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A Victorian Brass Adjustable Spirit Level in an Ornate Cast Iron Surround by L.L.Davis, Pat.Sept.17th 1867, with black and gilt painted foliate decoration, length 30.5cm.

HORSE MEASURING STICK (18 HANDS) AND SPIRIT LEVEL, CONTAINED IN A GENTLEMAN'S WALKING STICK, c. 1900.

Rail track gauge, wood and brass with working spirit level, stamped on one iron tongue GER

A horse measuring stick by Arnold and Sons, London, contained in a bamboo walking cane with stag antler handle and embossed silver collar dated London 1909, engraved "States Office", the internal brass measure with spirit level, makers name and scale of Hands.

A James Phillips rosewood and gilt brass spirit level, 19th century and giltmetal cigarette cutter with turned handle, circa 1900 (2)

a Mahogany Wheel Barometer, signed Fattorini, York, circa 1840, the case with swan neck pediment and inlaid stringing to the borders, hygrometer, thermometer box, circular mirror, 8-inch silvered dial with nicely engraved centre depicting a windmill and hills in the background, spirit level signed, 97cm high See illustration joseph Fattorini is recorded as working in 12 Castlegate, York between 1838-1848. See Banfield (Edwin): Barometer Makers and Retailers, pg 78.

a Mahogany Wheel Barometer, signed J Groce, York, circa 1870, the case with swan neck pediment and inlaid stringing to the borders, hygrometer, thermometer box, circular mirror, 8-inch silvered dial, spirit level signed, 96cm high j Groce is recorded as working in York between 1860-1880.

A Markie 'Little Gem’ model traction engine, built to 3/4 inch scale complete with pressure gauge, water level sight glass, steam cock and drain tap. Ring burner with drip feed tender tank (spirit fired). Steering by worm, wheel and chain, lever brake system, Single speed lever control, gear driven. The model finished in green red or black paintwork with matching wheels and flywheel. Certificate of manufacture, boiler test certificate and building guide. Canopy fascia board 'Hughes Construction’

A 19th Century barometer by C.Volonte, Crown Inn Devizes with thermometer, hygrometer and spirit level contained in mahogany banjo-shaped case with satinwood and ebony stringing, swan-neck pediment, diameter of dial 31cm.

A 19th Century barometer, with thermometer, hygrometer and spirit level, by A. Gobbi, Swaffham, in mahogany veneered banjo-shaped case with swan-neck pediment, diameter of dial 20cm, glass broken.

The Macallan Royal Marriage Distilled and bottled by Macallan-Glenlivet Ltd., Craigellachie. A vatting of spirit distilled in 1948 and 1961 bottled to commemorate the marriage of His Royal Highness The Prince of Wales, 1981. Level: just into neck of bottle. Single malt, 43% volume 1 bottle

Old Bushmills Black Bush Level: top of shoulder Old Bushmills Level: middle of shoulder Distilled and bottled only by The Old Bushmills Distillery Co. Limited, Co. Antrim. 26 2/3 fl. ozs. 70 degrees proof John Jameson-12 year-old No spirit strength or capacity stated Jameson Distilled and bottled by John Jameson & Son, Dublin. 26 2/3 fl. ozs. 70 degrees proof 4 bottles

The Macallan Royal Marriage Distilled and bottled by Macallan-Glenlivet Ltd., Craigellachie. A vatting of spirit distilled in 1948 and 1961 bottled to commemorate the marriage of His Royal Highness The Prince of Wales, 1981. Label discoloured though legible and slightly torn right edge. Slight damage to lead capsule. Level: upper part of shoulder. Single malt, 43% volume 1 bottle

The Macallan Royal Marriage Distilled and bottled by Macallan-Glenlivet Ltd., Craigellachie. A vatting of spirit distilled in 1948 and 1961 bottled to commemorate the marriage of His Royal Highness The Prince of Wales, 1981. Level: just into neck of bottle. Single malt, 43% volume 1 bottle

The Blair Athol-Over 8 year-old Distilled and bottled by The Athol Distilleries Ltd., Distillers, Perth. Tall brown bottle, stopper cork, embossed lead capsule. No spirit strength or capacity stated on labelling. Level: into neck of bottle. Single malt 1 bottle

A small quantity of early 20th century tools including a spoke shave, a routing tool and a Preston spirit level.

brown (G.M.) The Lost Village, 1992 sgnd. ltd. ed., cl.; Heaney (S.) The Spirit Level, 1996, 1st ed. dw.; with A Quantity of Volumes on poetry (qty.)

An extremely rare Second World War ‘Triple D.F.C.’ group of six awarded to Squadron Leader R. Van den Bok, Royal Air Force Volunteer Reserve, who, having survived a very close encounter with the Scharnhorst during the famous ‘Channel Dash’ in February 1942, and been awarded his first D.F.C., added an immediate Bar for making a successful evasion attempt after being shot down and wounded over Belgium - a Second Bar followed for radio counter-measure operations in Flying Fortresses in 1944-45 distinguished Flying Cross, G.VI.R., with Second and Third Award Bars, the reverse of the Cross officially dated ‘1942’ and the Bars ‘1942’ and ‘1945’; 1939-45 Star; Air Crew Europe Star, clasp, France and Germany; Defence and War Medals; U.S.A., Silver Star, the reverse inscribed, ‘F./O. R. Van den Bok, D.F.C.’, mounted as worn, together with the recipient’s Caterpillar Club Membership Badge, gold, with ‘ruby’ eyes, the reverse officially inscribed, ‘F./O. R. Van den Bock, D.F.C.’, lacquered, generally good very fine (6) £2500-3000 ex John Hayward collection and thence Hayward’s Gazette (No. 3, October 1974, Item No. 423); just 46 British and Commonwealth aircrew were awarded the D.F.C. with 2 Bars in the 1939-45 War. d.F.C. London Gazette 4 August 1942. The original recommendation states: ‘Flying Officer Van den Bok has taken part in 29 sorties, a large number of them being carried out against heavily defended targets, and pressed home with determination and resolve. He has participated in repeated attacks on Mannheim, Duisberg, Huls, Bremen, Kile and Hamburg, returning from seven different sorties in aircraft severely damaged by enemy A.A. fire. As a Wireless Operator he has been responsible on many occasions for his aircraft’s safe return in bad weather. he was the Wireless Operator / Air Gunner on a Hampden which made a low-level attack on the Scharnhorst during the battleship’s flight from Brest. The whole aircraft was severely damaged by Scharnhort’s A.A. defences: included in this damage was the radio installation: this Flying Officer Van den Bok repaired and re-established communication with his base. While carrying out the repair he observed an enemy fighter stalking his aircraft which by this time was in no condition to face an engagement. By following Flying Officer Van den Bok’s evasive directions, his captain was able to shake off the fighter. while this officer was detached from the Squadron on a course he obtained 48 hours leave in order that he might take part in the Squadron’s effort against Rostock. Last autumn he took part in the Squadron’s daylight attacks on enemy targets in occupied France. as Squadron Signals Officer, Flying Officer Van den Bock is in a large measure responsible for the high standard of W./T. operating obtained in this squadron. Throughout his cool steadfast courage has been an example that the Wireless Operators have been eager to emulate.’ Bar to D.F.C. London Gazette 24 November 1942. The original recommendation states: ‘Since the beginning of his tour on operations, commencing 22 August 1941, Flying Officer Van den Bok has taken part in 25 sorties over enemy territory against very heavy enemy defences. Targets he has attacked are Duisberg, Essen, Bremen, Mannheim, Dusseldorf, Huls, Cologne, Rostock and Flensberg. on his last trip to Saarbrucken on 28 August 1942, on returning from the target, his aircraft was attacked by enemy aircraft and shot down over Belgium. He sustained a wound in his leg by the entry of a piece of flak and despite physical suffering due to his wounded leg, he was able to travel some 3,000 miles through enemy territory to escape capture and arrived in Gibraltar in less than three weeks. under a calm and quiet manner he has a fine offensive spirit in action which inspires confidence in his fellow aircrew.’ Second Bar to D.F.C. London Gazette 26 October 1945. The orginal recommendation states: ‘This officer has operated with No. 214 Squadron 16 times on his second tour, in which number is included the last Bomber Command attack in the Berlin area and the last operation by that Command in Europe. his attention to detail and planning, and his outstandingly good captaincy, have been responsible for the seemingly effortless manner in which he has operated against many targets well known for the strength of their defences. his enthusiasm for operations was in no way diminished by his experiences in evading capture after being shot down by flak over occupied Belgium after 29 sorties on his first tour. He has always been anxious to fly on every possible occasion when his duties as Flight Commander would permit. despite his personal keenness for operational flying, he has, however, devoted a large amount of time to the instruction of new captains and crews, and has always been tireless in his efforts to improve the operational and training efficiency of his flight and the Squadron as a whole.’ Ralph Van den Bok qualified as a Wireless Operator / Air Gunner in April 1941, and is believed to have flown an operational sortie to Kiel with No. 83 Squadron, a Hampden unit operating out of Scampton, Lincolnshire, that July. Be that as it may, his operational career commenced proper with his appointment to No. 408 (Goose) Squadron, R.C.A.F., another Hampden unit, operating out of Balderton, Nottinghamshire, in August 1941. between then and being recommended for his D.F.C. in May 1942, he completed 22 sorties and 126 operational flying hours, and gained appointment as Squadron Signals and Gunnery Leader, his targets, as stated, including the Scharnhorst. Not mentioned in the recommendation, however, is the fact his captain, a New Zealander, D. S. N. ‘Tinny’ Constance, attacked the enemy battleship from about 800 feet, or indeed the fact that one projectile came through the fuselage - right between Van den Bok’s legs - and out through the roof: the date in question was the 12 February 1942, the day of the famous ‘Channel Dash’, when another gallant aviator, Eugene Esmonde, won a posthumous V.C. nearing the end of his operational tour with a strike on Saarbrucken on the night of 28-29 August 1942, Van den Beck added an immediate Bar to his D.F.C., when, on returning from the target, his Hampden (AE197 EQ) was shot down by an enemy night fighter - piloted by top-scoring ace Hauptman Wilhelm Herget - and crashed at Boussu-lez-Walcourt, some 25 kilometres S.S.W. of Charleroi. His pilot, Wing Commander J. D. Twigg, and Flight Lieutenant I. Maitland, D.F.C., were killed, but Van den Bok, who was wounded in the leg by a piece of shrapnel, and Flight Lieutenant G. C. Fisher, both evaded - a remarkable journey of 3,000 miles through enemy occupied territory, the whole accomplished in just three weeks. He was duly elected to membership of the Caterpillar Club. grounded and ‘rested’, Van den Bok trained as a pilot, was awarded his ‘Wings’ in November 1943, and returned to the operational scene as an Acting Squadron Leader and Flight Commander in No. 214 (Federated Malay States) Squadron, an American Flying Fortress unit operating out of Oulton, Norfolk, in November 1944. Charged with carrying out radio counter-measure operations, No. 214 flew ‘Window’ and jamming sorties right through to the War’s end, Van den Bok completing a further 17 sorties, thereby bringing his tally of trips to 46, with a total of 282 operational flying hours. He was duly recommended for a Second Bar to his D.F.C. in June 1945. £2500-£3000

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 George III period satinwood and tulipwood crossbanded wheel barometer the swan neck pediment with pine cone finial above dry/damp dial, thermometer, pressure dial and spirit level dial, signed Lione & Somalvico, 125 Holburn Hill, London 31cm wide, 110cm high Property of a private Surrey collection. Note: the firm of Lione & Somalvico, London, fl. 1805-20

A ROSEWOOD WHEEL BAROMETER with 24.5cm dia silvered dial, brass bezel, spirit thermometer, convex mirror in reeded brass slip, spirit level, and hygrometer, the case with broken swans neck pediment, 105.5cms high (hygrometer missing)

A MAHOGANY WHEEL BAROMETER with 19.5cm dia silvered dial, brass bezel, hygrometer, spirit thermometer, convex mirror in ebonised reeded slip and spirit level, the case with urn finial & broken swans neck pediment, 96cms high (spirit level af)

A VICTORIAN ROSEWOOD WHEEL BAROMETER with 23.5cms dia. silvered dial, brass bezel and boxed spirit thermometer in case with shaped pediment and foot, 100.5cms high (together with a hygrometer and spirit level)

An early 20th Century bamboo cane horse measuring stick with brass arm and spirit level, terminating in white metal cap, length 93cm, S/D.

Two track gauges one with wooden bar and steel terminals fitted with steel spirit level; the other with wooden bar and brass terminals fitted, brass spirit level, (2).

An ebony and brass spirit level, stamped "Buist, Edinr"; together with an ebony angle-gauge; and a French curve.

Victorian brass architectural telescope with spirit level

Early C19th mahogany cased banjo barometer with 12-inch dial and swan-neck pediment, the spirit level inscribed 'MCALLISTER', 48.5ins. high (see illustration).

An early 19th Century mahogany wheel barometer by Canti Jnr, Holborn, silvered register mirror panels, thermometer and spirit level, length 95cm, damages. A/F.

C19th Mahogany 5 Glass Mercury Barometer by Cattelli & Son Hereford with spirit level, ivory adjusting knob, silvered dial, barometer dial, small ebony framed convex mirror, methylated spirit thermometer & silvered Hydrometer dial with broken arch pediment, case with boxwood stringing ebonized detail

GILARDI OF BRISTOL: A LATE GEORGE III MAHOGANY WALL BAROMETER with a dry/damp gauge above a thermometer, convex mirror, barometer dial engraved to the centre with Prince of Wales feather motif and a signed spirit level, the case with boxwood and ebony stringing, 38"

A 19th Century Wheel Barometer with 8" (20cms) dial, hydrometer, thermometer, mirror and spirit level, inscribed "Gallis, Rotherham" in mahogany banjo pattern case.

John Jameson-33 year-old Spirit purchased by Avery's of Bristol in February 1950, the last two butts were bottled Autumn 1983. Stopper cork, embossed lead capsule. Level: into neck of bottle. 70 degrees proof 1 bottle

Ballantine's-Circa 1930 In use for over 100 years, Established 1827. Age and Maturity Guaranteed. Blended and bottled by George Ballantine & Son Limited, Distillers, Glasgow. Stopper cork, embossed lead capsule. No spirit strength or capacity stated on label. Tall green bottle. Level: into neck of bottle 1 bottle

Isle of Jura-21 year-old A private bottling for directors. Distilled by The Isle of Jura Distillery Co. Ltd., bottled by Charles MacKinlay & Co. Ltd., Leith. In original carton. No spirit strength or capacity stated on label. Level: top of shoulder. Single malt 1 bottle

The Macallan Royal Marriage A vatting of spirit distilled in 1948 and 1961. Distilled and bottled by Macallan-Glenlivet Limited, Craigellachie to commemorate the marriage of His Royal Highness The Prince of Wales, 1981. Level: top of shoulder. Single malt, 43% volume 1 bottle

MacPhail's A vatting of spirit distilled in 1948 and 1981. Bottled 1986 by Gordon & MacPhail, Elgin to commemorate the marriage of His Royal Highness Prince Andrew. In original carton. Level: into neck of bottle. 40% volume 1 bottle

An early nineteenth century mahogany veneered banjo wheel barometer, the swan neck pediment with a brass finial, silvered dials for atmosphere thermometer, a convex mirror with an eight inch diameter barometer dial, the centre engraved the points of the compass, the spirit level inscribed to the base I Dubini, 11 Beauchamp St., Leather Lane.

A 19th Century Wheel Barometer inscribed "Berry, Whitby" with 8" (20cm) dial, thermometer, hydrometer, concave mirror and spirit level, in mahogany banjo pattern case.

A 19th Century Wheel Barometer with thermometer, hygrometer, spirit level and convex mirror in onion top mahogany case.

A Regency mahogany barometer and thermometer, in a banjo shaped case with humidity gauge and spirit level

Two early 19th Century mahogany cased brass Guinea scales by Wilkinson, Ormskirk, together with a spirit level. (3).

Teacher's-18 year-old Limited Edition. 75 cl. Blended and bottled by Wm. Teacher & Sons Ltd., Glasgow. 40% volume Ballantine's-12 year-old No spirit strength or capacity stated. Level: 2cm from base of lead capsule Ballantine's 75 cl. Screw cap. Level: top of shoulder. 40% volume Blended and bottled by George Ballantine & Son Ltd., Dumbarton Dimple De Luxe. 26 2/3 fl. ozs. Plastic screw cap, paper seal. Blended and bottled by John Haig & Co. Ltd., Markinch. 70 degrees proof In original cartons The Auchtertara Blended and bottled by Stewart & Son, Dundee for Scotland The What. 70 cl. 40% volume 5 bottles

Isle of Jura-21 year-old A private bottling for Directors. Distilled by The Isle of Jura Distillery Co. Ltd., bottled by Charles MacKinlay & Co. Ltd., Leith. In original carton. No spirit strength or capacity stated on label. Level: top of shoulder. Single malt 1 bottle

A GEORGE III MAHOGANY WHEEL BAROMETER with break arch pediment, hygrometer, thermometer, convex mirror and spirit level, signed P Monti Sandwich. Note: A P Monti was recorded as working in the early 19th century, and one of a family of Italian immigrant barometer makers who worked in Kent.

Sold by Order of the Direct Descendants of the late Wing Commander N. P. Simmons, D.S.O., D.F.M. The exceptional and well-documented Second World War D.S.O., D.F.M. group of ten awarded to Wing Commander N. P. Simmons, Royal Air Force, one of just 20 men to be awarded this combination of decorations in the last war - having won his D.F.M. for deeds that included literally filling his gun sight with the mighty Scharnhorst, and scoring four or five direct hits, he won an immediate D.S.O. for similar low-level daring in an attack against Panzers in France in June 1944, this time failing to mention the fact that he had been wounded until his badly damaged Halifax had returned to base: twice interviewed by the B.B.C., and twice mentioned in despatches, he added the Chinese Order of the Cloud and Banner to his accolades in 1947 Distinguished Service Order, G.VI.R., 1st issue, silver-gilt and enamels, the reverse of the suspension bar officially dated 1944; Distinguished Flying Medal, G.VI.R. (580676 Sgt. N. P. Simmons, R.A.F.); 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, Malaya, E.II.R. (Sqn. Ldr. N. P. Simmons, R.A.F.), in its card box of issue; Coronation 1953; China, Order of the Cloud and Banner, breast badge, silver-gilt and enamels, the reverse officially stamped and numbered 3243, with rosette on riband, mounted court-style as worn (excepting the General Service Medal), the first and last slightly chipped in places, generally good very fine and undoubtedly a unique combination of awards (10) £8000-10000 D.S.O. London Gazette 19 September 1944. The original recommendation states: On 30 June 1944, Squadron Leader Simmons was flying as Air Bomber and Captain of an aircraft detailed for a daylight attack on Panzer divisions at Villers-Bocage. The final order before take-off was that the destruction of this target must be brought about at all costs. Before reaching the target area, there was a small amount of cloud, which Squadron Leader Simmons appreciated might interfere with the accuracy of the bombing, but inspite of the risk of severe flak opposition from a tenaciously held position, and the chance of the bombs from aircraft above him, Squadron Leader Simmons descended from 16,000 feet to 4,000 feet to bomb below the cloud. As was expected opposition was considerable and just after the bombing run had been completed, the aircraft was hit by flak and the Navigator wounded. Squadron Leader Simmons took him aft to the rest position, and was dressing his wounds, when another burst of flak hit the aircraft wounding Squadron Leader Simmons and the Wireless Operator. Squadron Leader Simmons finished dressing the Navigators wounds and returned to the navigation compartment, the nose of which had been blown off, to try to carry on with the Navigators work. All instruments however were unserviceable and so Squadron Leader Simmons returned to the cockpit, and assisted the pilot to make a successful landing at Ford. At no time from the moment he was hit until the aircraft had landed did Squadron Leader Simmons give any indication that he was wounded. His devotion to duty in descending below cloud in spite of considerable risk, in order to bomb a vital target, and his subsequent gallantry in spite of considerable pain and discomfort, is a splendid example to all. Since being awarded the Distinguished Flying Medal on 12 August 1940, Squadron Leader Simmons has completed 18 sorties with a total of 92 hours operational flying. He has attacked some of Germanys most heavily defended targets with complete success. As a Bomb Aimer he is outstanding, and although as a Flight Commander he has no crew, he makes a point of operating with the newest pilots in the Flight. On occasions, he has acted as Squadron Commander with outstanding ability and has proved himself not only a splendid administrator but an inspiring operational personality and leader, anxious at all times to operate and to press on against the enemy. Since joining the Royal Air Force, this officer has showed a fine fighting spirit and the keenness with which he sets out to attack the enemy is well known. I most strongly recommend him for the immediate award of the Distinguished Service Order. D.F.M. London Gazette 13 September 1940. The original recommendation states: This Air Observer has been actively engaged on operations since, and including, the first leaflet raid on the night of 3 September 1939. His crew were specially mentioned in Command Routine Orders as a result of a particularly good reconnaissance and leaflet dropping flight they carried out later in September 1939, and again after the first raid on the Scharnhorst in a Kiel dock. Sergeant Simmons, at Boscombe Down, was Navigator and Air Observer on 13 convoy escort sorties, totalling 79 hours, 20 minutes. Since his return from that area, he has been Navigator, Air Observer and Bomb Aimer on 24 bombing raids over enemy territory, totalling 161 hours, 40 minutes. This N.C.O. has always set a magnificent example to his fellow Observers in the Squadron, by his fine work, his inimitable enthusiasm and his thorough determination to see any task completed with all possible accuracy. During the first raid on the Scharnhorst in a Kiel dry dock, Sergeant Simmons held his bombing until the ship literally "filled his bomb sight" and then let ship and dock have it for all he was worth. Five direct hits were easily distinguishable from photographs taken some few hours after this raid. The latest effort of Sergeant Simmons is merely typical of the man and the work he invariably does. Early career Nicholas Palmer Simmons was born at Bratton Clovelly, Devon in October 1916 and was educated at Callington County School, Cornwall, where he was captain of the cricket and soccer XIs. In 1935 he enlisted in the Life Guards, with whom he qualified as a gunner and signaller, in addition to representing the regiment at cricket and rugby, but in 1937, he purchased his discharge in favour of joining the mounted branch of Exeter City Police (a decision possibly hastened by the hair-raising occasion on which his horse bolted down Pall Mall). Back in the West Country, he gained further accolades in rugby for both the police and Exeter City, and but for the advent of hostilities, he may well have been selected to represent his country. It was also during this period that he became interested in aviation through the Civil Air Guard, and in early 1939, after again growing disillusioned with his chosen career, he elected to join the Royal Air Force as a direct entry Air Observer (a decision also influenced by the fact he had recently paid the fine of a beggar he had arrested, in order to save him from jail). No. 58 Squadron: September 1939 to July 1940 In September 1939, having completed his training at Desford and Yatesbury, Simmons, now a Sergeant, was posted to No. 58 Squadron, a Whitley unit operating out of Linton-on-Ouse, and flew his first mission as a Navigator and Bomb Aimer to the Ruhr on the 3rd - this was also the first occasion on which R.A.F. aircraft penetrated into Germany. Later that month, on the 28th, he returned to the Ruhr, his flying log book noting that his pilot had to make a forced landing at Barton Stacey on their return - Mentioned in Bomber Command Orders. Thereafter, commencing on 10 October (his birthday), and ending on 16 January 1940, he completed 13 Anti-Submarine Patrol and Convoy Escort sorties out of Boscombe Down, following which he attended the School of Navigation at St. Athan on an Advanced Observers Course in Astro-Navigation. Duly qualified, he returned to No. 58 Squadron (now back at Linton-on-Ouse), and flew a search mission over the North Sea on 12 April 1940 before being assigned to more regular bombing strikes, and by late July he had completed in excess o

A rare Great War D.S.C. group of five awarded to Squadron Leader G. F. Breese, Royal Air Force, late Squadron Commander, Royal Naval Air Service Distinguished Service Cross, G.V.R., unnamed, hallmarks for London 1916; 1914-15 Star (Flt. Lt., R.N.A.S.); British War and Victory Medals, M.I.D. oak leaf (Sq. Cr., R.N.A.S.); Coronation 1937, unnamed, mounted as worn, good very fine (5) £2200-2600 D.S.C. London Gazette 1 October 1917: For services on patrol duties and submarine searching in home waters. M.I.D. London Gazette 1 January 1919: For distinguished service in the Orkneys war area. George Fred Breese was born on 5 September 1886 and entered the R.N.A.S., qualifying as a pilot, Aero Club pilots certificate 1003, on 19 December 1914. During the war he saw service in Dunkirk long distance patrols and submarine searching. He was promoted Flight Commander in December 1916, Squadron Commander in December 1917, and, on the foundation of the Royal Air Force in April 1918, Squadron Leader. Breese commanded No. 238 Squadron at Cattewater, 1919-20, and retired on 18 February 1931, having seen service with the Iraq Command based at Basrah from 30 October, 1923. On the formation of the Observer Corps he joined it, and in 1938 he was the Observer Group Officer of No. 36 Group Scottish Area. For his services with the Royal Observer Corps, Breese was recommended for the M.B.E., but it came to nothing. The recommendation states: This officer was the original Observer Group Officer in the Scottish Area. He has always shown exceptional devotion to duty. His tact, enthusiasm and attention to detail has brought the standard of No. 36 Group up to a very high level. The whole spirit and efficiency of this Group is of a very high order. Sold with research, including two copy group photographs.

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 fine Second World War Mosquito pilots D.F.C., post-war E.II.R. A.F.C. group of eight awarded to Wing Commander O. D. Staple, Royal New Zealand Air Force, who flew many daring low-level sorties in 2nd Tactical Air Force 1944-45, among them strikes against the Chateau Fou at Chatellerault and the enemy barracks at Arnhem in support of the airborne landings: he twice returned to base in a flak damaged aircraft, once having to carry out a crash landing Distinguished Flying Cross, G.VI.R., reverse officially dated 1945; Air Force Cross, E.II.R., reverse officially dated 1960; 1939-45 Star; France and Germany Star; Defence and War Medals 1939-45; New Zealand War Service Medal 1939-45; General Service 1918-62, 1 clasp, Malaya, E.II.R. (Wg. Cdr. O. D. Staple, R.A.F., 70136), officially impressed naming as per New Zealand recipients, good very fine and better (8) £3000-3500 D.F.C. London Gazette 8 May 1945. The original recommendation states: This officer has just completed 50 sorties, including three daylight operations, and has shown himself to be an excellent operational pilot and possess a fine offensive spirit, coolness and great determination. Some excellent results were obtained from his sorties by night. On one occasion, he strafed 14 railway trucks causing two explosions. On another occasion, during a patrol in Germany, he found three trains which he successfully attacked with cannon and machine-gun fire. On the night of 4-5 October 1944, he found a moving locomotive near Zutphen and despite the flak defences around this town, he dropped a flare and proceeded to attack his target. He obtained many strikes on the locomotive. His aircraft was hit by flak, which necessitated the feathering of the port propeller. The return flight was made on one engine and a crash landing effected at Manston. Flight Lieutenant Staple took part in the successful daylight operations on 2 August 1944 against the Chateau at Chatellerault; on 25 August 1944, against trains near Chalons-sur-Soane and on 17 November 1944, against the barracks at Arnhem in support of the airborne landings. In view of his excellent operational record, I strongly recommend him for the award of the Distinguished Flying Cross. A.F.C. London Gazette 1 January 1960. The original recommendation states: Squadron Leader Staple rejoined the R.N.Z.A.F. in April 1947, having previously served from 1942-45. He has completed a total of 4,750 hours, 235 hours of which have been flown in the last six months. In June 1953, he transferred to the Transport role and from June 1954 to June 1956, he was employed in No. 24 (Commonwealth) Squadron in the U.K. On his return he was posted to command No. 40 Squadron. Squadron Leader Staple is an exceptional pilot who sets an excellent example and has earned for himself the respect and admiration of all aircrew who have served with him. His flying has at all times been in the highest traditions of the Service, and has been the subject of most favourable comment by a number of V.I.P. passengers who have flown with him. The Squadrons excellent record is in no small measure due to his leadership on the ground and in the air. Owen David Staple was born in Rotorua, New Zealand in February 1922 and joined the Royal New Zealand Air Force in February 1942. Trained as a pilot out in Canada, he was commissioned on gaining his "Wings" in November of the same year and arrived in the U.K. in December 1943. Having then attended No. 60 Operational Training Unit, he commenced in June 1944 a tour of operations in No. 107 Squadron, a Mosquito unit operating out of Hampshire - but later advanced airfields in France - and a component of 138 Wing, 2nd Tactical Air Force (T.A.F.). In fact, teaming up with Flying Officer D. Wimmers as his Navigator, he went on to complete 58 operational sorties, the whole comprising a relentless agenda of daring low-level attacks on targets in Austria, France, Germany and the Netherlands, reaping havoc among enemy troop movements, transport and communications. So, too, significant damage on more specific targets, a case in point being the Chateau Fou, near Chatellerault, on 2 August 1944 - where troops of the notorious 158th "Security" Regiment, who had recently murdered members of the S.A.S., were billeted: 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 (107s Squadron Operational Record Book refers). So evidence here of Staple returning to the U.K. in another flak damaged aircraft, an experience he would go through again as a result of his gallant attack at Zutphen on the night of 4-5 October 1944. He was recommended for his D.F.C. on 6 February 1945, raised his tally of sorties to 58, and was released in the rank of Flight Lieutenant back in New Zealand that November. Staple rejoined the R.N.Z.A.F. in April 1947 and commanded No. 40 Squadron, a Hastings unit, 1957-59, and No. 41 Squadron, a Bristol Freighter unit, 1959-61, the latter appointment including service in Singapore at the time of the Malaya operations and witnessing the award of his A.F.C. Having then been advanced to Wing Commander in January 1962, he served latterly as Deputy Director of Postings at R.N.Z.A.F. Headquarters. He died in Rotorua in November 1973. Sold with the recipients original R.N.Z.A.F. Flying Log Book for the period January 1954 to June 1962.

A mid 19th century mahogany and line inlaid wheel barometer by R. Rosaspini, Tilehurst, with silvered dial and central sweep hand, hygrometer, thermometer, spirit level and mirror, 99cm high

A George III inlaid mahogany wheel barometer John Merry Ronketti, London, circa 1795. The 8 inch circular silvered register calibrated in inches and signed J.M. Roncketi Fecit to the star engraved centre beneath ivory setting pointer adjustment disc and brass bordered rectangular Fahrenheit scale alcohol thermometer flanked by oval fan inlaid paterae, the rounded pediment with hygrometer, the conforming base with spirit level inscribed No.180 Holborn, the case with chevron banding to edges, 99cm high, B.C. Ref. 123. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 38. John Merry Ronketti is recorded by Banfield as working from 180 Holborn 1787-97. The work of Ronketti is also described in Goodison, Nicholas English BAROMETERS 1680-1860 Section II Some Important Makers and Retailers pages 226 and 227.

A George III mahogany and rosewood crossbanded mercury wheel barometer Charles Pitsalla, London, circa 1805. The 10 inch circular silvered register calibrated in inches beneath arched Fahrenheit scale alcohol thermometer and hygrometer to the swan neck pediment, the rounded base with spirit level signed Cha. Pitsalla No 221 High Holborn, LONDON and bone setting pointer adjustment disc, the front with rosewood crossbanded edge within line borders, 101cm high, B.C. Ref. 129. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 51. Charles Pitsalla is recorded by Banfield as working from 221 High Holborn, London circa 1800-20.

A Regency mahogany mercury wheel barometer with timepiece Hudson, Greenwich, circa 1820. The 10 inch circular silvered register calibrated in inches and with star engraved centre beneath 4 inch circular white Roman numeral clock dial, arched Fahrenheit scale alcohol thermometer and swan neck pediment, the rounded base with spirit level signed HUDSON GREENWICH and ivory setting pointer adjustment disc, 109cm high, B.C. Ref. 130. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 53. The firm of Hudson & Son are recorded by Banfield as working circa 1800-1900, they were instrument makers to the Admiralty, the Royal Naval College and the Royal Observatory.

A rare George III satinwood mercury wheel barometer Tagliabue & Torre, London, circa 1805. The 12 inch circular silvered register calibrated in inches beneath arched Fahrenheit scale mercury thermometer and hygrometer to the swan neck pediment, the rounded base with spirit level signed Tagliabue & Torre, 294, Holborn, London and ivory setting pointer adjustment disc, the case with crossbanded and line inlaid borders to front, 113cm high, B.C. Ref. 132. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 54. The partnership of Tagliabue & Torre is recorded by Banfield as working from 294 Holborn, London 1800-07.

A rare George III mahogany upside-down mercury wheel barometer James Lione, London, circa 1810. The 10 inch circular silvered register calibrated in inches and with star engraved centre above ivory setting pointer adjustment disc to the waisted throat and tapered trunk with spirit level signed JAMES LIONE No 81 high Holbnn, LONDON to the rounded base, the case with ebony and box line borders, 95cm high, B.C. Ref. 134. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 56 and described on page 55. James Lione is recorded by Banfield as working from 81 High Holborn, London circa 1810-30. The design of this particular form of barometer appeared not to catch on, which Banfield suggests may be in part due to the length of the lines required for the syphon tube float becoming easily tangled.

A Regency mahogany mercury wheel barometer C. Somalvico, London, circa 1825. The 10 inch circular silvered register calibrated in inches and with foliate scroll and stork engraved centre beneath arched Fahrenheit scale alcohol thermometer and hygrometer to the swan neck pediment, the rounded base with spirit level signed C. Somalvico, London and ivory setting pointer adjustment disc, the case with triple strung border to edges, 103cm high, B.C. Ref. 146. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo pages 70 and 71. Banfield records several entries for a C. Somalvico, all working from various addresses in London at the beginning of the 19th century.

A Regency mahogany mercury wheel barometer Francis Amadio, London, circa 1830. The 8 inch circular silvered register calibrated in inches and signed F. Amadio 118 St. John St. Road, London to the star engraved centre beneath arched Fahrenheit scale alcohol thermometer and hygrometer to the swan neck pediment, the rounded base with spirit level and ivory setting pointer adjustment disc, 97cm high, B.C. Ref. 153. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 82. Francis Amadio (senior) is recorded by Banfield as working from 118 St John St Road, London 1828-44 (see Lot 94).

A rare William IV mahogany mercury wheel barometer with 4.5 inch dial Francis Amadio & Son for John Mangiacavalli, London, circa 1835. The 4.5 inch circular silvered register calibrated in inches and signed F. Amadio & Son 118 St. John St. Road, London to the star engraved centre beneath bowfronted Fahrenheit scale alcohol thermometer and hygrometer to the swan neck pediment, the square base with cavetto moulded underside and spirit level signed J. Mangiacavalli, 22 Chs St. Hattn Gardn beneath ivory setting pointer adjustment disc, 96cm high, B.C. Ref. 155. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 85. Francis Amadio & Son are recorded by Banfield as working from 118 St. John St. Road, London 1828-44 and G. or J. Mangiacavalli are recorded as working from 22 Charles Street, Hatton Garden, London circa 1825-50.

A fine William IV large rosewood mercury wheel barometer with timepiece French, London, circa 1830. The 12 inch circular silvered register calibrated in inches and with star engraved centre beneath 6 inch silvered Roman numeral clock dial signed French Royal Exchange, London to centre and with regulation slot at 12 oclock fronting a circular pillar single fusee movement with platform lever escapement to front-plate, with bowfronted Fahrenheit scale mercury thermometer and hygrometer to the break-arch pedimented case above, the cavetto moulded base with spirit level repeat signed FRENCH ROYAL EXCHANGE and with ivory setting pointer adjustment disc, 125cm high, B.C. Ref. 156. Illustrated in Banfield, Edwin BAROMETERS Wheel or Banjo page 89. Santiago James Moore French is recorded by Banfield as working from his Royal Exchange address 1810-40. He was primarily a clockmaker specialising in small high quality mantel clocks.

A Victorian mother of pearl inlaid rosewood mercury wheel barometer P. Carughi, London, circa 1840. The 8 inch circular silvered register calibrated in inches and with foliate wreath engraved centre beneath bowfronted Fahrenheit scale mercury thermometer and hygrometer to the swan neck pediment, the cavetto moulded square base with spirit level signed P. CARUGHI, LONDON and mother of pearl setting pointer adjustment disc, the case profusely inlaid with mother of pearl foliate scroll borders throughout, 101cm high, B.C. Ref. 161. Paul Carughi is recorded by Banfield as working in London 1839-62.