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Lot 2148
1965 Humber Imperial Registration Number: FGX 92C Date Of First Registration: 15/11/1965 Vin Number: B884400102BWHSL Engine Number: 884400102 MOT Expiry: 26/05/2017 V5C Present Listing: 9 Former Keepers Current Mileage Shown:80,484 miles 2965 CC Black The Humber Super Snipe was built in Britain between 1938 and 1967. In 1964 the Rootes Group revived the Humber Imperial name for its top of the range Humber Super Snipe. The car had vinyl clad roof and automatic transmission fitted as standard, along with a luxuriously appointed interior featuring fully reclining front seats and separately controlled rear passenger heater. The model also featured electrically adjustable rear shock absorbers to aid ride comfort. Limited numbers were built and it is thought approximately 40-50 examples still exist in various states of repair. This Humber Imperial is presented in black colour code 01 and fitted with light grey leather piped with dark grey. Body number SSSH 53105 by Thrupp and Maberly Ltd of London. The vehicle was the subject of a full body restoration 31/05/2016 with invoice present for £4759.20. Complete with workshop manual. Not running at present Buyer's premium of 10% (+VAT) applies to this lot Body condition is good with a restoration carried out last year to include: Floor plates, sills welding and extensive repairs.£4759.20 invoice present. The front grille is rusty and the badge/lamp bar and fog/driving lamps are missing. Front bumper is straight with good chrome. Rear bumper good with some light rust spots. The grey leather interior is in nice condition there is however evidence of previous damp, the leather seats have mould spots and the rear quarter panels and roof have water marks/damp. Some of the wood veneer is discoloured and split in places. Dash is cracked. n/s/f tyre maker unknown but with good tread all other tyres Wanli with good tread. Spare wheel present. Mot history as follows: 2016 @ 80174 2014 @ 79637 2012 @ 78084 2011 @ 77690 2010 @ 77135 2009 @ 76317 2008 @ 75701 2007 @ 75359 2006 @ 74378
Lot 2146
1965 Humber Imperial Registration Number: PTJ 931C Date Of First Registration: 24/08/1965 Vin Number: 84300876BWHSO Engine Number: 843008776BWHSO MOT Expiry: No Current MOT V5C Present Listing: 4 Former Keepers Current Mileage Shown: 52,312 miles 2965 CC Maroon The Humber Super Snipe was built in Britain between 1938 and 1967. In 1964 the Rootes group revived the Humber Imperial name for its top of the range Humber Super Snipe. The car had vinyl clad roof and automatic transmission fitted as standard. Along with a luxuriously appointed interior featuring fully reclining front seats and separately controlled rear passenger heater. The model also featured electrically adjustable rear shock absorbers to aid ride comfort. Limited numbers were built and it is thought perhaps around 40-50 examples still exist in various states of repair. This maroon example paint code 70 body number SSSH 52312 by Thrupp and Maberly Ltd of London has in recent years benefited from a considerable amount of work to both the engine, mechanicals and body-work (see condition report for invoices present). Fitted with badge/light bar with driving lamp and fog lamp. Although from a distance the vehicle looks very tidy it will require some work to bring it up to standard. The last MOT test carried out in 2015 showed no advisories and expired in August 2016. Supplied with a folder containing recent invoices. Not running. Buyer's premium of 10% (+VAT) applies to this lot The body-work of the vehicle appears to be generally good and presents to a reasonable standard with obvious signs of previous repair and body-filler present but no obvious signs of major corrosion. There are rust spots on some of the panels and the front windscreen appears to be incorrectly fitted at the o/s top edge which has led to water ingress. The vinyl roof appears to be in sound order. Side windows are loose and the seals are allowing water ingress hence all door bottoms are wet and the carpets are soaked/mouldy. Cloth interior in reasonable order, speaker cover loose on dash top and various loose/missing trim items. The engine bay is tidy. Front bumper is straight with good chrome. Rear bumper straight but has rust spots. Tow bar with twin electrics fitted. All tyres are Vredestein and all have good tread. Print out from Dvla detailing all four previous owners. Various invoices for service items and some larger invoices listed below: 24/04/2015 fit new caliper seal kits to both front brakes and also new battery.£342.00 27/03/2015 remove interior cut away and replace rotten floor sections and refit interior £1080.00 02/02/2015 repair exhaust manifold fix horn, replace speedo cable etc. £798.60 26/10/2014 sand blast and repaint all wheels. £330.00 12/07/2012 fit and paint both loer sills and repaint lower half of car.£1800.00 28/06/2008 engine repairs gasket, coil etc.£148.36 23/06/2008 full engine rebuild including head skim gaskets etc.£not stated Previous Mot details: 2015 @ 55716 2014 @ 55509 2013 @ 55040 2011 @ 54473 2010 @ 53018 2009 @ 51663 2008 @ 49993 2007 @ 49483 2006 @ 47624 No further mot history.
Lot 282
The Rare ‘Pegasus Bridge’ M.C. Group of 6 awarded to Captain David ‘Jock’ McCowan Hunter, No. 3 Platoon, ‘A’ Company, 7th (Light Infantry) Parachute Battalion, Army Air Corps, late Royal Scots. His battalion was parachuted in as part of ‘Operation Tonga’ to provide immediate reinforcements for the 2nd Battalion Oxfordshire & Buckinghamshire Light Infantry who had famously seized the key bridges over the River Orne (Horsa Bridge) and the Caen Canal (Pegasus Bridge) between Benouville and Ranville shortly before. He was recommended for the M.C. for leading his platoon ‘all through the day’ at Benouville, despite his own serious wounds, and in the face of repeated German counter-attacks led by elements of the 21st Panzer Division, until they were relieved by Lovat’s Commandos many hours later. Hunter also served soon after in the Ardennes and Rhine crossing operations, where his Platoon for a time formed the spearhead of the entire 21st Army Group advance into Germany, with Lieutenant Hunter leading his unit from the front. He later , comprising: Military Cross, G.VI.R. ‘GRI’ type, reverse engraved to lower terminal of cross ‘1944’; 1939-1945 Star; France and Germany Star; Defence Medal; General Service Medal, 1918-1962, single clasp, S. E. Asia 1945-46 (Lt. D M Hunter AAC); Operation Overlord Commemorative Medal, gilt metal; Group swing-mounted on bar as worn, lightly toned, extremely fine (6) M.C.: London Gazette: 31 August 1944 – ‘for gallant and distinguished services in Normandy’ (The original recommendation states: ‘During the airborne action at Benouville on 6 June 44 this officer received a very painful head wound early on in the day. The fighting was of a most strenuous nature but despite his wound Lt Hunter was always to the forefront of the fight encouraging his men by his own outstanding example. He continued to fight with the Company all through the day and was eventually evacuated when his Company was relieved by a counter attack. The example and devotion to duty of this officer was quite outstanding and contributed largely to the success of the operation.’) Captain David McCowan Hunter was born on 28 August, 1922, at Burnholme, Cumnock, Scotland. He joined the army in January 1942, having obtained his OTC certificates from George Watson’s College in Edinburgh and at St Andrews, he went straight to O.T.C.U. at Barmouth, Wales in June 1942, being commissioned into the Royal Scots as 2nd Lieutenant on 6 June 1942. In December 1943 he volunteered to join the Parachute Regiment, transferring from the oldest regiment to the newest (mainly ‘to impress the girls’, as recorded in his personal memoir), and after four weeks of intense physical tests and parachute training he joined the 7th (Light Infantry) Battalion, Parachute Regiment, part of the Army Air Corps in late January 1944. This new elite unit, created in 1942, initially included the Glider Pilot Regiment, seventeen Battalions of the Parachute Regiment, the Air Landing Regiments, Air Observation Post Squadrons, and by 1944 would include elements of the Special Air Service. The 7th Battalion formed part of the larger 6th Airborne Division which would play a major role on ‘D-Day’. Lieutenant Hunter was initially posted to a reserve company, but once ‘Haggis’ Fleming was injured by a dropped grenade, ‘Jock’ Hunter was recommended by the Commanding Officer Lieutenant Colonel R. G. Pine-Coffin (aptly nicknamed ‘Wooden Box’) to lead “A” Company’s No.3 Platoon as Platoon Commander. This came at the expense of several more-established English officers, as the platoon contained a number of Scotsmen amongst its number. This turn of events led to his participation in ‘Operation Tonga’. Lieutenant Hunter’s superb memoir recalls the tension ahead of the parachute drop: “We arrived at the airfield in the evening of 5th June. We then filed past the WAAF parachute packers who handed us our parachutes. “I hope that’s not your dirty washing in there”, I said to the attractive girl who handed over my bag. We took off just before midnight and in about an hour we were over the DZ (drop zone). Anti-aircraft flak exploded around us causing the plane to shudder… Six planes carrying our brigade, the 5th Parachute Brigade, were in fact shot down, at least one of them was with our battalion and these men were all lost… Finally the green light came on and one after another we plunged through the large hole in the floor of the plane. As I jumped I felt the sudden swish of the plane’s slipstream and, before I had time to panic, the sudden tug on my shoulders as my chute opened. It wasn’t the WAAF’s underwear after all. As I floated down I could briefly admire the view and quite dramatic it was as lines of red tracer bullets shot through the darkness criss-crossing in different directions…” “The 7th Battalion pathfinder was Lieutenant John Rogers. I saw his green lamp flashing and eventually made contact with him. He told me that he was in the wrong place but he was able to direct me to the RV, a small wood in a gully. Colonel Pine-Coffin and my company Commander Major Nigel Taylor were already there. By 2.30 am less than 40% of the battalion had turned up. The other half of my platoon had not turned up (they had been dropped some miles away and turned up some days later). The CO had received the signal from the bridges that the assault by the glider coup de main force had been successful and the bridges were held intact….The CO decided he could not delay further. He left his second in command Major Steele-Baume (where do the English get these names?) to pick up any stragglers. A Company was sent over the bridges. One was later to be called “Pegasus Bridge” after the insignia of the Airborne Forces. I went first, leading my depleted platoon. It was still dark. There were a few bodies lying on the bridges. I couldn’t make out whether they were ours or theirs. It was my very first experience of death. I was still only 21.
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8723 item(s)/page