op to Koln, the log book states Attacked by fighter South of Archen serious damage both ailerons starboard shell, rudder trims, shot away, bombed target returned 3 engines forced landed Great Saylerling. Awarded the Distinguished Flying Cross. He returned to operations on the 24th July with a trip to Hamburg. The log goes on to record 31 trips, including the Squadrons first Blind Marker operation, this time to Milan, and other notable targets include Berlin, Peenemunde, Nurnburg etc. Screened from operations in December 1943 he was posted to 14 OTU at Market Harborough and in May 1944 was posted to the United States, returning in November 1944 to join 1332 HCU Transport Command flying the Avro York. He finished the war with 511 Squadron and the last entry in the log is for January 1946 a DC3 of American Airlines.
WW2 RAF 1942 Casualty Air Gunners Logbook. .This logbook records the operational flying of Sergeant R.A. Cherrington an Air Gunner with 223 Squadron who was shot down on the 1st September 1943.Comprising: Aircrew Logbook covering a period 27th October 1941 to 31st August 1942, recording a number of daylight operations with comments supporting the 8th Army North Africa. .... Accompanied by a letter home dated 5th August 1942. .... Middle East made Air Gunners brevet badge. ... AG Brevet bone sweetheart brooch. .... Buckingham Palace named condolence letter. ... Plus small amount of ephemera and medals 1939/45 Star, France & Germany Star, War Medal, awarded to his brother who saw service with the Royal Navy. . . . .Sergeant Cherrington started his Air Gunner training at No 8 School on the 4th October 1941. He was posted to 223 Squadron operating the Baltimore light bomber flying his first operation on the 30th June 1942 against enemy columns. On the 1st September he was briefed to bomb an enemy transport column at El Alamein, after his crew dropped their bombs their aircraft received a direct hit blowing the port engine off the aircraft crashed, one crew member surviving.
A George V silver jewellery or trinket box, of square form, the top with a shaped edge and a circular vacant cartouche and engine turned decoration, engraved with scrolls, swags, etc., the hinged lid revealing a padded satin lined interior, on four bun feet, Birmingham 1913, 4cm high, 9.5cm wide.
A George V silver cigarette box, of Art Deco design, with engine turned decoration and engraved monogram to lid for E.R.F., the opening and lower corners similarly decorated with layered geometric designs, the hinged lid revealed a two section treen interior, Sheffield 1935, 7cm high, 18cm wide, 9cm deep.
Four: Chief Engine Room Artificer First Class A. Cooke, Royal Navy 1914-15 Star (270049, A. Cooke, C.E.R.A. 2., R.N.); British War and Victory Medals (270049 A. Cooke. C.E.R.A. 1 R.N.); Royal Navy L.S. & G.C., G.V.R., 1st issue (270049 Alfred Cooke. C.E.R.A. 2 Cl. H.M.S. Lancaster.) attempt to obliterate ‘2’ from rate on last, otherwise very fine and better (4) £100-£140 --- Alfred Cooke was born on 22 February 1878, at Featherstone, Yorkshire, and commenced his naval service as an Acting Engine Room Artificer Fourth Class in H.M.S. Pembroke II, on 19 February 1900. He was confirmed in that rate on 12 August 1901, and was advanced to Engine Room Artificer Third Class on 18 August 1903; Engine Room Artificer Second Class, H.M.S. Barham, on 19 February 1907; and Chief Engine Room Artificer Second Class, H.M.S. Glory, on 19 September 1912. He was awarded his Long Service and Good Conduct Medal in May 1915, and further advanced to Chief Engine Room Artificer First Class, H.M.S. Lancaster, on 11 September 1917. He was shore pensioned 16 March 1922.
Four: Chief Engine Room Artificer First Class S. W. G. Herbert, Royal Navy, who served in submarines in the Great War and was recommended for the Distinguished Service Medal, but was instead Mentioned in Despatches in 1917 1914-15 Star (M.1149, S. W. G. Herbert, E.R.A. 3., R.N.); British War and Victory Medals, with M.I.D. oak leaves (M.1149 S. W. G. Herbert C.E.R.A. 2. R.N.); Royal Navy L.S. & G.C., G.V.R., 2nd issue, fixed suspension (M.1149 S. W. G. Herbert. C.E.R.A. 1 H.M.S. Vivid.) minor official correction to last, mounted as worn, contact marks, nearly very fine (4) £140-£180 --- M.I.D. London Gazette 2 November 1917. Samuel William George Herbert was born on 30 January 1886, at Swindon, Wiltshire, and commenced his naval service as an Acting Engine Room Artificer Fourth Class in H.M.S. Vivid II on 31 August 1909. He was posted to H.M.S. Dolphin for service in Submarines on 26 May 1915, and spent the rest of the Great War serving in H.M. Submarines D8, J2, L6, G13 and later, K6. His name appears on an Admiralty list of Ratings recommended for recognition ‘For long and arduous service and successful action with enemy armed vessels’; in which it appears that he was recommended for the Distinguished Service Medal, but which was downgraded to a ‘Mention’. He was Mentioned in Despatches, in a list of Honours for Service in Submarines, in enemy waters. He was advanced Chief Engine Room Artificer First Class in H.M.S. Cyclops on 1 July 1923, and was awarded his Long Service and Good Conduct Medal in 1924. He was shore pensioned from H.M.S. Furious on 30 August 1931.
Four: Chief Engine Room Artificer V. G. Howling, Royal Navy, who served in H.M.S. Minotaur at the Battle of Jutland 1914-15 Star (271594, V. G. Howling, E.R.A.2., R.N.); British War and Victory Medals (271594 V. G. Howling. C.E.R.A. 2. R.N.); Royal Navy L.S. & G.C., G.V.R., 1st issue (271594 V. G. Howling. C.E.R.A. 2 Cl. H.M.S. Excellent.) very fine (4) £100-£140 --- Vincent George Howling was born on 30 July 1878, at Fletcham, Norfolk, and commenced his naval service as an Acting Engine Room Artificer Fourth Class in H.M.S. Pembroke II, on 18 April 1904. He was appointed to H.M.S. Minotaur on 28 May 1912, and was advanced to be Engine Room Artificer First Class on 18 April 1916, serving in H.M.S. Minotaur at the Battle of Jutland, 31 May 1916. He was further advanced to Chief Engine Room Artificer, Second Class, in H.M.S. Cochrane, on 1 July 1917, and was awarded his Long Service and Good Conduct Medal on 20 January 1920. He was promoted Chief Engine Room Artificer, First Class, in H.M.S. Dido (Ready), on 1 July 1922, and was shore pensioned on 17 April 1926.
Four: Chief Engine Room Artificer J. A. Stacey, Royal Navy 1914-15 Star (271679 J. A. Stacy [sic], A-C.E.R.A. 2., R.N.); British War and Victory Medals (271679 J. A. Stacy [sic]. C.E.R.A. 1. R.N.); Royal Navy L.S. & G.C., G.V.R., 1st issue (271679 J. A. Stacey C.E.R.A. 2 Cl., H.M.S. Ceres.), contact marks, nearly very fine (4) £100-£140 --- John Albert Stacey was born on 18 December 1881, at St. Lukes, London, and commenced his naval service as an Acting Engine Room Artificer Fourth Class in H.M.S. Pembroke II on 26 May 1904. He was awarded his Long Service and Good Conduct Medal in May 1919, and was advanced to Chief Engine Room Artificer First Class, H.M.S. Vulcan, on 29 June 1921. He was shore pensioned on 6 June 1926.
Three: Flight Lieutenant A. W. Phillips, Royal Naval Air Service and Royal Air Force, a seaplane pilot operating from Dunkirk, who was shot down whilst bombing an enemy destroyer, 24 September 1917. He was picked up by the ship, and taken prisoner of war - being subsequently mentioned in despatches for gallantry whilst in captivity 1914-15 Star (Wt. Tel. A. W. Phillips, R.N.R.); British War and Victory Medals, with M.I.D. oak leaves (Flt. S. Lt. A. W. Phillips. R.N.A.S.) generally good very fine (3) £300-£400 --- M.I.D. London Gazette 16 December 1919: ‘For gallantry whilst Prisoners of War in escaping, or attempting to escape, from captivity, or for valuable services rendered in the prison camps of the enemy.’ Alfred Walter Phillips was born in December 1895, and was a native of Golders Green. He served as a Warrant Telegraphist with the Royal Naval Reserve prior to transferring to the Royal Naval Air Service in November 1916. Phillips trained as a seaplane pilot, and was stationed at R.N.A.S. Calshot, Killingholme and Dover before being posted for operational flying from Dunkirk. Phillips was carrying out a bombing raid on an enemy destroyer, 24 September 1917, when ‘a shell burst under port wing, flying shrapnel struck engine and put it out of control.’ (Service papers refer). Phillips was forced down into the sea, and was picked up by the ship along with his Observer Chief Petty Officer E. A. Boyd. Both were taken prisoner of war, and interned in Germany. Phillips transferred to the Royal Air Force in April 1918, and was repatriated to the UK in December of the same year. He served with the carrier H.M.S. Ark Royal after the war. Sold with copied research, including photographic image of recipient in uniform.
Four: Lieutenant Colonel F. B. Binney, Royal Flying Corps, Royal Air Force and Royal Artillery, a BE2c pilot who flew with 1 and 12 Squadrons on the Western Front, and was the latter squadron’s first loss of the war, when he was shot down, wounded, and taken POW during the Battle of the Loos, 26 September 1915 - having just bombed a train from 500ft 1914-15 Star (Capt. F. B. Binney. R.F.C.); British War and Victory Medals (Major. F. B. Binney. R.A.F.); Coronation 1937, unnamed as issued, generally good very fine (4) £400-£500 --- Frank Burgess Binney was born in 1887, and was the son of Thomas Binney of Guiness Court, Tolleshunt D’Arcy, Essex. He was educated at Wellington College and the Royal Military Academy. Binney was commissioned as a Second Lieutenant in the Royal Artillery in July 1908, and advanced to Lieutenant in July 1911. He undertook a course as a pupil at the Bristol School at Brooklands, and was granted his Aviator’s Certificate (No. 736), 16 February 1914. Binney transferred as Lieutenant in the Royal Flying Corps in August 1914, and advanced to Temporary Captain and Flight Commander in February 1915. He served as a pilot with 1 Squadron in the French theatre of war from March 1915, before transferring to 12 Squadron at St. Omer later that year. Binney commanded ‘C’ Flight, and was the senior flight commander. The Squadron was mainly engaged on long-range reconnaissance, and was heavily involved in the preparations for the Battle of Loos. The opening artillery bombardment for which commenced on 21 September, including special bombing operations conducted by the Second and Third Wings and 12 Squadron. These attacks were directed at trains on the move, especially in cuttings, and commenced on 23 September – two days before the infantry attack. 12 Squadron undertook three attacks on the opening day and participated in further attacks over the next five days. It was during one of these raids on 26 September that the squadron experienced its first casualty when Binney (in BE2c 1744) was shot down by anti-aircraft fire and forced to land behind German lines after bombing a train from 500ft. Binney was wounded in the left lung, and after having landed nose first south of Phalempin, was taken prisoner of war. His report, written 3 August 1918, gives the following: ‘I was employed dropping bombs on the enemy’s railway communications in a given area. I descended to 150 feet to drop my bombs on a moving train consisting of an engine and a single carriage. Bombs fell alongside the train but I do not think I actually hit it. The train stopped but I could not see any damage. I started to rise again when I was wounded, first on my right shin and then in the upper part of my right thigh. One of the aileron control cables of the aeroplane was cut. I fainted three times in the air. On coming to the second time, I found myself at a height of about 300 feet and in a spinning nose dive. To right the aeroplane I cut off the engine. I fainted again before I could put it on again. When I came to the third time I was laying on the ground surrounded by the enemy.’ Binney was repatriated 14 June 1918, and advanced to Honorary Major in December of the same year. After repatriation he wrote a detailed report on German Hospitals and POW Camps - based on his own experience, and reports from others (photocopy of which included with the lot). Binney was appointed to a permanent commission in the R.A.F. in 1919, before returning to the Royal Artillery the following year. He advanced to Lieutenant Colonel in March 1936, retired in July 1939, and died in 1964. Sold with comprehensive copied research, including a photographic image of recipient, and a photographic image of recipient’s aircraft having crashed and being surrounded by German troops.
Pair: Captain H. C. Vereker, Royal Naval Air Service and Royal Air Force, who was the pilot of Handley Page 0/100 1463 which was captured intact by the Germans, 1 January 1917 - a much documented incident which led to not only the new aircraft falling into the hands of the enemy enroute to the French theatre, but also the plans for it as well as a full crew. Vereker despite attempts to escape at the last minute was taken prisoner of war along with four others. He was subsequently mentioned in despatches ‘For valour whilst in captivity’ British War and Victory Medals, with M.I.D. oak leaves (Capt. H. C. Vereker. R.A.F.) good very fine or better (2) £400-£500 --- M.I.D. London Gazette 16 December 1919: ‘For gallantry whilst Prisoners of War in escaping, or attempting to escape, from captivity, or for valuable services rendered in the prison camps of the enemy.’ Vereker’s service papers give ‘For valour whilst in captivity.’ Henry Connell Vereker was born in April 1895, a native of Somerset, and was a Corporal in the O.T.C. 1906-1912, before becoming a Despatch Rider, Divisional Engineers, Royal Naval Division. He joined the Royal Naval Air Service, as Flight Sub Lieutenant, 16 April 1915. Vereker trained as a pilot at Redcar and Eastchurch, and having advanced to Flight Lieutenant was posted to the Handley Page Squadron at R.N.A.S. Manston in July 1916. Vereker was to fly Handley Page 0/100 1463, 1 January 1917, in what was to become a ‘well documented disaster... [which] delivered a new twin-engined British heavy bomber directly into the hands of the enemy. Two attempts had been made to fly the Handley Page to France in December [1916], but each had been turned back by engine problems. The 1st January was a foggy, wintery day, but another attempt was made, only this time the machine lost its way and was forced to land in enemy territory. It landed at the aerodrome of Flieger Abteilung (A) 208 at Chalandry. The amazed members of this unit found themselves in possession of not only a new bomber type but also comprehensive performance documentation. This 0/100 was subsequently flown and tested by the Germans until it was crashed at Johannisthal aerodrome on the 22nd April 1917.’ (The Sky Their Battlefield, by T. Henshaw refers) More detail is given in Bloody Paralyser – The Giant Handley Page Bombers of the First World War, by R. Langham: ‘Before the operational career of the Handley Page bombers had even started, the Germans were to know all they needed to know about the design itself. When HPs 1462 and 1463 attempted to fly from Manston to Villacoublay on the first day of 1917, despite HP 1462 making the journey with no problems, HP 1463 landed 12 miles behind German lines, delivering a fully intact brand-new Handley Page 0/100 complete with two officers and three air mechanics to a German airfield at Chalandry. One version of events is that the pilot, Flight Sub-Lieutenant Henry Connell Vereker, ran back to the aircraft in an attempt to take off, but as his head and shoulders were just inside the fuselage he was pulled down again by a German. The men were interrogated and then spent the rest of the war as prisoners. As well as the aircraft itself, there were technical reports and other paperwork that proved interesting to the Germans, and, after being dismantled and transported to Germany, 1463 was reassembled and flown by the Imperial Air Service, complete with insignia. It was written off in a crash on 22 August that year, apparently due to the cabling for the ailerons being reassembled incorrectly. There were claims later that the Handley Page design was used as a basis for the Gotha G.IV and G.V bombers, a myth that still exists today. Apart from a very basic likeness in design, i.e. both being large, twin-engine biplane bombers, there were no real similarities in the two designs.’ Vereker, along with Lieutenant S. R. Hibbard, Airmen Kennedy, Wright and Higby were all taken prisoner of war. Vereker was repatriated at the cessation of hostilities, and advanced to Captain in the Royal Air Force. He re-engaged as Flight Lieutenant in the Royal Air Force Volunteer Reserve in May 1940. Sold with extensive copied research, including several photographic images of recipient in uniform.
An extremely well-documented Great War F2b Observer’s pair awarded to Lieutenant R. J. Gregory, 20 Squadron, Royal Flying Corps and Royal Air Force, who was shot down, wounded and taken prisoner of war near Armentières, 5 June 1918 British War and Victory Medals (2. Lieut. R. J. Gregory. R.A.F.) BWM with official corrections, very fine £300-£340 --- Provenance: Dix Noonan Webb, April 2003. Robert John Gregory was born in February 1899 and was educated at the Brighton, Hove and Sussex Grammar School prior to becoming a medical student at St. George’s Hospital, Hyde Park, London. Enlisting in the 2nd Artists Rifles, circa 1916-17, he transferred to the Royal Flying Corps as a Cadet in September of the latter year and attended assorted training establishments until joining 105 Squadron as a 2nd Lieutenant that December. The advent of 1918 witnessed further training at an Observer and Air Gunnery School and in late May Gregory was posted to 20 Squadron, a fighter-bomber unit operating in F2Bs out of Boisdinghem. And by 5 June he was able to write home about his first operational experiences as an Observer: ‘Well, having got a regular pilot and “bus” now, have properly started my duties. That was quite a “cushy” little start the other night after I wrote to you, the clouds forming a very effective screen to hide us from view from the ground, so that we were not troubled very much by “Archies”. It was a most beautiful effect, too, as you can imagine, to be sailing along a mile or two above the clouds, with little gaps here and there through which you could see the ground miles beneath you ... Was on a show again this morning in which we properly “put the wind up” old Jerry and his gas bags. It was quite a sport although “Archie” was rather busy. Am starting off on another in about an hour’s time, so you see they keep us pretty busy. But, then you see, we are absolutely THE Squadron - that really is fact and we were specially congratulated by General Salmond on our record for last month. Everyone who gets posted to this squadron usually considers it quite an honour - I do. Well, will say good-bye for the present ...’ Just an hour or two after penning these words, Gregory was shot down, wounded and taken P.O.W. He and his pilot, Lieutenant E. A. Magee, had been brought down in the vicinity of Armentieres, the incident being described by Gregory in a letter home to his sweetheart: ‘Well, isn’t this just the absolute limit? Strange to say I had never considered the possibility and if you ask me now how I got here, I don’t really know very definitely as we came down with a most “beautiful” crash, over some nice high trees from a height of about three miles or so in not many more minutes, which smashed the old “bus” up into matchwood and gave me a most “beautiful” knock on the head, which kept me most “beautifully” quiet for about three days. Ged Magee, my pilot, was none the worse for our little splash and is with me now. All I can remember is having a “scrap” with some German planes in the course of which we had our own engine, petrol tanks (how it was they didn’t catch fire I don’t know. They do that about 9 times out of every 10, when they get shot) and about half of our control wires shot away, then a most sickening three mile drop quite out of control until a few hundred feet above the ground when Magee managed to check the speed a bit. All the time we were falling we were having lead pumped into us like the deuce! The way it dodged all round the two of us was most marvellous. I had a group of about 20 shots about three inches in front of me and about 30 or 40 within a few inches of my head; apparently I am wanted to fight in the next war, unless it is that I am too good to die yet (I think it must be that, don’t you?!!!) ...’ Gregory ended the War in an Officer’s P.O.W. camp near Pillau in East Prussia and was repatriated in mid-December 1918. Among previous camps he had frequented was Karlsruhe, scene of the most famous P.O.W. breakout of the Great War. Released from the Royal Air Force in February of the following year, he returned to his studies and qualified in medicine in February 1924. Gregory married his wartime sweetheart, Violet Webb, in October 1925 and set up practice in Luton, where he died in July 1940, aged 41 years. Sold with an impressive run of original correspondence, the majority being handwritten letters, with related envelopes, from the recipient to his sweetheart for the period January 1918 until his release from captivity at the end of the year, the latter with German stamps and occasional censorship - often of a humorous nature and rarely without useful observations and overall content; also old copy correspondence appertaining to the recipient being posted missing in June 1918, including a letter from his C.O., Major E. Johnston (‘Your son was Observer in a machine which was one of nine engaged in an offensive fighting patrol. As far as I can gather, his machine became slightly detached from the patrol and four enemy machines were seen just behind it. Our machine then spun down and was lost sight of ...’); three wartime photographs; Buckingham Palace letter for returning P.O.Ws; Protection Certificate (Officer), dated 15 February 1919; Medical Registration Certificate for L.R.C.P., London, 5 February 1924; and assorted newspaper cuttings.
Military General Service 1793-1814, 2 clasps, Corunna, St. Sebastian (T. Ross, 1st Foot Guards) light edge bruising and suspension a little slack, otherwise very fine £800-£1,000 --- Thomas Ross was born in the Parish of Washington, near Newcastle, County Durham, and was enlisted briefly into the 61st Foot on 30 August 1803. Just under three months later he enlisted into the Grenadier Guards at Berwick on 28 November 1803, aged 28, a miner by trade. He was discharged at Windsor on 2 November 1818, having served a total of 16 years 64 days, including 2 years additional allowance for Waterloo. He went on to work as an engine furnace keeper having settled in Great Lumley, County Durham, where he died on 23 December 1849, aged 72. Sold with copied discharge papers and other research.
Queen’s South Africa 1899-1902, 1 clasp, Cape Colony (J. Mc D. Thomson, E.R.A. 1Cl. H.M.S. Beagle.) good very fine £180-£220 --- Medal roll confirms medal without clasp. 139 medals issued to this ship. John McDonald Thomson was born in Glasgow, Scotland, on 11 October 1866, and joined the Royal Navy as an Acting Engine Room Artificer 4th Class on 11 April 1889, a boilermaker by trade. He had advanced to E.R.A. 1st Class by the time he joined H.M.S. Beagle on 21 May 1901, and served aboard this ship until he was ‘Discharged Dead 16.2.1902 at Cape Hospital.’ Sold with copied record of service and South African War Graves Board letter confirming his death at the Royal Naval Hospital at Simon’s Town and his burial in the cemetery there.
Canadian Memorial Cross, G.VI.R. (F.O. G. C. Hooey, D.F.C. R.A.F. 65525) very fine £100-£150 --- D.F.C. London Gazette 28 April 1942: ‘P.O. Gilbert Campbell Hooey (65525) R.A.F.V.R., 97 Squadron.’ An immediate award with group citation of one award of the D.S.O., eight awards of the D.F.C., and ten awards of the D.F.M.: ‘On the 17th April 1942, a force of twelve Lancaster heavy bombers [6 each from 44 and 97 Squadrons] was detailed to deliver an attack in daylight on the diesel engine factory at Augsburg in Southern Germany. To reach this highly important military target and return, a most daring flight of some 1,000 miles over hostile country was necessary. Soon after entering enemy territory and whilst flying at a very low level the force was engaged by 25 to 30 enemy fighters. Later, the most intense and accurate anti-aircraft fire was encountered. Despite this formidable opposition 8 of the bombers succeeded in reaching the target and in delivering a successful attack on the factory. The following officers and airmen who participated, in various capacities, as members of the aircraft crews, displayed courage, fortitude and skill of the highest order.’ In addition to the above awards, Acting Squadron Leader J. D. Nettleton, 44 Squadron, was awarded the Victoria Cross. Gilbert Campbell Hooey, from Trenton and Toronto was commissioned from the ranks in April 1941 and flew Lancasters with No. 97 Squadron. He was killed in action on the night of 24/25 August, 1942, when pilot of Lancaster R5537 OF-B on a raid against Frankfurt. His aircraft was shot down by a night-fighter (Oblt. Walter Loos, 1,/NJG1) and crashed near the Trappist Abbey at Westmalle (Antwerpen). All seven crew are buried at Westmalle Churchyard. Sold with research.
A fine Great War D.S.C. group of four awarded to Gunner, later Lieutenant-Commander, F. Grinney, Royal Navy, who was decorated for his gallant part in the celebrated ‘Swift and Broke’ action of April 1917; he saw further service during the Second World War and died in service on 8 February 1944 Distinguished Service Cross, G.V.R., hallmarks for London 1916, the reverse contemporarily engraved ‘F. Grinney, H.M.S. Broke. 21.4.17’; 1914-15 Star (Gnr. F. Grinney. R.N.); British War and Victory Medals (Gnr. F. Grinney. R.N.) mounted as worn, very fine (4) £1,800-£2,200 --- D.S.C. London Gazette 10 May 1917: ‘Awards for services in the action between H.M. Ships Swift and Broke and German destroyers on the night of 20th - 21st April 1917 ... Gnr. (T.) Frederick Grinney, R.N. (”Broke”) gave orders for the firing of the torpedo which struck one of the enemy destroyers.’ Of the events on the night of 20-21 April, Taffrails’ Endless Story recounts: ‘The vessels on both sides were now a blaze of gun-flashes, which made it very difficult to see what was happening, and Peck, in the Swift, was temporarily blinded by the flame of the 6-inch gun on the forecastle. Losing sight of the enemy for several seconds, and now travelling at full speed, he passed astern of the German line, though not before firing a torpedo at the fifth ship in the opposing line, which probably took effect. Altering course out of the wake of the Swift, Evans, in the Broke, held his fire for a moment to bring the sights of the torpedo director on the bridge on their target. Despard, the First Lieutenant, actually fired it, and after an interval it, or the Swift’s torpedo, fired at much the same time, struck the fifth ship in the enemy line full amidships, to explode in an upheaval of smoke and whitened spray which glowed redly in the blaze of gun-flashes. Both sides were steaming fast. Things were happening in seconds, and once more the Broke’s foremost guns had opened fire. Evans had been steering to ram; but, seeing the ship he was aiming for - G. 85 - struck by the torpedo, realised it was now unnecessary, put his helm to port, and swung outwards for a few seconds to give himself room to swing back again and ram the destroyer astern of G. 85. “If you put the helm over now, sir, you’ll get this next one all right, sir,” said Hickman, the Broke’s navigator, to his captain, who himself was conning the ship. Under heavy fire, and in a coruscation of gun-flashes and the sparkle and smoke of exploding shells, Evans put his helm over and drove straight for his enemy at 27 knots. There was hardly time to breathe, let alone to think coherently. The German, G. 42, increased speed, smoke and showers of sparks pouring from her funnels as she strove to escape. But it was too late. With a grinding thud, and the screech of tearing steel, the Broke’s bow crashed into her opponent’s port side abreast the after funnel. The terrific impact hurled the German practically over on her beam-ends as the Broke’s ram pushed her bodily through the water. It is impossible to describe the sensations of those on board both these ships as the collision occurred - the Broke’s grimly triumphant; the Germans filled with terror-stricken amazement and horror. It was a dreadful moment; but worse was yet to come. Man were screaming and shouting for help as the Broke’s guns, at their maximum depression, pumped shell after shell at a few yards’ range into the mass of men huddled on the deck of her stricken enemy. One of the German’s torpedo-tubes had stuck into the Broke’s side and was torn off its mounting. The anti-aircraft 2-pounders added to the din with their stuttering uproar, while the British seamen that remained alive in the forepart of the ship, with rifles and fixed bayonets, and revolvers and naked cutlasses, headed by Mr. Midshipman Donald Gyles, R.N.R., already wounded by a shell splinter in the eye, swarmed forward on to the Broke’s forecastle to repel boarders. They were taking no chances. No quarter was given. Every German who clambered over the bows was shot or bayoneted. A deadly small-arm fire was poured from the forecastle into the terrified men on G. 42’s deck. Even the officers on the Broke’s bridge used their automatic pistols. Few of their enemies survived the storm of lead and nickel. But the Broke did not escape unpunished. When things were happening every second, it is impossible to describe events in their strict chronological sequence; but early in the action, which cannot have lasted more than a few minutes, a shell explosion on the forecastle had hurled a box of 4-inch cartridges into the air to scatter them round about the bridge, where they burnt with the fierce red glow and leaping flames of consuming cordite. She was also blazing amidships. Illuminated like a beacon, she made a conspicuous target. A hostile destroyer slammed in salvo after salvo until she disappeared into the night. It was nearly impossible to miss at so short a range. In the space of a few moments the Broke was converted into a smoking shambles. In places, her decks were literally running in blood. She sustained 57 casualties, of whom 21 were killed outright, and no part of the ship was immune. Two shells had hit the bridge structure, to kill a signalman, and seriously to wound the helmsman and a man at the engine-room telegraphs. But the former, Able Seaman William George Rawles, who afterwards received the Conspicuous Gallantry Medal for his bravery, continued to steer the ship until G. 42 had been rammed. Then he collapsed from loss of blood. Many casualties had occurred among the guns’ crews of the forecastle through two enemy shells, one of which had detonated projectiles in a ready rack. All the electric cables and voice-pipes from the bridge had been shot away, while the after compass, after wireless-room, and searchlight were demolished. The foremost funnel was pierced through and through by splinters until it resembled a huge nutmeg-grater. A shell passing in through the side above the waterline had penetrated a coal-bunker, to explode in the boiler-room beyond, killing or wounding every man in the compartment and severing the main steam-pipe, from which the steam escaped with a deafening roar. And, besides the damage from enemy shell, the British flotilla-leader had a badly bent and crumpled bow, and two huge gashes forward above the waterline. Dead and wounded lay everywhere. With her bows locked in G. 42, she still steamed ahead, her speed gradually diminishing. Every man in sight on the German’s deck had been killed or wounded. Her stern portion was gradually sinking. Finally it disappeared altogether as the Broke ground her way clear. For a time Evans and his officers thought their ship was about to sink; but, once clear of G. 42, they set about trying to inflict further damage upon the flying enemy. Two were still in sight, one ahead and one to starboard, with the Swift in chase, long flames pouring from the funnels of all three as they steamed at full speed. But the Broke’s speed was dropping fast, and presently an engineer-officer arrived on the bridge with the sad news that the loss of feed-water was so great that she could not steam more than half-speed. He also pointed out that the ship must eventually come to a standstill. Evans accordingly turned and steamed slowly back towards the two sinking destroyers. About a mile from the spot, they passed through a number of German seamen in the water, who cried “Save! Save!” But at any moment the enemy might return to continue the fight. The Broke could not affo...
A well-documented Second War 1944 Halifax pilot’s D.F.C. group of six awarded to Flight Lieutenant H. Brawn, Royal Canadian Air Force, who flew in at least 35 operational sorties with 429 (Bison) Squadron, the first of which being to attack the gun emplacements at Merville on D Day, 6 June 1944 Distinguished Flying Cross, G.VI.R., reverse officially dated ‘1945’; 1939-45 Star; France and Germany Star; Defence Medal, Canadian issue in silver; Canadian Volunteer Service Medal, with overseas clasp; War Medal 1939-45, Canadian issue in silver, mounted as worn, generally very fine (6) £1,600-£2,000 --- D.F.C. London Gazette 16 January 1945: ‘This officer has completed a large number of operational sorties during which he has taken part in attacks on a wide variety of targets in Germany and France including such heavily defended targets as Stuttgart, Hamburg, and the Ruhr. Throughout his tour he has always shown exceptional skill and fortitude in pressing home his attacks, often under the greatest opposition. He is an inspiring leader and captain of aircraft who has encouraged and trained his crew so that they have invariably carried out their duties satisfactorily. It is considered that this officer’s fine operational record, offensive spirit and devotion to duty fully merit the award of the D.F.C.’ Harry Brawn enlisted in the Royal Canadian Air Force in March 1941, and after carrying out initial pilot training in Canada he was posted overseas to No. 2 Flying Instructors School, Montrose. Having carried out the course Brawn was posted as an Instructor to No. 15 (P) A.F.U., Kirmington, Lincolnshire in June 1942. He advanced to Pilot Officer and moved with the unit to Ramsbury. Brawn advanced to Flying Officer before being posted to 82 O.T.U., Ossington in March 1944. He converted to Halifax aircraft at No. 1664 H.C.U., Dishforth, and was posted for operational flying with 429 (Bison) Squadron at Leeming in June 1944. Brawn flew in at least 35 operational sorties with the squadron, with his first of the war being 5/6 June 1944 ‘ “D” Day Ops to Merville Francais. Gun Emplacements’ (Log Book refers) Other operational sorties included: Conde sur Noireau, Rail and Road Junctions, 6 June 1944; Versailles; Boulogne (2); Sautrecourt; Oisement en Bois (2); Gorenfos; Siracourt; Ardouval; Acquet; Caen; Wesseling; St. Nazaire; Stuttgart; Hamburg; Coeqercours; L’Hey; Foret de Nieppe; Bois D’Amont; St. Ew D’Esserent; Kiel (2); Brest; Marquis; Emden; Le Havre; Oslo (2); Sterkrade, 27 September 1944, ‘Oil Plant 10/10 Cloud. Raid a Shambles & Most Amusing. Motor Failure’ (Ibid); Cap Gris Nez; Dortmund and Wanne Eickel, 12 October 1944, ‘Oil Plant. Predicted H/F [Heavy Flak], holed lost s.i. [starboard inner engine]’ (Ibid). Having advanced to Flight Lieutenant, Brawn returned to Canada in September 1945 and was discharged in October of the same year. Sold with the following original related items and documents: Royal Canadian Air Force Pilot’s Flying Log Book (21 August 1941 - 13 September 1945) spine damaged; R.C.A.F. Operational Wings, with named Certificate, dated 1 February 1945; Certificate of Service; Letter of congratulation on the occasion of the award of the D.F.C. to recipient addressed to ‘Mr and Mrs F. Brawn, 151 Wellington Avenue, Victoria, British Columbia’, from the Minister of National Defence for Air, dated 25 January 1945; R.C.A.F. cloth wings, and two cloth ‘Canada’ shoulder titles; a piece of metal labelled ‘German Flak 1944’; R.C.A.F. lapel ephemera; a number of annotated photographs of recipient in uniform, and over 500 pages of letters sent home by recipient between 1941-1944, covering his military career from flight training in Canada, service as a flight instructor in England, and finally operations with interesting comments throughout, including frustration on assignment as flight instructor on arrival in England in late 1942 and later comments about operations in 1944.
A Great War ‘Auxiliary Patrol 1917’ D.S.M. group of three awarded to Engineman Henry Charman, Royal Naval Reserve, for services in H.M. Admiralty Trawler Sabreur, which was engaged by enemy destroyers during a raid on the night of 20/21 April 1917, which culminated in the famous action with H.M.S Swift and H.M.S. Broke and the sinking of two German destroyers Distinguished Service Medal, G.V.R. (E.S.4455. H. Charman, Engn. R.N.R. “Sabreur” Aux. Patrol. 1917.); British War and Victory Medals (4455E.S. H. Charman. Engn. R.N.R.) toned, extremely fine (3) £800-£1,000 --- D.S.M. London Gazette 6 April 1918: ‘In recognition of services in vessels of the Auxiliary Patrol between 1st January and 31st December 1917.’ Sold with original ‘flimsy’ notification of the award from ‘The Captain Trawler Patrol, Dover’. Whilst this award is not gazetted for any specific action, it is worth pointing out that the only recorded incident of note involving the trawler Sabreur in this period occurred in the opening act of the famous engagement between H.M. Ships Swift and Broke and German destroyers on the night of the 20th to 21st April, 1917, when they successfully engaged a flotilla of five or six German destroyers, of which two were sunk. On the night of 20/21 April, 1917, German Zeebrugge-based large torpedo boats made a raid on the Dover barrage; Gruppe Albrecht (6 Torpedo Boats) aiming to bombard Calais, Gruppe Gautier (also 6 Torpedo boats) to strike at Dover. The action started at 2310 on 20 April, when Gruppe Albrecht shelled Calais, after which it returned to Port. At about 2330 Gruppe Gautier encountered the trawler Sabreur and attacked with gunfire, scoring two hits, one shell bursting in front of the wheelhouse and another in the engine room wounding a Trimmer. While the Germans believed that they had sunk the trawler, Sabreur, armed only with one 6-pdr, extinguished her lights and managed to escape. Gruppe Gautier then shelled Dover and the Kent countryside (shelling was wild) before swinging away south towards the Barrage. At 0045 the destroyers H.M.S. Swift and Broke, just east of the Goodwins, sighted ships approaching on an opposite course. The Germans opened fire, and scored several hits on Swift. Swift turned to ram but missed, passed through the German line and scored some hits too. She then fired a torpedo which hit G.85. Swift had been sorely hit, had wireless out of action, damage to bridge and 4 ft of water in the stokers mess-deck, 1 crew killed and 4 wounded. She turned to follow the Germans but couldn't keep up, so made her way home. At the start of the fight Broke also opened fire with guns and torpedo, but failed to score. She then rammed G.42 amidships at 27 kts. Locked together, Broke's sailors had to repel German borders in hand to hand fighting while Broke's guns poured fire into G.42 at point blank range. While this battle was going on the last two German torpedo boats in the line sailed past and fired into Broke. Broke managed to break clear of G.42 and started limping eastwards after Swift. Broke had suffered damage to her boiler rooms with steam dropping, half of the bridge was on fire and the decks had been swept by gunfire. As she sailed away both G.85 and G.42 fired on Broke. Broke then turned back and fired on both German destroyers, silencing their guns. The battle ended at 0115. Both German destroyers sank shortly after. At this point Broke's engines stopped and she drifted until taken under tow by H.M.S. Lydiard, who along with H.M.S. Mentor and Lucifer had come out of Dover to help, but arrived too late.
STOKES & IRELAND LTD; a George V hallmarked silver three-piece condiment set comprising lidded mustard (lacking liner), open salt, pepperette, Chester 1919, together with a hallmarked silver hand mirror and brush with engine turned Art Deco style decoration and a silver topped perfume bottle, weighable approx 9.57ozt/297g (6).Additional InformationThe silver mounted brush and mirror with dents, knocks and wear. Large dents and misshaping to the perfume bottle stopper.
CHARLES S GREEN & CO; a George VI hallmarked silver cigarette case of rectangular form with engine turned Art Deco-style decoration, with gilded interior, Birmingham 1937, together with a further hallmarked silver cigarette case with engine turned decoration, approx 12ozt/373g.Additional InformationMinor dents, knocks, lacking the internal bands.
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