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Click here to subscribeThe Times for 8th May 1945, Daily Mirror for 8th May 1945, Daily Express for (th May 1945 (all in poor condition), The Radio Times for 10th to 18th May 1945; and a quantity of predominantly Wartime sheet music including The White Cliffs of Dover, Yours, Desert Victory March, the R.A.F. March Past (some in poor condition)
Britains Garden: plastic issues including Shed, Swinging Seat, trellis, wall borders, shrubs, plants, two wheelbarrows, two grass rollers, two children playing ball with dog, seat, chair, two seated grandparents, lawnmower, hose-reel, mother kneeling, father with shears, water sprinkler, male and female teenagers and brown transistor radio
1954 Bentley R type saloon - Registraton USJ 376, chassis B235WG, six cylinder engine, 4,500 cc automatic. This lovely original example is finished in black over shell grey with a grey leather interior with a wonderful patina. It has been well maintained and has an extensive service history. Its original valve radio still works and it is supplied with original tools, handbook, workshop manual and some spares. MOT and tax until July 2008 (Only 5% buyer's premium on this lot)
A particularly fine and well-documented Second World War North-West Europe operations M.C. group of seven awarded to Major A. Ritchie, Royal Engineers, a Troop Commander in 6 Assault Regiment whose specially adapted Churchill tanks proved instrumental in the capture of Boulogne in September 1944: equipped with spigot mortars that fired concrete-shattering 40lb. projectiles (a.k.a. "Flying Dustbins"), they were nonetheless vulnerable to the enemys much vaunted Panzerfaust - so much so that by the end of his 48-hour M.C. winning exploits, just one of his troops six Churchills remained Military Cross, G.VI.R. reverse officially dated 1944; General Service 1918-62, 1 clasp, Palestine (1869123 Spr., R.E.); 1939-45 Star; France and Germany Star; Defence and War Medals; Army L.S. & G.C., G.VI.R., Regular Army (Capt., M.C., R.E.). mounted as worn, minor contact marks, generally good very fine (7) £2200-2500 M.C. London Gazette 21 December 1944. The original recommendation states: On 17 September 1944, Captain Ritchie was commanding a troop of six Assault Vehicles, Royal Engineers (A.V.R.E.) supporting the North Nova Scotia Highlanders in an attack on "Mount Lambert", one of the defences of Boulogne. The approach was covered by a large number of enemy weapons in concrete, and the advance was frequently held up by big casualties to the Infantry from shell and automatic fire. Captain Ritchie supported the attack, pressing on despite casualties to his Assault Vehicles and attacked each emplacement in turn with "Petard", subduing the fire and allowing the Infantry to get forward. By nightfall he had run out of ammunition, but remained with the Infantry half-way up the slope throughout the night under shell and mortar fire. He was replenished in the early hours of 18 September and later went on to attack emplacements with his "Petards". His troop was now reduced to two Assault Vehicles, but he went on attacking enemy strongpoints until 1900 hours on 18 September, when after the positioned was captured he was relieved. Captain Ritchies personal effort and leadership throughout the action, were of a high order, and contributed greatly to the capture of a vital enemy position. Andrew Ritchie was born in Colchester in October 1914, the son of a Gordon Highlander who was killed in action just three weeks later. Having attended the Army Technical College at Chepstow in the late 1920s, where he excelled in rugby and boxing, young Andrew joined the Royal Engineers, in which corps he served in Palestine 1936-37. Commissioned soon after the outbreak of hostilities, he remained employed in the U.K., where he was appointed a Troop Commander in 6 Assault Regiment, R.E., a component of the 79th Armoured Division, 2 (Canadian) Corps, on the eve of the Normandy invasion. As such, he had command of six Assault Vehicles, Royal Engineers (A.V.R.E.), in fact Churchill tanks fitted with a spigot mortar called a "Petard", which fired a 40lb. demolition charge specially designed to shatter concrete over a distance of 80 yards - a charge nicknamed by A.V.R.E. crew as the "Flying Dustbin". Thus equipped, Ritchies troop landed on D-Day, but as described above, it was for his subsequent part in the assault on Boulogne that he won his M.C. As confirmed by his own account of the proceedings on the 17-18 September, his troop quickly suffered fatalities, his Second-in-Commands tank being hit by three rounds from a Panzerfaust, killing four of the six man crew - these were vicious little rockets fired by the enemy infantry. When they struck a tank they punched a hole no thicker than a pencil through the armour and poured in fire and steel fragments more deadly than any shell. One of his Sergeants tanks was also put out of action in this firefight, but his four remaining Churchills continued on their way, knocking out several gun positions in pill-boxes and destroying many houses, and thereby enabling the Canadians to continue their advance to "Mount Lambert". The slopes of the latter feature were heavily defended by a series of concrete gun emplacements, each connected by underground tunnels, and in the ensuing action two more of Ritchies tanks were knocked out - one to a Panzerfaust and the other to a mine. Nonetheless, he insisted on remaining in position overnight, under constant shell and mortar fire, until fresh ammunition could be brought up in the morning, at which stage he went forward to meet the Canadian commander to recce the latest enemy positions: He led the way to a communication trench and we crawled along to the end. He cautiously lifted his head and looked over the top and then withdrew to let me have a look. I eased my body up until I could just see over the top of the parapet. Everything appeared very quiet. About 150 yards ahead was a large emplacement with a large gun pointing out of the embrasure and machine-guns each side. A similar strongpoint was situated about 70 yards to its right and the ground was heavily cratered by the bombing. I slid down and told the Canadian that I had seen enough and suggested that my two tanks took on a strongpoint each and hopefully silence the guns. His troops would then follow and then make the final attack on "Mount Lambert". He agreed and said he would have another quick look at the position in front so that he could finalise his plans. He had only just moved his head up when a single shot rang out and he collapsed back in the trench. A snipers bullet had got him straight through the forehead and he was dead before he slumped down. Notwithstanding this unhappy interlude, Ritchie went straight into action: It was slow and rough going as the shell holes were quite deep. My gunners fired their machine-guns directly into the embrasure to distract the enemy gunners but I wanted to get a shot in with the "Petard" as quickly as possible. I was peering through the periscope and after climbing out of a shell hole saw the enemy position in front but still out of range. They opened up with their guns and I felt several thuds as we were hit by shots from their big gun but luckily they ricocheted off the curved turret. Our constant machine-gun fire was obviously affecting their accuracy. We started to make better progress and when about 70 yards from the enemy position I told the driver to stop and the "Petard" gunner to aim and fire when ready. He quickly sighted on to the front of the position and I kicked the large lever which fired the "Petard". We could see the charge flying in an arc through the air and it hit the narrow embrasure dead on - this is what we call "posting a letter". The gunner reloaded and hit the front again with another shot higher up. Hardly had the noise and dust died down when a hoard of German soldiers rushed out from the back of the emplacement with their hands in the air. I contacted my other tank commander and he said that after he had "petarded" his position the Germans came streaming out to surrender too. I notified the Canadians and they advanced to take prisoners. But one more rude shock awaited the gallant Ritchie atop "Mount Lambert": While I was talking to my C.O. over the radio I felt a terrific thud on the front of the turret and the tank was plunged in darkness. When I jumped out to see what had happened I found a shell, fired from a German 88mm. gun in the port or town, a considerable distance away, had hit the turret and ricocheted off. When we checked the damage we found that the turret was jammed and the whole electrical system out of order. Thus, after 48 hours fighting, Ritchies troop was left with just one operational Churchill. And of his subsequent part in the Commando-led assault on Walcheren on 1 November 1944, a local newspaper reported: Tanks under the command of Captain Ritchie acted as "pathfinders" during the landings on Walcheren Island. Under heavy fire the tanks found themselves pinned on the beaches and faced with a deep
A fine Second World War D.F.C. and Bar group of eight awarded to Wing Commander R. L. Bowes, Royal Air Force, late Royal Air Force Volunteer Reserve, who led No. 44 Squadron in the famous Peenemunde raid in August 1943, when his Lancaster was hit by flak and badly damaged, and afterwards in a strike against Berlin in which his aircraft had an engine put out of action by another hit Distinguished Flying Cross, G.VI.R., with Second Award Bar, the reverse of the Cross officially dated 1943 and the reverse of the Bar 1944; 1939-45 Star; Air Crew Europe Star, clasp, France and Germany; Burma Star; Defence and War Medals, M.I.D. oak leaf; General Service 1918-62, 1 clasp, S.E. Asia 1945-46 (Act. Wg. Cdr., R.A.F.); Air Efficiency Award, G.VI.R., with Second Award Bar, 1st issue (Act. Sqn. Ldr., R.A.F.V.R.), mounted as worn, together with a set of related miniature dress medals, good very fine and better (16) £2500-3000 D.F.C. London Gazette 19 October 1943. The original recommendation states: In the attack on the Experimental Station at Peenemunde on 17-18 August 1943, the Lancaster aircraft in which Wing Commander Bowes was captain was hit in the nose by an accurate burst of light flak during the run up to the target. This engagement resulted in the Bomb Aimer being seriously wounded and blinded in one eye, and the bomb sight being completely smashed. In spite of this difficult situation, however, Wing Commander Bowes went on to make a most determined and accurate attack on the target. When clear of the target area, on the homeward journey, he organised successful first aid treatment for the Bomb Aimer who was suffering considerable pain from perspex splinters in the face. In the short time in which he has commanded No. 44 Squadron, Wing Commander Bowes has, through a quiet but strong personality and by his own determined operational example, inspired his aircrews with a vigourous offensive spirit and raised appreciably the efficiency and esprit de corps of the whole squadron. He has now completed 18 successful sorties, all, with one exception, against strongly defended German targets. In addition, during his O.T.U. training, he did eight anti-submarine patrols in the Bay of Biscay, during one of which he attacked a half-submerged U-boat and was credited with having probably damaged it. I strongly recommend Wing Commander Bowes for an immediate Distinguished Flying Cross. Bar to D.F.C. London Gazette 3 March 1944. The original recommendation states: Wing Commander Bowes has recently relinquished command of No. 44 (Rhodesia) Squadron on posting to staff duties. During his operational tour he completed successfully 23 sorties against enemy targets, including most of the well-known and notoriously well-defended German targets - Berlin (three times), Stuttgart, Mannheim, Peenemunde and the Ruhr. His quiet courage, splendid efficient determination to reach and hit his targets, and an invariable eagerness to operate have always been obvious, as the following two episodes well illustrate: During an attack on Peenemunde on 17-18 August 1943, Wing Commander Bowes aircraft was hit by an accurate burst of light flak during the run up to the target. The Bomb Aimer was seriously wounded, and the bomb sight completely smashed, but in spite of these difficulties a most determined and accurate attack was carried out. Again, in the Berlin attack on 18-19 November 1943, his aircraft was hit by flak shortly before bombing and one engine put completely out of action. A second and successful run up was, however, made, after which Wing Commander Bowes flew his damaged aircraft back to this country, eventually landing it without further damage in adverse weather conditions at an aerodrome on the south coiast of England. His own splendid operational example was undoubtedly responsible in large measure for the many successes of the aircrews he commanded, while on the ground he never spared himself to train and equip these personnel so that they would be fitted to inflict the maximum damage upon the enemy at the least possible cost. I strongly recommend Wing Commander Bowes for an immediate award of a Bar to his Distinguished Flying Cross. Robert Lawrence Bowes was born in April 1908 and held a private pilots licence prior to being commissioned on the Reserve of Air Force Officers in early 1933. Advanced to Flying Officer in September of the following year, he transferred to the Royal Air Force Volunteer Reserve in January 1938 and was advanced to Flight Lieutenant on the outbreak of hostilities. Bowes served as a flying instructor in the U.K. and Southern Rhodesia until 1942, was awarded the Air Efficiency Award in the following year (AMO No. 131 of 1943 refers), and originally commenced his operational career as a Flight Commander in No. 207 Squadron, a Lancaster unit based at Langar, Nottinghamshire, in the rank of Acting Squadron Leader. But it was for his subsequent services in No. 44 (Rhodesia) Squadron, a Lancaster unit operating out of Dunholme Lodge, Lincolnshire, that he won his first decoration, and more specifically for his part in the famous Peenemunde raid of August 1943. On that memorable occasion, in the rank of Acting Wing Commander, he led 44s force of 13 aircraft, himself piloting Lancaster DV. 155, which, as outlined above, suffered severe flak damage - in fact 44 Squadron suffered heavily that night, three of its Lancasters failing to return with the loss of 20 lives (just one member of aircrew survived to be taken P.O.W.). Awarded an immediate D.F.C., three of Bowes crew were duly gazetted for D.F.Ms in the New Year. Having completed his operational tour with No. 44 in February 1944, and added a Bar to his D.F.C. and been mentioned in despatches, the former no doubt prompted by his subsequent Berlin trips (London Gazette 14 January 1944 refers), Bowes joined H.Q. R.A.F. Scampton, where he served until attending a Staff College course that summer. A succession of staff appointments followed, until in March 1945 he joined No. 214 (Malay States) Squadron, a Fortess unit based at Oulton, Norfolk, and flying on radio counter-measure operations, in which role he would have been employed until the units disbandment that July. In September, he was ordered to South East Asia Command, in which theatre of operations he commanded No. 159 Squadron at Digri and Salbani until early 1946, a period that witnessed the units Liberators dropping supplies to ex-P.O.Ws and to the starving inhabitants of Southern Burma - and Bowes notching up a further 180 hours flying time. Having then been granted a permanent R.A.F. commission as a Squadron Leader, he next served as S.A.S.O. at No. 228 Group, followed by appointments at the Turkish Air Staff College in Istanbul 1948-50, the Armed Forces Staff College at Norfolk, Virginia 1950-51, and H.Q., U.S.A.F., 92nd Wing at Fairchild, Washington 1951-53, and was latterly a Wing Commander attached to S.H.A.P.E. He had, meanwhile, been awarded a Bar to his Air Efficiency Award (AMO No. 866 of 1951 refers). Sold with a quantity of original documentation, including the recipients (Civil Authority) Journey Log Book, covering the period June 1931 to April 1933; his R.A.F.V.R. Flying Log Book, covering the period July 1938 to March 1941; his R.A.F. Flying Log Book, covering the period August 1946 to May 1954; and three official Air Ministry photographs, two of them depicting low-level attacks on U-Boats, and most probably pertinent to the recipients earlier anti-submarine patrols in No. 44 Squadron.
A particulary fine, well-documented and poignant Battle of Britain Spitfire aces D.F.C. group of four awarded to Flight Lieutenant D. G. Gribble, Royal Air Force, who, having been compelled as a result of combat damage to make a forced-landing on a beach near Dunkirk in May 1940, went on to claim six confirmed victories, besides several probables and damaged, the vast majority of them at the height of the Battle in August 1940, a gallant operational career that is well recorded in the memoirs of his fellow 54 Squadron pilots, Al Deere and Colin Gray - he was killed in action in a Channel sweep in June 1941, having been heard to call "Engine cut, baling out" Distinguished Flying Cross, G.VI.R., reverse officially dated 1940 and privately inscribed, Flight Lieut. D. G. Gribble; 1939-45 Star, clasp, Battle of Britain; Air Crew Europe Star; War Medal 1939-45, contained in an old leather case, extremely fine (4) £14000-18000 D.F.C. London Gazette 13 August 1940. The original recommendation states: Since the outbreak of war, this happy young Fighter Pilot has taken part in almost every offensive patrol carried out by his squadron during the invasion of the Low Countries, throughout the Dunkirk operations and, in more recent times, the intensive air fighting over the Channel. A survivor of Dunkirk, he was, himself, shot down there, but made his way back again to this country, salving some valuable wireless equipment from his aeroplane. Throughout innumerable offensive patrols to date, Pilot Officer Gribble has led his section, and recently his Flight, with great courage, gallantry and determination. On one occasion, having fired all his ammunition, he was bringing back two other pilots of his section who had not fired any of theirs, when he sighted a Vic of 6 Do. 17s. Without hesitation, he led the two other pilots - although subjected to severe cross-fire against which he had no means of replying - into the attack with such determination that the effective bombing of an important convoy was prevented. Pilot Officer Gribble has so far, himself, destroyed 3 Me. 109s and damaged a great many more. Both in the air and off duty on the ground, this officers cheerful manner and example have done much to keep up the high morale of his squadron during the hard times it has recently passed through. Dorian George Gribble was born in Hendon, London in June 1919, but was brought up on the Isle of Wight, where he was educated at Ryde School. Joining the Royal Air Force on a short service commission in March 1938, he attended No. 11 F.T.S. at Shawbury before being posted to No. 54 Squadron, a Gladiator unit based at Hornchurch, in December 1938. Shortly thereafter the Squadron was re-equipped with Spitfires. With the onset of the German invasion of the Low Countries, No. 54 went into action, Gribble flying his first offensive patrol to Ostend on 16 May 1940. The previous evening, in an operational briefing delivered to the pilots in the Officers Mess billiard room, Al Deere had scanned the audience: The central figure was, as always, Pilot Officer George Gribble. Very English, very good looking and bubbling over with the enthusiasm of his twenty years, he epitomized the product of the public school; young yet mature, carefree yet serious when the situation required and above all possessing a courageous gaiety which he was later to display in abundance. A little over a week later, on the 24th, in 54s second patrol of the day - a large scale dogfight over the Dunkirk-Calais sector in which Colin Gray later recalled seeing nothing but black crosses hurtling around in all directions - Gribble destroyed a Me. 109 after firing 1700 rounds from 250 yards range (I saw my tracer crossing into his aircraft while he was on his back. He just fell into the ground ... ). The following day his Spitfire was badly damaged when 54 was jumped by about a dozen 109s, and he carried out a forced-landing on a beach near Dunkirk - but removed his radio equipment from the cockpit before finding passage home in a tramp steamer bound for Dover. Al Deere later recalled his arrival back in the U.K.: A pleasant surprise awaited me when I walked into the Mess on the way to supper. In the hall stood George Gribble with, of all things, the radio set from his aircraft under his arm. "Do you mean to say that you carted that thing all the way back with you?" I asked, clasping him warmly by the hand. "Seemed the sensible thing to do, old boy. So far as I know these particular sets are still on the secret-list and we dont want the Huns to get a free copyright," he answered. This was typical of George. He must have gone to no end of trouble to carry such an awkward and fairly heavy piece of equipment back with him. Apparently the captain of the ship that brought him home had tried to dissuade him for, as he pointed out, space was at a premium, and it must be men before material. Once having made up his mind, nothing would deter Geroge. The Squadron moved to Catterick on 28 May, and thence back to Hornchurch on 4 June, but it would not be until July that it returned to frontline duties. Battle of Britain With the advent of the Battle proper, 54 started to operate out of Rochford and Manston, and on 24 July, over North Foreland, in what Colin Gray described as a terrific dogfight ... in no time at all it became a crazy mixture of Spitfires and Me. 109s chasing one another round in circles, Gribble claimed a brace of Me. 109s destroyed (unconfirmed). The following day, when just five of 54s Spitfires joined in combat with two waves of Ju. 87s, escorted by about 80 109s, Gribble led Green section, but with two of their number shot down, 54s survivors were compelled to beat a hasty retreat back to Manston, but not before we had to take violent evasive action. On 26 July, the Squadron moved to Catterick, the very same day on which Gribble was appointed Flight Commander of B Flight, and in fact the date on which he was recommended for the D.F.C., the covering remarks of Air Vice-Marshal Keith Park stating: This cheerful young pilot has shot down 3 enemy aircraft and damaged many more. He was particularly gallant in leading his Flight on a recent occasion. He had fired all his ammunition - however, he led his section against a Vic-formation of 6 Do. 17s and so prevented the effective bombing of an important convoy. As a leader he is outstanding - his morale and cheerful bearing are an example to the Squadron. For his outstanding qualities as a leader, I strongly recommend him for the immediate award of the Distinguished Flying Cross. Air Chief Marshal Dowding concurred, his signature of approval being dated 31 July 1940. Early August witnessed the Squadron moving to Hornchurch, and on the 15th, Gribble damaged a Ju. 87 in a dogfight over Dover-Hawkinge sector, one of 30 87s with a 40-strong Me. 109 escort - I dived into the attack, using 12 boost, and fired a long burst at one from astern. It seemed to "shudder" in mid-air and then dived steeply with black smoke coming from it. I saw my ammunition entering the machine. Later that day, he also destroyed a Me. 109 and damaged a Do.17 over the Maidstone. Of the fate of the 109, his combat report stated: On breaking again I came up and engaged a Me. 109, chasing it out towards the sea. The cloud was about 10/10 at 13,000 feet, so I had not very much idea of where I was. I gave the enemy aircraft a longish burst from 350 closing to 250 yards. The enemy aircraft dived and then burst into flames ... The very next day, the 16th, he damaged a Me. 109 east of Hornchurch - I managed to get in a long burst (10 seconds), opening at 300 yards and closing to 200 yards range. Smoke began to pour out of the machine and it went into a dive - while on the 18th, when the Squadron was sent down to Manston for the third day running, Gribble acted as "Blue Leader" in B Flight, and destroyed another Me. 109, in additio
A very well constructed & presented Ketch rigged motor sailer, based on the 'Inchcape 45', 87cm overall GRP hull, presently ballasted for sailing as displayed, for better sailing qualities a ballasted keel is provided to replace internal ballast, also taller stand supported supplied. Full radio control for lights, rudder, sail winch, motor & siren, Digi-fleet 4 channel radio and charger (needs servicing), auxillary single screw powered by electric motor, instructions supplied for new owner (Illus.)
A SCARCE NAZI GERMAN DOUBLE SIDED FLAG OR PENNANT, in red cotton 17ins. x 16ins. which has a printed vertical white lightening bolt style arrow, indicative of signals or radio operator branch of service and was apparently suspended outside of the building or tent, where the services would have been performed. The flag remains still in very good condition, showing only minor age. The leather strap is stamped with the makers mark and date DNQ.42
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