1978 Rolls-Royce Silver Shadow II Transmission: automaticMileage:51945The Silver Shadow broke new ground for the Crewe Company in a number of key areas, from the sophisticated fully independent suspension with an advanced self-levelling system to the four-wheel ventilated disc brakes. The only major components carried over from the Silver Cloud III was the excellent, all aluminium, 6.2 litre V8 and four-speed automatic transmission with fluid flywheel, the latter replaced by GM’s excellent 400 three-speed box in October 1968, while the engine was enlarged to 6.75 litres the following year. Although no power output was ever divulged by the company, merely described as ‘adequate’, the Silver Shadow’s superior aerodynamics meant the car was perfectly happy cruising the motorways. No less than eight individual Connolly hides were used to trim the interior of each car and the standard of finish on the upholstery, rich Wilton carpets and burr walnut veneers was impeccable. Each Silver Shadow employed 20 electric motors, powering everything from the radio antenna to adjusting the individual front seats. Build quality on the Silver Shadow remained unsurpassed, each taking no less than 12 weeks to build from start to finish.Presented in Shell Grey with Charcoal leather trim this left hand drive 1978 Silver Shadow II was repatriated from the US in 2018 and presents very well having been used by our vendor during European trips when travel allowed. Benefitting from works in our vendors tenure include new front calipers, and brake hoses coupled to new front suspension and upper inner mounts. The steering rack has been overhauled and transmission serviced before the carburettors were overhauled. A new battery has been recently fitted along with a new exhaust manifold gasket with new door seals showing a good level of maintenance. Unfortunate lack of storage has led our vendor to look to part with his Shadow but offered without reserve this is a very attractive prospect for a luxury 1970’s Rolls-Royce.Guide Price £7,000 - £12,000Interested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.
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1980 Porsche 911 / 930 Turbo with RUF upgrades Transmission: manualMileage:65000In the early 1970's, Porsche had designs on racing a turbocharged version of the 911 and the Porsche 911 Turbo or 930 was born. It was the fastest production car available on the market. Adding this level of power to the already powerful car created a vehicle that was not for the faint hearted. In skilled hands, however, a 930 will show a clean pair of heels to most of its rivals. It was based around the Carrera RS 3.0, the engine from which was modified, courtesy of turbo technology. Initially, power output was 260bhp but from 1978, it was increased to 300bhp by raising the engine capacity to 3.3 litres as is the case in this instance.Appearing to originally sell in Japan, this 3.3 litre model was then re-imported back to Europe in 2019. Needless to say, VAT and duty has been accounted for and a UK V5C and MoT test certificate can be found within the history file. It would also appear that, in 2016, the engine & gearbox was dropped out for an engine rebuild with heads off and pistons and liners refitted with specialists, ‘Autoumbau Porsche’ in Bedfordshire with a total bill of a shade under £10,000. At the same time, correct and period leather seats were installed as well as a decent service, chain tensioners, pipe-work and new sound-deadener. In addition to this mechanically clean bill of health, German specialist, RUF, have supplied a number of upgrades for this car including dials, gearstick and the all-important boost-control. The classic 930 Turbo will always stand out as the 911 to have and the specification here is great.Interested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.
Anna Costenoble (German, 1863-1930) - 'Tod und Leben Oder Erde und Hummel (Perception of Life and Death or Sky and Earth)', signed in pencil to the margin and in monogram lower right of the plate, titled to verso in inset and a later translation stating the etching was executed in the 1920's, 29.5cm x 40cm, framed and glazed Condition report: Some ripples to the paper are present. General condition consistent with age. The inclusion of the artist’s full name (and dates of birth and/or death, if known) should be understood to convey that, in our opinion only, this work is probably by the artist, and probably of the period. Any qualifiers such as ‘Attributed to’, ‘Circle, Manner, School, or Follower of’ etc. convey some level of doubt on our part.
SOUL/ JAZZ/ BLUES/ REGGAE - LPs. A quality collection of 31 LPs. Artists/ titles include Bob Marley - Babylon By Bus (ISLD 11). Prince inc Purple Rain (925 110-1), 1999 (92.3720-1). BB King - Take It Home, George Benson inc In Flight, Give Me The Night, Weekend In LA. Stanley Clarke inc School Days, Modern Man. Shakatak - Night Birds, Weather Report - Heavy Weather. Steel Pulse - Handsworth Revolution, Miles Davis - Live In Europe, Linx inc Go Ahead, Intuition. Sade - Diamond Life, Level 42 inc The Pursuit Of Accidents, S/T, The Early Tape, True Colours. Randy Crawford, The Crusaders, Stevie Wonder, Shalaman. Condition is generally VG to Ex.
One of One. An Evo VII RS developed by Xtreme to an unprecedented level. Incredible spec and incredibly special.The Evo VII SC was based on an Evo VII RS and suitable for road use as well as competitionDemonstrated extensively, used as a press car and the cover car for the Xtreme websiteBy 2005 at 2,834 miles it was sold from their showroom in 2005 to a private buyer who spent a further £30,000 on the carFull Service history and details of the massive build-spec on our websiteThis is a unique motor car and part of the history of the Evo, Ralliart, Xtreme DudleyIn the days before Mitsubishi officially imported their Lancer Evolution models (Evos), Ralliart UK (often known as Extreme Dudley) were the original importers of Evos into the UK. During this period, they built a number of ‘specials’ including the Evo VI Extreme, RS Sprint and 450, VII Extreme S and RS Sprint and, although sold in small numbers, most importantly they were official UK cars. Ralliart Extreme were power players in Evo history, and were the company to go to for enthusiasts, due to their 3-year warranty and top of their game sales team and technicians. Based on this success, they decided to build a further car to be used as a demonstrator before ultimately being sold. Entitled the Evo VII SC, it was to be based on an Evo VII RS and be suitable for road use as well as competition. Toney Cox, the workshop manager responsible for car build and testing for the Ralliart world rally team (WRC), was entrusted with the build and the car was finished in 2003.The SC was demonstrated extensively, used as a press car, was the cover car for the Xtreme website and featured in all the company's advertising. A period advert from 2004 read "Based on the lightweight close-ratio gearbox Evolution VII RS model fitted with ACD, LSD Rear and Helical Front Diffs, our Xtreme SC is the most powerful car we have built to date, yet engineered to provide the customer with an opportunity to further tune and modify to take the power from 458bhp to over 500bhp if required! As with all of our tuning packages, torque has been a major focus too, the Xtreme SC is therefore pushing out a back thumping 410ft/lbs to ensure astonishing pull throughout the rev range. 4 cylinder, turbocharged 2.2-litres, 458bhp @ 5,800rpm, 410ft/lbs @ 3,500rpm, 0-60 in 3.5secs."In the event, only one SC was ever built, the car we are pleased to offer today. The original 2003 build-spec is listed below, it's quite long but it's important as DX03 JXA is unique, an important part of Evo history and it's good to be accurate;2.2ltr Tomei Steel CrankTomei Forged PistonsXtreme designed Oliver I-beam Con Rods Tomei Sports High Lift Sports CamshaftsCompetition High Flow Fuel PumpHoning to improve Oil & Water Flow Galleries in Cylinder BlockCastrol Magnatech Semi-Synthetic Engine OilCompetition head gasketARP Head Stud KitARP Main Stud Kit1000cc InjectorsBR8 Iridium PlugsApexi Turbo Kit with Remote Actuator & IHI Turbo4-branch Tube Exhaust Manifold & DownpipeRalliart 71 ThermostatCompetition Group A Dump ValveSilicone Turbo Hose KitSilicone Water Hose KitEngine Oil Cooler Kit 15 row CoolerGems ECU, Map & All SensorsRacing Suction Kit & ITG Air FilterBrake Master Cylinder Anti Flex KitXtreme Full Stainless Steel Exhaust System with De-cat PipeRalliart Oil Filler CapLarger Intercooler & PipingRalliart Twin Plate ClutchRalliart Group N Gear Change MountsSuspensionXtreme Lowering Spring Kit & Fast Road Geometry SettingRalliart Group N Roll Bar Bushes - Front and Rear, Top Suspension Mounts Front & Rear, Steering Rack Mounts, Roll Stopper MountsBrakes6-Pot Alcon One Piece Front CaliperAeroquipe Stainless Steel Brake Hose KitFast Road Pads Font & Rear Pagid 421'sAnti Flex Brake Stopper KitMica Heat Transfer Prevention PadsSRF Racing Brake FluidXtreme Front Brake Disc Cooling Deflector KitOther ExtrasBoost Gauge 2.5 Bar in Carbon CowlXtreme Mat SetRecaro SR Sport Seats & Matching TrimXtreme Lowering Seat Frame KitXtreme Rear Bumper Exhaust Protection TrimXtreme 4 Point HarnessSSR Type C 18" RimsBy 2005, the car had covered 2,834 miles and it was sold from their showroom in 2005 to a private buyer. You might think that with a highly developed spec as above, the new buyer would be happy to leave well alone, but no. He requested XTreme to make alterations at a cost of some £30,000. (£22,637 in parts). This work included a full welded-in cage, Veilside body kit, full respray inside and out, Carbon door cards, Recaro bucket seats, Proflex Jumbo 4 coil-overs and TD Visage 18" alloys.JXA was serviced by Xtreme at 5,905 miles, then sold to its next owner in 2008. It was serviced again by Xtreme at 6,410 miles then dry stored between 2009 and 2011. Documents in the history file show that the car was transferred to this owner’s business partner, then dry stored until February 2020. Our vendor purchased JXA at this point with an indicated mileage of c7,500 and immediately gave it a major service with all belts and fluids and a thorough check over. After some consideration, he decided to return it to its exact 2003 build-spec and commissioned Chris at C1-R, one of the original mechanics who built the car from new. It has been re-mapped, the body-kit removed and superbly painted. A considerable amount of time and money was then spent recommissioning JXA correctly back to its oClick here for more details and images
1 of only 22 UK RHD Ferrari 330 GTCs, a hugely capable and coveted GT car with the beating heart of a racer; matching numbers and now fully restored.This is among the finest GT cars of its generation; one that effortlessly marries performance and practicality with looks to die forJust 600 330 GTCs were built in total, with only 22 examples coming to the UK in right-hand drive3967cc ‘Tipo 209/66’ chain-driven V12 engine with single overhead cams per bank gives 300bhp and genuine 150 mph capabilitySubject of a 20-year full restoration to an exceptional level, this matching numbers car presents and performs to a top-class levelGTC 10547 is once again available for sale and represents an excellent opportunity to own one of the most appreciated 1960s V12 FerrarisThe 330 GTC Coupé was presented at the 1966 Geneva Salon, slotting in neatly between the 275 GTB and the 330 GT 2+2 within the line-up. Designed by Pininfarina’s Ido Bravarone, its elegant bodywork was reminiscent of the 500 Superfast at the front and the 275 GTS at the rear. Interestingly, the 330 GTC was unusual for a Ferrari of this time, in that it had a model badge on the boot lid, very few cars had any model identity, and those that did were normally ‘Speciales’. The 330 GTC was also notable for having slimmer, more graceful roof pillars, making for an airy cabin with excellent visibility, a design feature carried over to the later 365 GTC.Beneath the skin, the 330 GTC utilises the renowned ‘Tipo 209/66’ V12 engine, producing a very useful 300bhp and 288lb ft of torque at 5000rpm. With a displacement of 3967cc, blocks, heads and crankcase were cast in alloy but with iron liners in the block and a seven-main-bearing crank honed from solid steel billet - this was a hugely exacting and labour-intensive method of construction. Chain-driven – naturally – with single overhead cams per bank, carburation was by three twin-choke Weber 40DFIs straddling the 60-degree vee, and the compression ratio was 8.8:1.As with most Ferraris of the period, the 330 GTC’s design blended contemporary technology with time-honoured practices. Mounted, like the engine, on rubber bushes to reduce vibration, the five-speed transmission sat in-unit with the spiral-bevel final drive at the rear, with engine and transaxle joined by a torque tube. Suspension was by double wishbones, co-axial springs and KONI dampers all-round (with an anti-roll bar at either end), there were large disc brakes front and rear, and the steering was by worm-and-roller. The steel body was welded and bolted to the ladder/perimeter frame combo with a tendril-like multi-tubular structure giving supplementary support.Performance was brisk, a top speed of 152 mph and 0-60mph time of 6.5sec, with independent tests recording standing quarter-mile times in the mid-14sec range. And the press loved it, with ‘Car & Driver’ reporting: ‘'The GTC is a tasteful blend of the mean-and-low look of Ferrari competition GT cars, with the elegance of super-luxury street Ferraris of the past. Detail work, finish, panel fit, every aspect is superlative."Former works Ferrari driver Paul Frère, meanwhile, eulogised in Motor:"In handling, the 330 GTC is exactly like all the Ferraris I have driven before. It's as close to being neutral as one could want but the most impressive feature of the handling is the solidness with which it changes direction, particularly in S-bends, where it tracks with about the same precision as a modern race car." Coming from a former Le Mans winner, that was high praise. The Belgian ace went on to record two high-speed runs, with 146 mph being the quicker of the two, but noted that on both occasions there was still more to come when he was obliged to back off due to the inconsiderate appearance of other road users. The 330 GTC remained in production until the end of 1968, with 600 examples built, and of these only 22 were built in RHD configuration for the UK-market.The car presented here is 1 of those 22, chassis #GTC10547 is available for sale after a 20-year restoration, returned it to its former glory, perhaps better than it’s ever been. Its restoration has been overseen by our vendor, a skilled engineer and Italian car connoisseur of some 50-years standing. He has owned numerous prize-winning classic Ferraris over the years, some he has owned since the ‘60s and ‘70s. Only using artisan craftspeople to do any work on his cars, this 330 GTC is testament to his and their attention to detail. From the door cappings to the shut lines, the Borrani wheels, to the idle of the Colombo V12, everything must be just right!Prior to buying the car, some 20 years ago, it had been known to our vendor for several years, residing at the time in Sheffield with an Italian gentleman who had started to restore it. With all its parts, importantly, still together, the car was bought, and a labour of love began. Established early on as a matching-numbers car, thousands of hours, and much expense, have gone into making this 330 GTC fit for any collection.The Ferrari was repainted by renowned specialists 'Retford Autofinishers' in its original Blu Chiaro Metallica, whilst ‘GTB Restorations’ of Suffolk were entrusted with other work, all the chrome work was done by ‘Derby Plating’, considered one of the best-in-the-business (the most perfect-fitting window surrounds we have ever seen), whilst the trimming was done by a gentleman ‘you have to know, to know’, used by our vendor on several of his cars. The wheels were sent back to Borrani through Longstone Tyres, and ‘R&D Developments’ of Manchester were entrusted with a top-end engine refresh, new valves, guides, and seals (all 24), new timing chain, water pump seals, and a new clutch and pressure plate, with the carburettor ultrasonically cleaned and overhauled. New glass (the rear windscreen is original) was sourced from Maranello, along with an all-new exhaust system, suspension components, the list goes on.We welcome any inspection of this important car; rare, capable, right-hand drive and now exactingly restored. SpecificationMake: FERRARIModel: 330 GTCYear: 1967Chassis Number: 10547Registration Number: OPD 27ETransmission: ManualEngine Number: 10547Drive Side: Right-hand DriveMake: RHDInterior Colour: CreamClick here for more details and images
An incredible opportunity to acquire one of Audi's Super Saloons with just 217 miles from new.Audi's ultimate A4, the RS4, is powered by 4.2-litre V8 engine generating 414bhp. With 60mph arriving in less than five seconds accompanied by a howling soundtrack from the FSI engine and its four exhaust pipes, driving one is an intoxicating experience This remarkable example has been owned and stored by its first owner and his father for most of its life and has covered a warranted 217 milesFinished in Mugello Blue, a striking deep mineral blue that varies in intensity with the lightClassic RS cockpit in black, immensely comfortable yet totally functionalThe only evidence of its long period of storage is some, almost imperceptible, pitting of some of the external chrome. Our vendor has replaced the front grille (original with the car) and has new badging yet to be fitted. Our advice was not to fit the badging as keeping the 217-mile car absolutely original is important but the parts are with the car should the new owner want to fit themInspected by Audi, it will come to the sale in almost the same condition as it was presented to its first keeper nearly 15 years agoWith many earlier eighties and nineties performance Audis now reaching stratospheric values, where do we see this car?Offered at No Reserve, this is an opportunity to acquire possibly the lowest mileage RS4 in the UK, if not worldwide.The B7 RS4 is an almost complete departure from previous Audi RS models as it was initially available as a four-door saloon with the Avant Estate and the Cabriolet arriving later unlike the previous RS4 and RS2 which were available exclusively as Avants.In production between 2006-2008, the B7 was constructed from fully galvanised steel in a monocoque design with the RS4 benefiting from lightweight Aluminium front wings and bonnet. Despite the wide flared arches, large air intakes and low and purposeful stance, the RS4 is remarkably slippery with a class-leading drag-coefficient (Cd) of .31.The engine of the B7 RS4 is based on the existing all-alloy 4,163cc V8 from the B6 S4 and shares many parts, and Fuel Stratified Injection with the 4.2 FSI V8 in the Q7. It produces 414bhp at 7,800rpm and this power is fed through a Getrag 6-speed manual gearbox and out to all four wheels with the aid of Audi’s trademark ‘Quattro’ permanent four-wheel drive system with a 'default' 40:60 front-to-rear torque split. It’s fitted as standard with ‘Dynamic Ride Control’ (DRC), a purely mechanical system that hydraulically links diagonally opposite dampers with valves to control the passage of fluid according to the forces acting on the wheels. This offers the suppleness in a straight line, tautness in corners, and swift fluid progress that you would expect from a quick modern Audi but, surprisingly, generates a level of driver involvement that’s at BMW level.Dating from 2007, this remarkable RS4 has been owned and stored by its first owner and his father for most of its life and has covered a warranted 217 miles. It’s finished in Mugello Blue, a striking deep mineral blue that varies in intensity with the light and the cockpit is classic Audi RS in Black, immensely comfortable yet totally functional.The only evidence of its long period of storage is some, almost imperceptible, pitting of some of the external chrome. Our vendor has now decided to offer the Audi for sale and was keen to present it in showroom condition, replacing the front grille (the original remains with the car) and has new badging yet to be fitted. Our advice was not to fit the badging as keeping the 217-mile car absolutely original is important in terms of rarity and consequently value but the parts are with the car should the new owner decide to return the car to the road and drive around in, what would effectively be, a ‘new’ 2007 RS4.It has recently been iClick here for more details and images
A simply stunning collector-quality example in a fantastic colour combination and specification with just 656 miles from new.343bhp 3.2-litre ‘S54’ straight-six engine substantially re-engineered by the 'M-Division' mated to a 6-speed Getrag gearbox that takes power to the rear wheels via a variable-lock LSDIncredible to believe this car is now 20 years old – ‘as new’ condition with showroom delivery mileageRemaining in secure storage whilst the owner went to Spain for 19 years having then covered just 640 milesThe original bottle of champagne is in the boot from the supplying dealer along with all keys, key rings, hardtop roof, wind deflector, book-pack and the SupaGuard protectionUpon being rediscovered, the car went to BMW Vines of Gatwick for an inspection, full (1,200 mile) service, recommissioning and recalls for road useFastidiously stored and maintained ever since, this car is as healthy as it is originalA decade after the Golf GTi had turned the sports car concept on its head and shown that a hot hatch could be as dynamic as a roadster, BMW brought out the now iconic M3 E30 in 1986.This homologation special was only meant to help the company win Touring Car races, but it started a whole new genre and added excitement to the BMW range that it couldn’t do without. The E36 M3 of ’93 was accused of being more of a marketing tool, a tad unwieldy and overweight, but the E46 was designed to address that.The M3 E46 took the hearts of real sports car fans by storm when it launched in 2000. With a low weight construction and the high-rev concept of its inline 6-cylinder engine, for many it embodied a return to the virtues of the M3 E30. The following year, a convertible E46 M3 followed, combining a sporty experience and the luxury of open-top driving in an unprecedented way.Priced on a par with the Porsche Boxster S, the E46 M3 was streets ahead in performance, challenging the much pricier 911 and Audi RS4. Stiffened, wider-tracked with big wheel arches and a massive front spoiler, it packed a 343bhp 3.2-litre ‘S54’ straight-six engine substantially re-engineered by the 'M' division. A six-speed Getrag gearbox took power to the rear wheels via a variable-lock limited-slip diff, developed with GKN. All cars were officially limited to 155 mph, although Autocar’s test model happily topped 160 mph.Modern technology meant that ABS, switchable Dynamic Stability Control, Cornering Brake Control and Traction Control systems were standard. It sounded brilliant, too. "The grunty rumble from the quad exhausts at idle gives way to a serrated wail as the straight-six climbs to its redline," enthused Autocar magazine.Aluminium was widely used to keep weight down, for the bonnet and brake calipers as well as suspension components, though the car still ended just a bit heavier than its predecessor thanks to a high level of standard equipment inside the opulent leather-clad interior.As a package, it was a triumph – the original M3 grown up.The car presented here must be seen to be believed. It is a 2001 BMW M3 (E46) Convertible with the more desirable manual gearbox, which has covered just 656 miles from new! Read that again. Can there surely be another like this?! It is incredible to believe this car is now 20 years old – ‘as new’ condition, including the smell, with showroom delivery mileage.Remaining in a high-quality garage whilst the owner went to Spain for 19 years (having then covered just 640 miles), it was discovered by our vendor through a mutual connection. Not believing his eyes, and before it was even started up, the car was trailered straight to BMW Vines of Gatwick for an inspection, a full (1,200 mile) service (invoice is in the history file), recommissioning and manufacturer recalls (including airbags and engine bearing cap replacement) for road use. After this, fitted with a new BMW battery, a new fuel pump and some fresh fuel, its straight-six engine was awoken.Amazingly, the original bottle of champagne from the supplying dealer was in the boot, plus the car was found to have all keys, key rings, hardtop roof, wind deflector (unopened), and book-pack.Fastidiously stored and maintained ever since its discovery by our vendor, this car is as healthy as it is original. One for the BMW collector, this amazing car is in possibly the best colour combination for an E46 of Carbon Black paintwork and black leather interior, plus a big specification including Harmann Kardon HiFi, electric memory seats, heated front seats. 19″ polished alloy wheels, Xenon headlights, cruise control, climate control and parking Sensors. What a package!SpecificationMake: BMWModel: M3 E46 CONVERTIBLEYear: 2001Chassis Number: WBSBR92020EH76533Registration Number: LL51 AEUTransmission: Manual Engine Number: 60442661 Drive Side: Right-hand DriveOdometer Reading: 656 MilesMake: RHDInterior Colour: Black Click here for more details and images
Only 4,600 miles from new, impeccable service history, recent health check and immaculate throughout.Presenting superbly in Carrara (marble) White with a black interior and lightweight bucket seatsProducing some 370bhp from its 3.8-litre flat sixShort-shift, 6-speed manual gearbox, mechanical LSD, Porsche Torque Vectoring systemJust 4,600 miles only from new and two previous keepersOriginally supplied by Porsche Centre Aberdeen who took care of the first service in December 2017 at 1,412 milesSecond service by Porsche Centre Solihull in August of this year at 4,553 miles (£1,399). At the same time the car had a full health check and passed with flying coloursSupplied with a complete book pack and stamped service bookThe Boxster Spyder is the most extreme version of Porsche’s 981 Boxster, lighter by 30kg, longer by ten millimetres and lower by 11mm when compared with a Boxster GTS. The front end is more aggressive in its design and there are distinctive streamlined humps behind the roll-over hoops (a tribute to the 718 Spyder of the 1960s). Suspension is the 20mm lower, passive Sports set-up that is also a no-cost option on the Boxster GTS. There is a Sport Chrono package as standard, the most notable benefit of which is the provision of dynamic transmission mounts. On the rear axle is a mechanical LSD (22 per cent locking under power and 27 per cent on the overrun), which is part of the Porsche Torque Vectoring system. The Spyder’s 3.8-litre engine is a mildly detuned version of the one found in the Cayman GT4 and the 991 Carrera S. Power is 45bhp up on a Boxster GTS and torque is up a healthy 37lb ft, taking the total to 310lb ft. The steering rack is slightly quicker (taken from the 911 Turbo) and the steering wheel is 360mm in diameter, like the GT4 and GT3 RS. Finally, the look is not forgotten with the addition of a very elegant but sporty one-piece double-dented rear hood.This jaw-dropping example has covered a mere 4,600 miles from new and has had just two former keepers with our vendor having the car since July last year and only looking to move it on due to problems with personal mobility. Originally supplied by Porsche Centre Aberdeen who took care of the first service in December 2017 at 1,412 miles with the next service being completed by Porsche Centre Solihull in August of this year at 4,553 miles all receipted for £1,399 At the same time the car had a full health check and passed with flying colours.Finished in Carrara (not Carrera) White with a Black interior, this fabulous 981 Spyder comes with a full Porsche presentation pack including Service Book, Owners Handbook, Communication Management Book and a Radio Equipment reference leaflet. Being the later Spyder, it has the improved convertible top which takes but a very short while to drop down as opposed to the original jigsaw puzzle of the earlier cars. With the 981 benefitting from the 911's 6-cylinder powerplant, performance is on a whole different level making it a true drivers' car capable of speeds up to 180 mph. This may be one of the best examples available on offer currently and with just 4,600 miles from new, very collectable. SpecificationMake: PORSCHEModel: BOXSTER SPYDERYear: 2015Chassis Number: WPOZZZ98ZGS150343Registration Number: SW65 UZATransmission: ManualEngine Number: 003145Drive Side: Right-hand DriveOdometer Reading: 4600 MilesMake: RHDInterior Colour: BlackClick here for more details and images
A good Second War ‘1945’ A.F.C., ‘1943’ D.F.M. group of six awarded to Whitley and Stirling pilot, Flight Lieutenant F. H. J. Ashley, Royal Air Force Volunteer Reserve, who flew in at least 45 operational sorties with 102, 51 and 149 Squadrons, and the Thousand Bomber Raids to Cologne and Essen whilst stationed with No. 15 O.T.U. During the course of his service, his crew claimed at least 2 enemy aircraft shot down, and he became a member of the Caterpillar Club when he was forced to abandon his aircraft due to damage sustained during a raid on Mannheim, 6 February 1942 Air Force Cross, G.VI.R., reverse officially dated ‘1945’, in Royal Mint case of issue; Distinguished Flying Medal, G.VI.R. (1578411 F/Sgt. F. H. J. Ashley. R.A.F.) in named card box of issue; 1939-45 Star; Air Crew Europe Star; Defence and War Medals 1939-45, the campaign awards in card box of issue with enclosure slips, addressed to ‘F/L F. H. J. Ashely, A.F.C., D.F.M., The Crest, High Oakham Hill, Mansfield, Notts’; together with the recipient’s 2 Caterpillar Club Badges, both gold, one with ’ruby’ eyes, the other missing the eyes, both reverses engraved ‘F/Sgt F. H. J. Ashley’, good very fine (lot) £3,000-£4,000 --- A.F.C. London Gazette 1 January 1945. The original recommendation states: ‘1653 Conversion Unit. Total instructional hours - 1010; completed during the last six months - 220. This officer has been a Stirling instructor since April, 1943. His work has always been of a high standard and has been of the greatest value in solving difficulties attendant on the formation of two Conversion Units. His work in the air has been supplemented by lectures on both tactics and airmanship. For the last three months he has been Acting Flight Commander. Flight Lieutenant Ashley has been an able Flight Commander.’ D.F.M. London Gazette 9 July 1943. The original recommendation states: ‘Flight Sergeant Ashley has now completed his second tour of operations, involving altogether 48 successful sorties. He has participated in attacks on all the most heavily defended targets in Germany and the occupied countries, and during his past tour he has been attacked six times by fighters, two of which were destroyed. His coolness and courage on these operations have been largely instrumental in the safe return of the aircraft and crew. One night in December when he was attacking Mannheim, the aircraft was subjected to heavy and accurate fire; but the bombs were dropped according to plan before the aircraft was hit, rendering the elevator controls useless and badly damaging the Port Outer engine. Flight Sergeant Ashley however, maintained control of the aircraft by the sole use of the ailerons and trimming gear and brought it back to England where a landing could not be attempted owing to a very low cloud base and the difficulty in controlling the aircraft. When the Port Outer engine failed completely, F/Sgt. Ashley gave the order to abandon the aircraft and this was accomplished successfully although the Port Inner engine also failed during the procedure. Flight Sergeant Ashley’s enthusiasm and determination have been of the highest order and he has proved himself an exceptional captain. He is strongly recommended for the award of the Distinguished Flying Medal.’ Francis Herbert James Ashley was born in Mansfield, Nottinghamshire in April 1919, and was the youngest son of Mr and Mrs R. Ashley of Wake Hill Farm, Mansfield Woodhouse. He was educated at Oundle School, and was in training to be a civil engineer prior to enlisting in the Royal Air Force Volunteer Reserve in May 1939. Ashley carried out initial training as a Pilot at No. 27 E. & R. F.T.S. and No. 22 E.F.T. He was mobilised, granted an Emergency Commission as Pilot Officer on probation in October 1940, and posted to No. 10 O.T.U., Abingdon, the same month. Ashley was posted for operational flying with ‘A’ Flight, 102 Squadron (Whitleys) from Linton in January 1941. He flew in at least 15 operational sorties with the Squadron, including: Bordeaux (2); Hanover; Duisberg; Cologne; Hamburg (3); Bremen (2); Lorient; Kiel (2); Berlin; and Brest. Ashley’s commission terminated on cessation of duty in August 1941, and he was allowed to re-enlist in the ranks. Ashley advanced to Flight Sergeant and returned to operational flying with ‘A’ Flight, 51 Squadron (Whitleys) from Dishforth in September 1941. He flew in at least 10 operational sorties with the Squadron, including: Stettin; Nuremberg; Wilhemshaven; Mannheim; Frankfurt; Hamburg; Aachen; Emden; Brest and St. Nazaire. Ashley was posted to No. 15 O.T.U., Mount Farm, to convert to Wellingtons in February 1942. Whilst stationed with the latter, he took part in the Thousand Bomber Raids to Cologne, 30/31 May 1942, and to Essen, 1 June 1942. Ashley was posted to No. 1657 Conversion Unit at Stradishall in September 1942. He returned to operational flying when he was posted to 149 (East India) Squadron (Stirlings) at Lakenheath in November 1942. Ashley’s first sortie with the squadron was to Mannheim, 6 December 1942 (see D.F.M. recommendation). The following extract from Canadian Calendar, dated 4 January 1945, gives additional detail about the operation from the perspective of a Canadian member of Ashley’s crew: ‘Another member of the R.C.A.F. who was recently returning from his first operational flight over Germany was Sergeant Walter Morris of Winnipeg, Manitoba. Morris is navigator bomb-aimer in a s Stirling squadron with the R.A.F. The target was successfully bombed but on the return trip, the plane was hit by flak over France and the elevator controls were shot away. In this condition the plane could only fly in a level position, going neither up nor or down. The pilot told the crew to stand by to bail out but on investigation it was found that the plane had a chance to get back to base before this was necessary. Two hours later, the plane was over England. It was pretty awkward, said Morris, with dense clouds below us and an altitude of 6,000 feet, not being able to get below them. Morris landed in a muddy field, some 30 miles from London and other crew members landed within a 10-mile radius. Only two of the crew members were injured. One is recovering from a fractured spine and the other broke two toes when his parachute dragged him along the ground, but Morris hasn’t a scratch to show for his 6,000 foot leap.’ Ashley eventually abandoned the aircraft near Maidenhead, and returned to carry out a further 20 sorties with the Squadron, including: Hamburg; Frisian Islands; Lorient; Cologne (2), including 14 February 1943, ‘Heavy A.A. Bombed 10500’ 1 Stick. 4 Fighter Attacks. 1 Ju.88 Destroyed’ (Log Book refers); Lorient; Nuremburg; St. Nazaire (2); Berlin (3), including 1 March 1943, ‘Medium AA. Shot up by Flak & Enemy Fighters...’ (Ibid); Munich; Mining Gironde; Duisberg (2); Frankfurt, 10 April 1943, ‘Heavy A.A... 1 Me.110 Destroyed’ (Ibid); Stuttgart; Mannheim and Rostock. Ashley was commissioned Pilot Officer on probation once again in April 1943, advanced to Flying Officer in October of the same year, and to Flight Lieutenant in April 1945. He was posted as an instructor to No. 1657 Conversion Unit in May 1943, transferred to No. 1654 C.U. in December of the same year, and to No. 1653 in the New Year. Ashley saw out the remainder of the war at the latter, and was released from service in November 1945. He died in Mansfield in July 1995. Sold with the following related items and documents: 2 Royal Air Force Pilot’s Flying Log Books (20 May 1939 - 16 August 1943 and 17 August 1943 - 9 November 194...
![[POETRY BROADSIDES]. A group of 11 poetry broadsides illustrated and/or printed by Moser at the Castalia or Pennyroyal Press,](https://cdn.globalauctionplatform.com/972f54cb-c6fc-4bf1-9d72-adc10131c7e7/501127d0-d558-43be-b9c0-adc2017aa80f/468x382.jpg)
[POETRY BROADSIDES]. A group of 11 poetry broadsides illustrated and/or printed by Moser at the Castalia or Pennyroyal Press, 1969-1985. Various sizes. Comprises: HENCHEY, Richard. Galapagos. Easthampton, MA: Coeven [Castalia] Press, 1969. One of 75 copies, signed by both Henchey and Moser. Pennyroyal Checklist [B]6. "” SEYBOLT, Stephen H. Autostop. [Easthampton, MA: Castalia Press, 1969]. One of 50 copies, signed by both Seybolt and Moser. Pennyroyal Checklist [B]7. "” FRENCH, Roberts W. Two Poems. [Northampton, MA:] Pennyroyal Press, [1972]. No limitation given, signed by Moser and inscribed by French to Moser. Pennyroyal Checklist [B]17. "” FRANCIS, Robert. Chrysanthemums. [Northampton, MA, 1976]. One of 100 copies, signed by both Francis and Moser. Pennyroyal Checklist [B]34. "” Another copy. "” GILL, Eric. Eric Gill. [Northampton, MA], 1976. Wood-engraved portrait of Gill at head after Jack Coughlin by Barry Moser. One of 100 copies, signed by Moser and Coughlin. Contains Eric Gill 's quotation on wood engraving, beginning: "The advantage of wood engraving is that is does away with several sets of middle men and places responsibility upon the shoulders of the workman. The workman who draws, engraves & prints his own blocks is master of the situation"¦". Pennyroyal Checklist [B]37. "” MACALPINE, Arthur. Resurrection. [Northampton, MA, 1977]. One of 150 copies, signed by Moser. Pennyroyal Checklist [B]46. "” Another copy. "” MACALPINE, Arthur. Revolt. [Northampton, MA, 1977]. One of 150 copies, signed by Moser. Pennyroyal Checklist [B]47. "” MARIANI, Paul. Baudelaire at Gamma Level. [West Hatfield, MA, 1985]. One of 100 copies, signed by both Mariani and Moser. Pennyroyal Checklist [B]73. "” TRAVERS, Richard. I Fish. West Hatfield, MA, 1985. Illustrated with a portrait of Norman Netz. One of 100 copies, signed by Moser. Pennyroyal Checklist [B]82. Property from the Collection of Mr. Barry MoserFor condition inquiries please contact lesliewinter@hindmanauctions.com
1989 TVR 280 S2Make: TVRModel: 280 S2 Year: 1989Mileage: 66000VIN: SA9DSN2P6LL019186Configuration: Right Hand DriveRegistration: G213YLHTransmission: manualAfter the advent of the TVR's more wedge-shaped, expensive and powerful cars of the 1980s, based on the Tasmin design, the S series later on in the decade was pitched as an entry level option. There was a return to the curves of the earlier cars, along with Ford V6 'Cologne' engines. The S2, as here, was introduced in 1988 with a 2922cc V6 as also found in contemporary Sierras, Granadas and Scorpios. The vendor purchased this car in September 2013, and had various work carried out over the years including a glassfibre respray in 2018. All panels were also realigned and there were new outriggers and a new exhaust as well. In addition, the alloy wheels were refurbished, at a cost of £270. The vendor reports that the car has been serviced annually and waterless antifreeze is now in use to improve cooling. A new battery was fitted in September of this year. The odometer indicates a mileage of circa 65,554, which is backed up by all the documentation. A check on the online MoT history reveals that since its 2006 MoT, just over 2000 miles have been covered. A fresh MoT has just been put on the car, which is valid until October 2022. The history folder includes the V5C and owner's document wallet with owner's handbook and service record (albeit only stamped up to 23,419 miles in 1991). There are assorted tax discs, various MoTs from 1997 onwards, and a huge amount of bills and invoices from the 1990s onwards, testifying to a lot of care, attention and expenditure over the years. A spare set of keys also comes with the car, as does a Haynes Ford Sierra workshop manual (for engine information) and a more specific manual on the S series range in general (the pages of which have unfortunately detached from their ring-binder, but seems complete). PLEASE SEE BELOW FOR VIDEO PRODUCED 30TH SEPTEMBER BY ACA OF THIS CAR.
A collection of 1950's Hornby Dublo railway items, mostly boxed, including a locomotive 'Sir Nigel Gresley' and tender, a British Rail tank locomotive numbered 69567, D2 corridor coach, 3rd class coach, D22 high sided coal wagon, D1 goods brake van, cattle truck, fish van, petrol tank, open wagon, coal wagon, through station, foot bridges, level crossing, signals cabins, signals, track, transformer and other items CONDITION REPORT: Please note - Descriptions do not include condition reports. Please contact us to if you require further information or images.PLEASE CONSIDER SHIPPING COSTS BEFORE BIDDING. THE COST OF SHIPPING MAY AFFECT YOUR DECISION TO BID.
A 1970�s circa gilt brass cased Jager- LeCoultre Atmos Clock, 15 jewelled unadjusted Swiss movement inscribed LeCoultre Atmos with serial number 164558, with five glazed panels, five-inch chapter ring with applied Arabic numerals and markers with baton hands, skeletonised movement with oscillating balance wheel beneath, spirit level and two leveling feet to the base, with original LeCoultre packaging, mahogany wall bracket and original paperwork, booklets, etc.*Created by the Jaeger LeCoultre watchmakers in 1928 the Atmos clock receives its power from minute changes in atmospheric temperature, hence the clocks name. Within a sealed capsule, a mixture of gases expand and contract with each temperature change. At a temperature between 15� and 30� Celsius, a variation of a single degree is enough to power the clock for two days. In order to operate, the clock functions with an almost complete lack of friction. W21.5cm, H23.5cm, D17cmDimensions: Height: 23.5cm Length/Width: 21.5cm Depth/Diameter: 17cm
PENDULE JAEGER-LECOULTRE ATMOS, MODELE JUBILEE 'PRESTIGE', EDITION LIMITEE, SUISSE, DEBUT DES ANNÉES 1980 A late 20th Century Swiss limited edition Jaeger-LeCoultre Atmos Jubilee clock, 'Prestige', early 1980'sThe typical rectangular brass case with facetted glass panels, open faced white Roman enamel dial, skeletonized movement cal 551, ref 220.001, front plate marked for Jaeger-LeCoultre ATMOS and fifteen jewels, case door printed Jaeger-Le Coultre, the base plate with bubble level and engraved plate numbered No 0104. In original case. 26.5 cm. highFootnotes:The Prestige series has been offered by Jaeger LeCoultre in her catalogues from 1981 to 1988 and is made in a limited edition of 3000.Click for an instant shipping quoteFor further information on this lot please visit Bonhams.com
§ After L. S. Lowry (British, 1887-1976), 'Level Crossing, 1946'. Print. Signed in pencil to margin. Framed and glazed. Image size 45 x 55cm. Please note that Artists Resale Right may be additionally payable on top of the hammer price for this lot, where the price is above the threshold of Euros 1,000, up to a maximum of 4% of the hammer price, visit www.dacs.org for more informationCondition Report: § Very good condition overall, with minimal visible signs of wear.
Hornby-Dublo 00 Gauge 3-Rail Metal Station Buildings and Accessories, D1 Through Station (2), D1 Island Platform (2), Level Crossing (2), Signal Cabin (2), Footbridge (2), Girder Bridge (1) and Turntable, all in original blue and blue striped boxes, Marshall Controller (boxed), generally VG, boxes F-G, together with a small assortment of Track including Point s(3), Diamond Crossing (1) box of EDA1 Curves and two pieces of hardboard with five straight pieces of track, unboxed Turntable and Girder Bridge, both just F (quantity)
1951 Alvis TA14 SaloonReg. no. LMA 658Chassis no. 23010Engine no. 23010Testing Alvis' 1.9-litre TA14 sports saloon in 1946, Autocar gave the following report: “It steers lightly and with a confident certainty, and holds the road to perfection; the suspension is not hard, but most comfortable, the engine is very smooth and quite quiet, and the engine mounting conceals how many cylinders there are". The car's excellent tractability, well-spaced gear ratios and powerful brakes all came in for praise, Autocar concluding that the TA14's, "very high level of excellence puts this Alvis right in the front rank". This example has formed part of a large collection for many years, following restoration by Chapel Classics about 20 years ago. Said to be running well by our vendor, this car is fitted with a dynometer, and is offered with a V5C.
A late 18th century surveying level and compass by W & S Jones, London: constructed in lacquered brass with 20 inch rack and pinion adjust telescope over spirit bubble on a 'Y' shaped frame, with 3 1/2 inch silvered compass signed as per title, raised on a baluster tripod mount, in a fitted wooden case stamped with retailer's mark for 'B R Force & Son , Exeter'.
A Zenza Bronica SQ-A Camera, serial no 1220788, shutter working, body G, scratches to back, some wear to base, with Zenzanon-S 80mm f/ 2.8 lens, serial no 8221030, barrel G, some slight wear to filter ring, elements G, some light haze, dust, with SQ 120 back, waist level finder and dark slide
A Mamiya 645 Super Camera, serial no 209334, shutter working, body G, light wear, with waist level finder, 645 prism finder, 645 AE prism finder, AE finder responsive, missing inner of exposure compensation dial, still functions, with Mamiya-Sekor C 45mm f/2.8 S lens, serial no 25164, barrel G, some paint wear to mount, elements G-VG, some dust, with two 120 film backs, power grip and lens caps
A Mamiya RB67 Professional S Camera, serial no C 524337, shutter working, body G-VG, light marks to waist level finder, RB67 metered prism finder, G-VG, meter responsive, bellows VG, with Mamiya-Sekor C 90mm f/3.8 lens, serial no 152592, barrel G-VG, UV pen number scribed on mount plate, elements G, some light haze to edge of front element, with 120 back and lens cap
A Mamiya RB67 Professional S Camera, serial no C 514529, shutter working, body G, light wear, bellows VG, with waist level finder, some paint scratches to top, viewfinder lugs on camera body missing, viewfinder not clipping into place, with Mamiya-Sekor 127mm f/3.8 lens, serial no 124339, barrel G, very light wear, elements F-G, haze, with 120 back
Collection of mainly 1980's vinyl LP's including The Police (4), Sting (1), Abba (5), Elton John (10), Nik Kershaw, Billy Joel (1), David Bowie (1), Eurythmics (2), Bondie (1), Talking Heads (2), Huey Lewis and the News (2), Level 42 (2), Thompson Twins (3), Howard Jones (2), Queen (6) and a few others (1 box)
A fine Second War Pathfinder’s D.F.C. group of five awarded to Lancaster mid-upper gunner, Flight Lieutenant T. L. Tracey, Royal Air Force, who flew in at least 63 operational sorties, 29 of which were in Wellingtons with 101 Squadron, including the Thousand Bomber Raid to Cologne, 30 May 1942. After flying one sortie to Essen whilst stationed with an O.T.U., Tracey went on to fly the remainder of his sorties with 7 Squadron, Path Finder Force. Often employed as a Marker Crew, and on occasion as a Master Bomber crew, Tracey’s 2nd tour of operations provided many hair-raising experiences - in particular after returning from a raid on Stuttgart, 28 July 1944, during which Tracey had contributed to shooting down an enemy night fighter, the crew were forced to make an emergency landing at Bradwell Bay with the undercarriage down, engine damage, tyre blown on one wheel and ‘several inches of petrol slopping around in the wireless operator’s area’ Distinguished Flying Cross, G.VI.R., reverse officially dated ‘1944’, in Royal Mint case of issue; 1939-45 Star; Air Crew Europe Star, 1 clasp, France and Germany, small traces of verdigris; Defence and War Medals 1939-45, with M.I.D. oak leaf, generally good very fine (5) £2,400-£2,800 --- D.F.C. London Gazette 14 November 1944, the original recommendation states: ‘This officer has completed 45 operational sorties of which 15 have been made in Path Finder Force, 13 of them being in a marker crew. As mid-upper gunner he has always displayed great skill. His extreme sense of duty and his application to this task on hand has resulted on several occasions in his evading fighter attacks, and his fine capabilities have been an asset to the crew.’ M.I.D. unconfirmed. Thomas Leslie Tracey joined the Royal Air Force as a Leading Aircraftman, and carried out training as an Air Gunner at No. 8 A.G.S., Evanton from May 1941. After further training at No. 11 O.T.U., Tracey was posted for operational flying with 101 Squadron (Wellingtons), Oakington in September 1941. He flew in at least 29 operational sorties with the Squadron, including: Cherbourg; Emden; Le Havre; Antwerp, 2 October 1941 ‘Left large fires, Little Flak but came back with large shell hole’ (Log Book refers); Cologne (5), including 30 May 1942, the first Thousand Bomber Raid; Frankfurt; Berlin; Hamburg (4), including 14 January 1942 ‘Bombed 1650. Shot up. Nav. wounded’ (Ibid); Brest (2); Dusseldorf; Paris; Lubeck; Essen; Dorgland; Baltic; Bolougne; Frisians; Wilhelmshaven; and Duisberg (2). Tracey was posted to No. 26 O.T.U. at the end of August 1942, and whilst stationed there took part in a raid on Essen, 16 September 1942. He served as an instructor, advanced to Warrant Officer, and then was commissioned Pilot Officer in February 1944. Tracey returned to operational flying as a mid-upper gunner with 7 Squadron (Lancasters), Oakington in July 1944. The Squadron operated as part of No. 8 Group, Path Finder Force, and Tracey was crewed with Squadron Leader R. P. Todd, D.F.C., A.F.C. as his pilot. He flew in at least 33 operational sorties with the Squadron, including: Noyelle en Chaussee; Stuttgart (3); Foret de Nieppe; Foret de L’Isle Adam; Blaye; Foret de Mormal; La Pallice; Foret de Montrichard; Soesterberg; Kiel (3); Sterkrade; Russelheim; Deuf de Ternois; Emden; Le Havre (3); Kamen; Munster; Boulogne; Domburg; Calais (2); Emmerich; Wilhelmshaven; Bochum; and Gelsenkirchen. The three raids on Stuttgart, 24, 25 and 28 July 1944 are recalled by the Navigator R. H. Smith in No. 7 Bomber Squadron RAF in World War II, by T. Docherty: ‘The crew were R. P. Todd, pilot; R. H. Smith, navigator; R. Martin, flight engineer; Stanton, wireless operator; Drinkwater and Tracy [sic], gunners; Grant, bomb aimer and Talbot, radar operator. On the 24, 25 and 28 July 1944 Bomber Command attacked the city of Stuttgart. R. P. Todd’s crew took part in all three attacks. Their duty was to drop marker flares to guide the main force of bombers to the target. The 24th operation took seven hours, thirty minutes, the one of the 25th eight hours, ten minutes; the extra time was due to engine trouble. The aircraft they flew was NE2122:V. For the 28th operation they were again allocated NE122:V. They air tested it for an hour in the afternoon after the engineers had checked it, and took off for Stuttgart at 2240hrs carrying one 4,000 pound bomb and four 1,000 pound target indicators. The Luftwaffe was well prepared to oppose the attacking force, having been warned by the previous two attacks. It was a moonlit night and the German fighters were very active. It was later estimated that about 200 fighters were employed. Sixty-two of the bomber force were lost (which was the third heaviest loss of the war). During the run to the target many air combats and ground fires were seen. The crew of NE122 were briefed to drop their markers visually and to facilitate this they were to locate the small town of Pforzheim which gave a good return on the H2S radar, and there set up a piece of equipment called a ground position indicator (GPI). This threw a spot of light on a target chart. The spot moved along giving the aircraft’s position. The distance to fly was about 15 miles; about four minutes time. During this action the aircraft had to be held straight and level. What happened during the run-in is described in the official combat report... What follows is a first-hand account compiled from the memories of the pilot, the flight engineer and the navigator, Richard Smith: “After setting up the GPI over Pforzheim I was giving the pilot direction instructions. The bomb aimer was lying prone over his bombsight and also pushing out handfuls of window... Suddenly there was an explosion on the starboard side. Also a tremendous racket as the gunners fired their eight Browning machine-guns causing empty .303 cartridges to cascade from the mid-upper turret [Tracey] and rattle against the inside of the fuselage. Also there was a lot of noise over the intercom as the gunners called for evasive action. The aircraft dived violently to starboard and I watched the navigator’s altimeter record a loss of 4,000 feet. The aircraft filled with smoke and the captain gave the order to abandon. My immediate reaction was to grab and fix my parachute and make for the lower escape hatch ready to leave the aircraft as soon as the bomb aimer opened the hatch. We learned later that the hatch could not be opened because the parcels of window were lying across it. The bomb aimer was desperately flinging the parcels out of the way and they were bursting open as he flung them. Suddenly the hatch came open and a blast of freezing air blew through the opening carrying with it masses of strips of tin foil. I was standing in a direct line with the blast and was covered in the stuff. While this was happening the pilot had regained control. The engineer had operated the starboard inner engine fire extinguisher and the captain had cancelled the abandon order. All the crew was still aboard, which fact was probably due to the delay caused by the blocked escape hatch. The Lancaster was settled in straight and level flight, the starboard inner propeller feathered to reduce drag and the crew gradually resumed their stations and regained some of their composure. The bomb load was still aboard and could not then be dropped because the bomb doors could not be opened. We were now some distance away from the target and the position was not known with any accuracy. The important thing was to be heading in the right direction, so a course was set it the westward. The main compass system had gone u/s in the dive, so we were reduced to using th...
The extremely rare campaign group of four awarded to Major R. J. H. L. Mackenzie, Royal Engineers, a pioneering military aeronaut who ascended in his balloon up to 750 feet for 7 hours as part of a marching column in the Soudan in March 1885 - only the second time that the Balloon Detachment had been sent out on active service, and the first time that it had been present in a campaign where there was fighting. Mackenzie subsequently served as part of the Zhob Field Force under Sir George White, and as the Survey Officer with the Second Miranzai Expedition of 1891, being Mentioned in Despatches for his services during both campaigns Egypt and Sudan 1882-89, undated reverse, 1 clasp, Suakin 1885 (Lieut: R. Mackenzie. R.E.); India General Service 1854-95, 1 clasp, Samana 1891 (Captain R. J. H. L. Mackenzie R.E.); Khedive’s Star, 1884-6, unnamed as issued; Special Constabulary Long Service Medal, G.V.R., 1st issue (Ronald J. Mackenzie); together with a bronze Confirmation medallion, engraved ‘Ronald Mackensie’ [sic], minor edge nicks, generally good very fine (5) £1,800-£2,200 --- Ronald Joseph Henry Louis Mackenzie was born in Clonmel, Ireland in 1863. He was the son of Major A. C. Mackenzie, and was commissioned Lieutenant in the Royal Engineers in July 1882. Military experiments with balloons began at Woolwich Arsenal in 1878, with the first balloon section presented at Aldershot in 1880. A school of instruction was established in 1883, and Mackenzie became a pioneer of the Balloon Detachment after it was sent out on active service for the first time in 1884, ‘When, in the autumn of 1884, an expedition was sent to Bechuanaland under Sir Charles Warren, expel the filibusters who had raided the territory, to pacificate the country, and to reinstate the natives, a balloon detachment under Major Elsdale and Captain F. C. Trollope, of the Grenadier Guards, attached to the Royal Engineers, was included in the expedition. They took with them in the detachment three balloons, and a staff consisting of fifteen non-commissioned officers and men. There was no fighting. At Mafeking, which was then a native village, it was found that owing to the elevation above sea-level neither of the two smaller balloons had lift enough to raise a man into the air, and that the largest balloon could take up only one observer.... Balloons were used again on active service in the following year, 1885, in the Soudan. A small detachment, under Major Templer with Lieutenant R. J. H. L. Mackenzie, of the Royal Engineers, and nine non-commissioned officers and sappers, accompanied the expeditionary force. The best of the material had been sent to Bechuanaland, so the equipment was very imperfect, but ascents made in a balloon of one of the smaller types at El Teb and Tamai [sic], and elsewhere, proved useful for reconnaissance.’ (War in the Air, by Sir Walter Raleigh and H. A. Jones refers) Further details of the ascents made by Mackenzie are given in the History of the Royal Engineers: ‘The party went with the convoy to McNeil’s Zeriba at El Tofrek. On March 25 the balloon was filled during the previous night so as to be ready to join the convoy square at daybreak. Lt. Mackenzie ascended with instruments etc, complete, and was kept by Major Templar at heights varying from 200 to 400 feet, according to his requirements. He remained in the car for seven hours. It is interesting to record the various messages which passed on this occasion: 1) No enemy in sight for 3 miles around. 2) There is a column of our troops 3 miles off to North-West marching on Hasheen. 3) Camels appear in 2’s and 3’s in line with the highest peak of range, to left of Hasheen. Our own troops moving from Zeriba towards us in square. 4) Small bodies of enemy to our left front 800 yds. off. 5) (In answer to question: what strength?) About 40 to 30 men. 6) Dust rising towards Tamai 3 miles off, also on Trinkitat road some distance. 7) Few of the enemy to left front 800 yds. off, rather more to our left than previous body. Men getting out from bushes and running away towards Tamai. 8) Four men in open space, 800 yds. away, apparently watching balloon.’ Mackenzie’s balloon ventured as high as 750 feet, and was towed by a car in the centre of the marching column for 7 hours between Suakin and Tofrek. He advanced to Captain in September 1890, and was present in the same year with the Zhob Field Force under Sir George White (Mentioned in Despatches). Mackenzie served under Brigadier General Sir William Lockhart as the Survey Officer with the Second Miranzai Expedition of 1891. He was mentioned in the latter’s despatch (London Gazette 15 September 1891) thus: ‘Captain R. J. H. L. Mackenzie, Royal Engineers, has satisfactorily conducted the survey work of the expedition. He has been successful in extending the survey of the Orakzai country to the Tsappar range, south of Tirah, and to the Marghan pass between the Khanki and Kurmana valleys, thus completing the excellent work of Captain Wahab, Royal Engineers, whose name I brought to notice at the end of the last expedition.’ Mackenzie advanced to Major in December 1900. He was placed on half pay due to ill health in December 1903, and retired in August 1906. He served with the Metropolitan Special Constabulary during the Great War. Sold with extensive copied research.
Football programmes, a collection of approx. 70 international programmes, 1960's onwards including England, Scotland, Wales & Northern Ireland, also a few foreign matches, some minor level games etc. The lot also includes 8 Juventus 'Hurra' magazines, nos 2-9 (inc.), Feb - Sept 1976 (gen gd)
The ex-Kent Andersson 1972 Yamaha 250cc TD3 Racing MotorcycleRegistration no. not registeredFrame no. TD3-990107Engine no. DS7-990107•Raced by Kent Andersson during the 1972 season•Two rostrum finishes in the 1972 World Championship•Restored conditionThe mainstay of 250cc and 350cc racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'; indeed, without it, grids in these classes would have been depleted in extremis during the 1970s. The first of the line, the 250cc TD2, arrived in 1969 and immediately proved capable of winning Grands Prix, privateer Kent Andersson triumphing in the German round at Hockenheim that year, one of Yamaha's most significant classic victories. The giant leap forward from the preceding TD1C had been achieved thanks to a comprehensive redesign that saw the engine porting and exhaust system updated, superior Mikuni carburettors adopted, and the chassis, suspension and brakes greatly improved. Looking like a scaled down Manx Norton Featherbed, the TD2's chassis was a development of that used for the RD56 works racer. Broadly similar as far as its frame and cycle parts were concerned, the 350cc TR2 differed mainly by virtue of its horizontally-split crankcases, a feature not introduced on the 250 until the arrival of the TD3 in 1972. By this time the 350 had been updated as the TR3, its engine closely related to that of the contemporary YR5 roadster, and from then onwards the two racers would be engineered to share the maximum number of components. The TR3 could not have enjoyed a more successful international debut, for although Kel Carruthers' works bike failed, privateer Don Emde came through to win the 1972 Daytona 200, the first of many such victories for the TR3.This TD3 comes with a signed letter from Swedish Grand Prix star and two-time 125cc World Champion Kent Andersson stating that he rode this Yamaha TD3 (frame number '990107') in 1972 and had great successes with it. Kent finished six races in the 250cc World Championship that year, his best results being 3rd place finishes at Yugoslavia and Finland respectively. He ended the season in 7th place in the championship with 39 points. Kent later sold this TD3 to his mechanic, and the machine subsequently passed through the hands of some of Phil's friends before reaching his collection. Offered with a history file, this beautiful TD3 represents a rare opportunity to own a machine raced by one of the biggest Grand Prix stars of the day, and with in-period World Championship history.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
A VICTORIAN OAK MERCURY 'ADMIRAL FITZROY'S STORM BAROMETER'Negretti and Zambra, London, circa 1870The arched bevel-glazed double ceramic Vernier scales flanking the large bore mercury tube, each calibrated in barometric inches and with the usual observations, the lower margins annotated ADD ONE TENTH FOR, EACH HUNDRED, FEET ABOVE, THE SEA and 10 A.M YESTERDAY and 10 A.M TO DAY over PATENT No. 1481 and with signature NEGRETTI & ZAMBRA, INSTRUMENT MAKERS, TO HER MAJESTY, HOLBORN VIADUCT E.C., 122 REGENT ST. W, & 59 CORNHILL E.C., LONDON to upper margin, the apex of the arch further inscribed ADMIRAL FITZROY'S, STORM BAROMETER., the trunk with Vernier setting squares to throat above applied glazed mercury tube Fahrenheit scale thermometer further signed NEGRETTI & ZAMBRA, LONDON to upper margin and with ogee moulded crests to the upper and lower rails, the base with rectangular ogee moulded cistern cover over conforming base moulding with level adjustment screw to underside.102cm (40ins) high. Provenance: The Selwyn Demmy Collection. The firm of Negretti & Zambra are recorded in Banfield, Edwin BAROMETER MAKERS AND RETAILERS 1660-1900 as being established in 1850 when a partnership between Enrico Negretti and Joseph Warren Zambra was formed. The firm became one of the most prolific makers of scientific instruments and continued trading well into the 20th century.The current lot is a textbook example of a Fishery or Sea Coast storm barometer devised by Admiral Robert Fitzroy in the 1860`s to aid mariners in the forecasting of storms. Fitzroy lobbied the Board of Trade resulting in this type of barometer being supplied (at public expense) to many coastal communities for display in a prominent public space. In addition to this The Royal Lifeboat Institution installed these barometers into each of its stations and the Duke of Northumberland (in association with the British Meteorological Society) erected several on the coast of Northumberland. By 1864 over 80 barometers had been installed by the Board of Trade and a further 14 by the Duke of Northumberland with their usefulness fully appreciated in Fitzroy's Meteorological Office Report published that year.Condition Report: The tube is filled with no apparent airlocks and both Vernier slides are fully operational however there is only one key present. The arched signature plate has some slight hairline cracking to the lower right hand corner which can only really be seen on very close examination being behind the bevel cut of the glass. The thermometer is in good condition although the tube is probably a replacement. The case is in good original condition with only minor bumps, scuffs and other age related blemishes. Condition Report Disclaimer
A GEORGE III MAHOGANY MERCURY WHEEL BAROMETER WITH TEN-INCH DIALJames Gatty, London, circa 1805The 10 inch star-centred circular silvered register calibrated in barometric inches with the usual observations within cast brass glazed bezel, the triple-line edged case with hydrometer to the swan neck pediment with adjustment square beneath, over arch glazed silvered Fahrenheit scale spirit thermometer to the baluster-outline upright, the rounded base with recording hand setting key over glazed spirit level signed Ja's Gatty, No. 132 High Holborn, London.98cm (38.5ins) high excluding finial. James Gatty is recorded in Goodison, Nicholas English Barometers 1680-1860 working from 130 and 132 High Holborn. His exact dates or whether he started as an optician or immigrant glassblower are unknown, however a barometer by him was included in the sale of Sir William Chambers s furniture in 1796; a James Gattey is also recorded as working from 64 Tooley Street in 1802. Gatty is considered to be probably the most sought-after maker of early wheel barometers which tend to be of the finest quality.Condition Report: Tube is intact and filled but has airlocks and is currently plugged. The mechanism is intact but will require setting-up. The register is in good condition with some minor concentric discolouration only. The thermometer is also on good condition with some slight blooming to the silvered finish in places. The hygrometer is in similarly good condition with the adjustment fully operational; the spirit level at the base is also in good order albeit with some discolouration to the silvering. The case is generally in good original condition but has some small losses to the parquetry band bordering the lower edge of the pediment and some bruising to the rounded base (including some small veneer losses to the rear). Otherwise faults are very much limited to minor shrinkage, bumps, scuffs and other age related blemishes. Condition Report Disclaimer
A VICTORIAN OAK MERCURY 'ADMIRAL FITZROY'S STORM BAROMETER'Negretti and Zambra, London, circa 1870The arched bevel-glazed single ceramic Vernier scale to the right of the large bore mercury tube calibrated in barometric inches and with the usual observations, the lower margins annotated ADD ONE TENTH FOR, EACH HUNDRED, FEET ABOVE, THE SEA over PATENT No. 2809 and with signature NEGRETTI & ZAMBRA, INSTRUMENT MAKERS, TO HER MAJESTY, HOLBORN VIADUCT E.C., 122 REGENT ST. W, & 45 CORNHILL E.C., LONDON to upper margin, the apex of the arch further inscribed ADMIRAL FITZROY'S, STORM BAROMETER., the trunk with Vernier setting squares to throat above applied glazed mercury tube Fahrenheit scale thermometer further signed NEGRETTI & ZAMBRA, LONDON to upper margin and with ogee moulded crests to the upper and lower rails, the base with rectangular ogee moulded cistern cover over conforming base moulding with level adjustment screw to underside.102cm (40ins) high. Provenance: The Selwyn Demmy Collection. The firm of Negretti & Zambra are recorded in Banfield, Edwin BAROMETER MAKERS AND RETAILERS 1660-1900 as being established in 1850 when a partnership between Enrico Negretti and Joseph Warren Zambra was formed. The firm became one of the most prolific makers of scientific instruments and continued trading well into the 20th century.The current lot is an example of a Fishery or Sea Coast storm barometer devised by Admiral Robert Fitzroy in the 1860`s to aid mariners in the forecasting of storms. Interestingly the scale only incorporates one Vernier scale (rather than usual the double scale) hence recording daily change in barometric pressure would have had to be done by taking notes rather than using the second scale. Fitzroy lobbied the Board of Trade resulting in this type of barometer being supplied (at public expense) to many coastal communities for display in a prominent public space. In addition to this The Royal Lifeboat Institution installed these barometers into each of its stations and the Duke of Northumberland (in association with the British Meteorological Society) erected several on the coast of Northumberland. By 1864 over 80 barometers had been installed by the Board of Trade and a further 14 by the Duke of Northumberland with their usefulness fully appreciated in Fitzroy's Meteorological Office Report published that year.Condition Report: The tube is filled with no apparent airlocks and both Vernier slide is fully operational. The scales have some slight overall crazing and the left panel of the scale has a small hairline crack across the top right hand corner. The thermometer is in good working condition however the scale has overall stained crazing. The case is in good original condition with only minor bumps, scuffs and other age related blemishes. Condition Report Disclaimer
2 Bottles Fine and Rare old Vintage Classified Growth Claret comprising : 1 bottle Chateau Batailley Grand Cru Classe Pauillac 1990 (b/n) together with 1 bottle Chateau Rauzan Gassies Grand Cru Classe Margaux 1918 (l/s) – although level at low shoulder this bottle shows no signs of seepage and colour is full and intense
The Raft Book Lore of The Sea and Sky by Harold Gatty. Signed by Harold Gatty (Personal Greeting & Dedication). 152 page (19. 5cm x 14cm) softback book with very rare slipcase & map published by George Grady Press 1944. Very rare signed 1944 edition. The book is a detailed account of the facts and principles of sea navigation using the knowledge of sea and sky and the use of a good pocket watch. Includes chapters on: Lore of the Sea and Sky; Land Indications from Sea Birds; Migration of Insects; Fish and Other Surface Life; The Scent of Land; Sounds from Land; The Sky as an Indicator of Land; Direction from Waves, Wind, and Swells, Ocean Currents and the Colour of the Sea; How the Polynesians Used the Stars; Directions from the Sun and Moon; Measurement of Angles; Steering by the Stars; How Far You Are North or South; How Far You Are East or West; Ocean Temperatures, etc. The book is lavishly illustrated with photographs, diagrams, illustrations & maps (many in colour) including seabirds, clouds indicating land beyond the horizon, star diagrams, paths of stars at varying latitudes, winds and ocean currents and more. Accompanied by very rare protective slip case, two large removable foldout charts: The Gatty Star Chart, and The World Navigation Chart Map containing complete latitude and latitude adjustment tables with a 36" Harp Degree Scale printed along the lower edge, and paper/card folded ruler. Harold Gatty (born 1937 in Campbell Town, Tasmania died 1957 in Fiji) was an Australian navigator, inventor, and aviation pioneer. Charles Lindbergh called Gatty the "Prince of Navigators. " In 1931, Gatty served as navigator, along with pilot Wiley Post, on the flight which set the record for aerial circumnavigation of the world, flying a distance of 15, 747 miles (24, 903 km) in a Lockheed Vega named the Winnie Mae, in 8 days, 15 hours, and 51 minutes. Gatty began his career as a navigator in 1917, at age 14, when he was appointed a cadet midshipman at the Royal Australian Naval College. After World War I, he became an apprentice on a steamship in the Australian merchant navy, where he learned the patterns of the stars while standing watch at night. Gatty served on many ships, some sailing between Australia and California, and ran a supply shop in Sydney Harbour until 1927, when he emigrated to the United States. In California, Gatty opened a navigation school, teaching marine navigation to yachtsmen. In 1928, his attention turned to aerial navigation, particularly to trans oceanic flights, where his experience as a ship's navigator applied. Gatty is credited with inventing an air sextant which used a spirit level to provide an artificial horizon. He also invented the "aero chronometer" which offset inaccuracies introduced into observations taken in a moving plane. The most important invention of his career was the Gatty drift sight. This optical device was directed at the ground, or the tops of clouds, and used to determine the rate and direction of an airplane's drift, or movement away from its heading. The device was also used as a ground speed indicator. In 1929, Gatty navigated a Lockheed Vega on a flight from Los Angeles to New York City for Nevada Airlines, in an effort to demonstrate the feasibility of coast to coast passenger service. The flight made four stops and took 19 hours and 53 minutes, which set the transcontinental airspeed record for a commercial airliner. In 1930, Gatty prepared a coast to coast route and navigation charts for Anne Morrow Lindbergh, whom he had also taught as a student. Anne Lindbergh served as navigator with her husband Charles on a record setting cross country flight of 14 hours and 45 minutes. The next year, Wiley Post asked Gatty to accompany him on an effort to break the world record for circumnavigating the earth, which was previously set at 21 days by the Graf Zeppelin airship. Gatty accepted, hoping to demonstrate the effectiveness of his navigation methods. The journey began on 23 June 1931 at Roosevelt Field in New York and followed a 15, 000 mile course across Europe, Russia, and Siberia, due to the lack of suitable airfields nearer the equator. Post and Gatty crossed the Atlantic in a record time of 16 hours and 17 minutes and continued to Berlin, Moscow, and Khabarovsk, then crossed the Bering Sea, landing on the beach near Solomon, Alaska, then to Edmonton, Alberta, arriving finally back at Roosevelt Field after 8 days, 15 hours, and 51 minutes. The pair received a tickertape parade in New York City. A year after the circumnavigation with Wiley Post, the US Congress passed a bill allowing civilians to receive the Distinguished Flying Cross. President Hoover pinned the medals on Gatty and Post. Gatty was offered American citizenship and the newly created position of Senior Aerial Navigation Engineer for the U. S. Army Air Corps. Gatty expressed his wish to remain an Australian citizen and Congress passed a bill allowing foreign citizens to hold that post. In 1934, Gatty formed the South Seas Commercial Company with Donald Douglas, with the plan to deliver air service to the islands of the South Pacific. However, the company was soon sold to Pan Am who brought Gatty into the company to organise flight routes in that region. During the Second World War, Gatty was given the honorary rank of group captain in the Royal Australian Air Force (RAAF) and worked for the U. S. Army Air Forces (USAAF) in the South Pacific. He was later appointed director of Air Transport for the Allied forces, based in Australia, under General Douglas MacArthur. He resigned his position in 1943, as a result of difficulties with MacArthur and his organisation being disbanded. He then moved to Washington, D. C., where he authored The Raft Book, a survival guide for airmen downed at sea. The book became a success and was placed in the survival kits of all Allied airmen serving in the Pacific. After World War II, Gatty relocated to Fiji with his Dutch born second wife. Here he formed Fiji Airways which later became Air Pacific. He wrote a book on navigation, Nature Is Your Guide, which was published soon after his death from a stroke in 1957. He was buried in Fiji. Condition: Excellent Condition. Very Rare Slipcase: excellent condition; minor wear edges/corners, minor marks. Book: Softback near mint/mint condition. Pages near mint condition; very minor marks when pages viewed collectively side on (page faces unaffected), page faces very clean & bright. Chart: excellent + condition; age browning to single 'panel' (the exposed folded side). Map: excellent + condition. Ruler: excellent + condition. Good Condition. All autographs are genuine hand signed and come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £4.99, EU from £6.99, Rest of World from £8.99.
MPH Models, Tim Dyke - A boxed MPH Models #1462 Fraser Nash 'High Speed' Le Mans 1949 N.Cullan / HJ Aldington 3rd Overall at 78.54 mph. The Limited Edition 1:43 scale hand crafted model created in August 2006 is numbered 17 of 25 produced. With red body with RN26 the stunningly detailed miniature of the award winning car, comes with certificate / card signed by the modeler Tim Dyke, and appears to be in Mint condition. The model is fixed onto a resin plinth which has a cobbled effect (numbered to underside) with photo etched plaque, and is housed within a Mint plain white cardboard box with MPH Model branding. The model comes with an 8 page booklet which outlines the history behind the Fraser Nash, and outlines the 291 specifications of which include such things as "Exhaust System - cast in pewter"; "Tailpipe ex 1mm S/S rod"; "Spare Wheel Cover - Kit item discarded (wrongly circular)" plus many more. The level of detail is phenomenal, with many specifications only visible under close inspection - for instance - the model comes with a clear plastic snap bag containing an ignition key and spare! The level of detail is such that the box contains a warning of the models delicate parts and contains handling instructions. (This does not constitute a guarantee)Due to the fragile nature of the model please contact Client Services to discuss delivery options available.
Pierre Migeon IV (1696-1758) A Regence commodeRosewood veneered with two long and three short drawers Hardware of reliefs and gilt decoration Marble top Stamped "MIGEON" France, 18th century (minor losses and faults, restoration to top)86x136x65 cm Special Notes:Pierre Migeon IVPierre Migeon IV was born in Paris on August 13th, 1696, at the heart of a long dynasty of French cabinetmakers, the son of Pierre Migeon III (1665- 1717), grandson of Pierre Migeon II (1637-1677) and great-grandson of Pierre Migeon I. He learned his trade within his family’s business, his official recognition as master cabinetmaker, “maître-ébéniste”, awarded to him at an unknown date before 1729. In 1739 he would become the master in the Migeon’s ancestral workshop. From early on in his career he acted as both dealer, “marchand”, and cabinetmaker, subcontracting labour from contemporary peers. This detail regarding his professional life, explains the numerous extant pieces that bear his stamp together with that of other makers. Such is the case of the bureau «de Vergennes» from the Louvre Museum collection, that features stamps for Migeon IV and for Jacques Dubois. From amongst the many renowned and most accomplished cabinetmakers that supplied Migeon stand out Léonard Boudin, Jacques Bircklé, Roger Vandercruse, Charles Topino, Gérard Péridiez and Mathieu Criaerd. Despite his many suppliers, the pieces bearing his stamp tend, nonetheless, to share impressive stylistic uniformity. Structurally his furniture privileges serpentine shapes, often truly robust, albeit not evidencing an excessively accentuated rococo taste. The veneers are restrained, infinitely entangled and almost always organized in geometric patterns and decorative cartouches of floral motifs enhanced in darker rosewood and mahogany timbers, a decorative solution that Pierre Migeon IV was one of the first to adopt. Although seldom present, his marquetry work is of outstanding quality, emerging vividly in diamond shapes, cubes, flowers or birds, well known in typologies such as reading tables, corner cabinets and secretaires. Of greater rarity is his use of lacquer and vernis Martin. Bronzes, ubiquitously mounted in many of Migeon’s contemporaries’ furniture, are rarely present in his production.By researching the Rue de Charenton, in the Faubourg Saint-Antoine, family workshop accounts books from the 1730s, it is clear that the company was prosperous and proficuous, the average annual sales for that decade reaching sums of between 23,000 and 37,000 francs. They are also elucidating in terms of the Migeon’s clientele, amongst which were members of French aristocracy, such as Louis XIV natural daughter Françoise Marie, Duchess of Bourbon (1677-1749), the Duke of Orleans (1703-1752) and the Duchess of Rohan-Rohan (1713-1756). From 1740 onwards Migeon IV will become supplier to the “Garde Meuble de la Couronne” and to other major French court figures such as the Duke de Boufflers and the Duke of Noailles, as well as to Louise de Orleans (1698-1743) and to Madame de Pompadour (1721-1764), who will endow him with a 3,000 francs pension. In addition to these prestigious patrons, he could also count amongst his customers many French high society politicians and financiers, clergy, ambassadors and foreign princes. On his death in 1758 he was succeeded by his son Pierre Migeon V (1733- 1775). Between 1775 and 1785 the business was managed by the latter’s widow, who would eventually be forced to declare bankruptcy and to close doors. Pierre Migeon IV superb artistry and sophisticated production place him at the level of other contemporary cabinetmakers such as André-Charles Boulle, Charles Cressent, Antoine Gaudreaux e Jean-François Oeben.TIAGO FRANCO RODRIGUESLiterature: F. de Alvetre– Les ébenistes du XVIII siècle : Leurs oeuvres et leurs marques. New ed. Paris and Brussels, 1927. J. N. Ronfort, J. D. Augarde, B. Langer, - ‘Nouveaux aspects de la Vie et de l’œuvre de Bernard (II) Vanrisamburgh (1700-1766)’, in l’Estampille - L’Objet d’Art, n. 290, avril 1995, p. 36. P. Verlet – Les ébénistes du XVIII siècle français. Paris : Hachette, 1963. P. Verlet – Meubles de la Couronne conservés en Europe et aux ÉtatsUnis. Paris: Editions Picard, 1990. P. Verlet– Les meubles français du XVIII siècle, 2º edição. Paris : Presses Universitaire de France, 1982. S. Mouquin - ‘Pierre IV Migeon, Meubles en laque et en vernis’, in L’Estampille - L’Objet d’Art, décembre 1999, n. 342, p. 68. T. Wolvesperges – ‘Le Meuble français en laque au XVIIIe siècle’, Paris, 2000, pp. 65 e 29.
![BARTOLOZZI, Francesco.- [Album de gravuras].- S.l.: s.n., s.d. [ca. 1760-1790].- [57] gravuras; 54 cm.- E., Large volume comp](https://cdn.globalauctionplatform.com/e5ff1508-13ec-43a5-aef9-ada400be89d0/7e18564a-a945-4d08-8068-ada400ebbfb6/468x382.jpg)
BARTOLOZZI, Francesco.- [Album de gravuras].- S.l.: s.n., s.d. [ca. 1760-1790].- [57] gravuras; 54 cm.- E., Large volume comprising 57 engravings mounted on 48 sheets, of which at least 43 are by Francesco Bartolozzi, both as an original artist and as an engraver, two as a supervisor (nine prints do not have an engraver subscription ). Bartolozzi (1725-1815) was born in Florence, but it was in London that he became known, having developed the technique of stitching at the highest level. In 1802, at the invitation of D. Rodrigo de Sousa Coutinho, he settled in Portugal where he directed an engraving class. The list of engravings, with titles, themes and (simplified) subscriptions is as follows: 1 - [Female figure reading]. Barbierin inv. — Bartolozzi scu.; 2 - [Angel]. Guercino inv. — Vitalda sculp.; 3 - [Male figure near source]. Guercino inv. — Bartolozzi sculp.; 4 - [Group of four people and a child]. Guercino inv. — AG fecit 1760; 5 - [Two femaçle figures]. Guercino del. — s.n.; 6 - [The Virgin and seven female figures]. S.n. — s.n.; 7 - [female figure with hat]. S.n. — s.n.; 8 - [Female figure to read]. S.n. — s.n.; 9 - [Male figure and child]. Guercino inv. — Bartolozzi sculp.; 10 - S. Nilus. Zampieri pinx. N. Vanni del. — Bartolozzi sc.; 11 - Magnus Basilus. Zampieri pinx. — Bartolozzi sc.; 12 - S. Gregorius Nazianzenus. Nicolas Vanni del. — Bartolozzi sc.; 13 - S. Athanasius. Zampieri pinx. — Bartolozzi sc.; 14 - S. Gregorius Nyssenus. Zampieri pinx. N. Vanni del. — Bartolozzi sc.; 15 - S. Cyrillus. Zampieri pinx. N. Vanni del. — Bartolozzi sc.; 16 - S. Nicolaus. Zampieri pinx. N. Vanni del. — Bartolozzi sc.; 17 - S. Io. Damascenus. Zampieri pinx. N. Vanni del. — Bartolozzi sc.; 18 e 19 - [two greek friezes]. Cipriani inv. — Bartolozzi inc.; 20 e 21 - [Dois frisos gregos]. Cipriani inv. — Bartolozzi inc. 22 - [Figura de Bispo]. Guercino inv. — Bartolozzi sculp.; 23 - A Sacrifice to Diana. P. de Cortona auqf. — Bartolozzi sculp.; 24 e 25 - [two engravings]. Bartolozzi del. et sculp.; Cipriani inv. — Bartolozzi sculp.; 26 - [Appearance of Jesus to a group of three apostles?]. Domenichino inv. — Bartolozzi sculp. In Londra 1765; 27 - [Sleeping boy]. Bartolozzi del. et sculp.; 28 - [Our Lady of the Rosary with the Child Jesus]. Guercino inv. — Bartolozzi sculp.; 29 - The Judggment of Solomon. Paolos Galiery inv. — Bartolozzi sculp.; 30 - Th Infant Toilet. Bartolozzi inv. et sculp.; 31 - [Four putti [Bacchus?)]. Guercino inv. — Bartolozzi sculp.; 32 - [Female figure (Spring?) and four putti]. S.n. — s.n.; 33 - [Chilkd Jesus]. S.n. — s.n. 34, 35 e 36 - [Judgment of Paris]. Cipriani inv. — Bartolozzi inc.; Bacchanals. Lady Diana Beauclerk — Engr. by Bartolozzi; Virtue directed by Prudence to Honour. Cipriani del. — Bartolozzi sculp.; 37 - [Murder (group of four men)]. Guercino inv. — Bartolozzi sculp.; 38 - [Man in armour]. S.n. — s.n.; 39 - [Sacrifice of a sheep [Abraham?)]. Guercino invent. — Bartolozzi sculp.; 40 - [Virgin Mary with the Child Jesus and an angel playing the violin]. Guercino inv. — Bartolozzi sculp.; 41 - [Boy (Moses?) and three female figures]. Guercino invent. — Bartolozzi sculp. In Londra 1764; 42 - [Two troubadours]. S.n. — s.n.; 43 - [Three female figures, one painting]. Guercino inv. — Bartolozzi sculp.; 44 - [Bust of youngster]. S.n. — s.n.; 45 e 46 - Sculpture. Guercino inv. — Bartolozzi sculp.; History. Guercino inv. — Bartolozzi sculp.; 47 e 48 - [Two female figures (Diana?)]. A. Kaufman pinx. — Bartolozzi sculp.; Love and Fortune. Drawn by Cipriano — Engraved by Bartolozzi; 49 e 50 - [Three female figures, one on the throne]. W. Hamilton — Bartolozzi Etchd; A Sacrifice to Cupid. Cipriani inv. — Bartolozzi sculp.; 51 e 52 - The Three Fine Arts. A. Kaufman inv. — Bartolozzi sculp.; Earth. Cipriani inv. — Bartolozzi sculp.; 53 - La Panserosa. A. Kaufman del. —B. Pastorini sculp. Bartolozzi direct.; 54 - L’Allegra.. A. Kaufman del. —B. Pastorini sculp. Bartolozzi direct. 55 - The Birth of Shakespeare. A. Kaufman pinx. — Bartolozzi sculp. 1782; 56 - [Circumcision in the Temple (trimmed proof). Drawn and engraved by Bartolozzi; 57 - [Jesus at the Temple?(Trimmed proof)]. Drawn by Hussey — Bartolozzi sculp.. Some etchings were published from originals by great masters, by Bartolozzi himself, namely by Guercino (15 prints) and Domenico Zampieri (7 prints). Other artists were students and/or worked with Bartolozzi, such as Angelica Kaufman, William Hamilton or Cipriani. All plates will have been engraved before the engraver's arrival in Portugal. Smaller plates are mounted (glued) on heavyweight sheets of paper, generally clean and with good margins. Label with handwritten ownership on the back: "Este livro é de Maria Christina Maldonado Passanha, Belém, 28/6/1863". Set gathered in a volume covered with a contemporary full red sheepskin binding, a little worn and disjointed, with ornamental borders and the coat of arms of Portugal (poorly printed and with faults) in the centre of both; a loose and damaged flyleaf.
1958 Jaguar XK150 Drophead Coupé Transmission: manualMileage:14511Although having a family resemblance to the XK120 and XK140, the XK150 was radically modernised. A one piece windscreen replaced the split screen and the wing line no longer dropped as much over the doors. The bonnet was also widened, opened down to the wings and on the roadster, the bulkhead was moved back four inches to make the bonnet longer. In the interior, the XK140's walnut dashboard was replaced by one trimmed in leather and chrome. On the early drophead coupés, an aluminium centre dash panel with an X pattern engraving was fitted which looked similar to the early 3.8 litre E-Type. The standard engine, the same as fitted to the XK140, was the 3.4 litre DOHC Jaguar straight six rated at 180bhp at 5750rpm but most cars were fitted with the SE engine that had a modified cylinder head with larger exhaust valves rated at 210bhp at 5500rpm. The four-wheel Dunlop 12 disc brakes appeared for the first time although it was theoretically still possible to order a car with drums. Either wire wheels or disc wheels could be specified. These were high performance, well-appointed sports touring cars capable of 137mph and 0-60 in 7.8 seconds and could comfortably accomplish long distances with alacrity.This beautiful Jaguar was originally despatched to Henlys London and has spent much of its life in Jersey. The red coachwork is in very good order as is the beige leather trim, she sits proudly on chrome wire wheels. Turn the ignition on, press the button and the XK engine bursts into life and sounds superb, we are advised she drives every bit as good as she looks. Southern Classics carried out a significant level of restoration work during 2000 with the body being fully restored and the car being taken care of mechanically, the final invoice was £51,994.93. At some stage during its life this XK150 has been converted from automatic to manual gearbox. A genuine UK supplied right hand drive vehicle, this car is currently being de-registered in Jersey and will come to sale with an official export certificate enabling the car to be registered in the UK, although buyers must be aware that a 6% import duty must be paid on the sale price. However, with prices for such examples regularly achieving well over £100,000, the vendor has taken this into account given the estimate. Historics are able to assist in the registration of the car if required. Supplied with a good history folder, viewing is highly recommended to appreciate the quality of this 63 year old British classic, it is a beauty.Interested parties should note that this Jaguar XK150 has had a number of desirable upgrades during its restoration including;The fitment of a 3.8 litre engine. CooperCraft brakes all round. A five-speed Getrag gearbox. Rack and pinion power steering. For the full specification please ask Stewart BanksInterested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.
Distinguished Flying Medal awarded to 1358025 Sgt. Frank Clark RAF, Air Gunner of Stirling aircraft for 15 Squadron.The recommendation from Air2/8944 is: "Sergeant Clark is a rear gunner of Stirling aircraft and acquitted himself with considerable courage and ability both as a gunner and, when the duty devolved on him, as fighter controller. He has shot down one enemy aircraft and probably destroyed a second. On at least two sorties, the directions given to the aircraft's Captain by Sergeant Clark resulted in such effective defensive tactics that the Stirling came safely to base from very hazardous combats. Sergeant Clark has now completed 22 operational sorties and has shown himself, both on the ground and in the air, a most keen and reliable gunner. He is strongly recommended for the non-immediate award of the DFM". No. 15 Sqn, 144 flying hours. London Gazette 20 April 1943.Note: replacement clasp to medal mount.----------------The following report is a compilation made by RAF Intelligence from the statements made by all the members of the crew at their individual debriefings.Stirling 4 Eng. BomberBF 355 of No 15 SquadronBourne. England.Captain: F/Sgt. McMonagle2nd Pilot: W/O G. EasterRear-Gunner: Sgt. ClarkMid-upper Gunner: Sgt. WarrenWireless Operator: Sgt. NoonanTo: - 23 GroupFrom: - INTELLIGENCE, BOURNE.Date: - 18th December 1942Combat Report: The NIGHT of 16/17 December 1942Stirling F/15 (Captain F/Sgt McMonagle) attacking DIEPHOLZ Aerodrome, time 19.25 hours, course 360, one to two miles N of Dummer See, Height 7600 feet, TAS 180Our Aircraft was gently weaving; no cloud; good visibility and bright moonlight, moon to the SERear-gunner (Sgt Clark) saw trace from unidentified enemy aircraft fired astern, and below from 800 yards approx. He fired back and informed Captain, who dived our aircraft, when E/A identified as M.E.110 appeared dead astern and level about 500 yards. Defensive tactics, diving turn to starboard, when E/A appeared on port quarter. Enemy fighter was firing cannon and machine guns and our aircraft was damaged. Our rear-gunner maintained a long burst as E/A broke away, diving to port. The enemy fighter’s port engine caught fire and the Engineer from Astrodome confirmed it as last seen diving to earth in flames.CLAIMED AS “DESTROYED”2nd attack. Meanwhile a second M.E.110 night fighter, first seen 500 yards away, came in from below and passed to starboard at 220 yards. Defensive tactics; Corkscrew.The Mid-upper gunner (Sgt. Warren) engaged this aircraft and continued firing until the E/A passed behind main plane. Early in the attack two cannon shells pierced the Perspex of the mid-upper turret scattering Perspex over the gunner and cutting him. The ring sight was broken and the gunner seriously wounded with a lacerated cut over the right eye which injured an artery and bled profusely, another cut in the neck, whilst a piece of shrapnel knocked out a tooth and lodged in his gum. Nevertheless Sgt Warren continued firing and did not report his injuries until the combat was over. He then asked for someone to come into the turret as he could not see for blood from his head injury. Although Sgt Warren did not see the results of his attack the Engineer in the Astrodome saw his tracer strike the E/A and the E/A did not attack again/THIS M.E.110 IS CLAIMED AS “DAMAGED”The Air Bomber rendered first-aid to the wounded gunner who lay on the bed, and on landing, walked out of the aircraft before collapsing. He was later given a blood transfusion.During the combat the pilot (F/Sgt McMonagle) carried out defensive tactics with control from the Engineer, the rear-gunner and the Mid-upper gunner. He was doing diving turns into the attack and “corkscrew”, and at the end of the combat had lost 3000 to 4000 feet.Almost at the same time as the attack by the E/A accurate flak engaged and hit our aircraft, but there were no S/L. During this attack the rear turret was rendered partly U/S, the inter-com from the rear turret was rendered useless, and there were strikes on the fuselage. Having been damaged the bombs, 1980 x 4lb incendiary were jettisoned on or near to the target, and the Stirling turned for Base. The containers had presumably been hit by flak or fighters, as they were seen to be burning as they fell.At 19:40 hours our aircraft was flying on a westerly course weaving at 4000 feet some 20 miles NE of Lingen when it had another encounter – an M.E.110 coming in from the port quarter and slightly below. Our aircraft dived and turned to port, when the E/A appeared above firing down on our aircraft. The rear-gunner, although his turret was damaged, managed to get in one long and a short burst and the E/A was also engaged by the W/Op (Sgt Noonan) who was in the mid-upper turret. Sgt Noonan had no ring sight, but aimed with his tracer, getting in several long bursts, hitting the E/A as did the rear gunner.From the three attacks and the flak our aircraft had four large holes in the fuselage, a cannon shell in the starboard wing and another in the port aileron. The rear turret was hit and rendered partially U/S, the inter-com from the rear turret was cut, two cannon shells went through the mid-upper turret Perspex and the Engineer’s instrument panel was broken and falling forward blocked the door to the forward section of the fuselage. The E/A was firing m/g and cannon shells and as the air bomber was going down the fuselage to the rear turret there was phosphorus in the fuselage.The pilot brought the aircraft back and landed safely at COLTISHALL.Claims: One M.E.110 “destroyed”Two M.E.110s “damaged”Our casualties: Mid-upper gunner (Sgt Warren) seriously woundedAmmunition Expended: Mid-upper gunner - 10000 roundsRear Gunner - 15000 roundsGunners: Rear…Sgt Clark Pershore and Basingbourne O.T.U. No.10 G.S.Mid-upper gunner…Sgt Warren Basingbourne O.T.U.Con. FlightMarham, No.6.B. &G.S. Mountain Vie. Ontario. A.G. Stormy DownW/Op…Sgt Noonan Pershore O.T.U.Note: This is the second combat this crew has been engaged in within a few weeks. On each occasion gunners, captain and everyone else have worked together with coolness, first class discipline, good fighting control and good shooting.F/Lt. Gunnery Leader,F/Sgt Captain of AircraftAdditional Details:A total of eight Short Stirling bombers from No 15 Squadron, RAF, took part in this raid on Diepholz, Germany. One aircraft was lost. Stirling R9168/T captained by Pilot Officer F.S. Millen RCAF, was damaged by flak, and then was shot down by a night fighter at 20:09 hours. The aircraft crashed at Gortel, 7km SW of Epe. There was one survivor, an RAF Sgt who was captured and taken prisoner. One of the six crew members who died was 25 year old New Zealand air bomber Sgt Robert Hugh McKillop, RNZAF (NZ404389).The target at Diepholz had been an aircraft park, where 200 to 300 German aircraft were stored in close proximity.
A mid 18th century oak deuddarn cwpwrdd, probably Cardiganshire, the moulded cornice above a plain frieze and hanging pendants, in front of three quatre panelled cupboard doors, the base formed from three frieze drawers over two conforming cupboard doors, raised upon stile feet, 183cm H x 153cm W x 55cm D NB ?A Deuddarn of good quality from Cardiganshire circa 1780 to 1820. An almost identical Deuddarn is illustrated in Richard Bebb?s definitive book on ?Welsh Furniture 1250-1950?. It is photograph 823 on page 92 of volume 2.?Condition reportLoose board on top of cupboard, some play in upper door hinges, middle and LH door.Missing beading at drawer height on the LHS, small chip to beading on the RHS.A 7cm hole on LHS cupboard wall with tin plate repair, lacking moulding on both sides at foot level, front moulding loose.All feet with minor historic worm/wear, causing the cupboard to angle back slightly.
Bowmore-1979Bottled 1990 by R.W. Duthie & Co., Aberdeen.Bottle number 216 of 480. Imported by S. Samaroli Brescia. Good labelling, some light marking. Level: top shoulder. 75 cl. Single malt, 46% volume1 bottleThis lot is subject to the following lot symbols: †† VAT at the prevailing rate on Hammer Price and Buyer's Premium.For further information on this lot please visit Bonhams.com
Ardbeg-1975Bottled 1990 by R.W. Duthie & Co., Aberdeen.Bottle number 123 of 480. Imported by S. Samaroli, Brescia. Good labelling, slight mark to lower edge of front label. Level: top shoulder. 75 cl. Single malt, 57% volume1 bottleThis lot is subject to the following lot symbols: †† VAT at the prevailing rate on Hammer Price and Buyer's Premium.For further information on this lot please visit Bonhams.com
Springbank-25 year old-1965Bottled 1990 by R. W. Duthie & Co. Ltd., Aberdeen. Bottled for and imported by S. Samaroli.Bottle number 120 of 480. Good labelling with some minor discolouration. Level: top shoulder. 75 cl. Single malt, 46% volume1 bottleThis lot is subject to the following lot symbols: †† VAT at the prevailing rate on Hammer Price and Buyer's Premium.For further information on this lot please visit Bonhams.com
1997 Porsche 911 Turbo Type 993 CoupéRegistration no. P790 LDPChassis no. WP0ZZZ99ZVS370641*Delivered new in the UK*G-Force Motorsport Stage II kit (500bhp)*Last serviced in August 2020*Featured in GT Porsche magazine (March 2004 edition)Footnotes:'If the art of tuning is all about balance, then this G-Force car has the poise and precision of a Rudolph Nureyev.' - GT Porsche magazine, March 2004.An important landmark in the Porsche 911's continuing development arrived for 1994 with introduction of the Type 993, destined to be the last to use the air-cooled engine that had been a distinguishing feature of the 911 since its introduction 30 years previously. The Type 993 is regarded by many as the most beautiful 911 of all. Over the years the 911 had received numerous aerodynamic and safety-inspired add-ons, diluting the purity of the original form; the Type 993's arrival marked a return to basic principles, being recognisably a 911 but one in which all functions had been harmoniously integrated in a truly outstanding example of modern automotive styling. Along with the sleeker bodywork came new multi-link rear suspension that improved both ride quality and roadholding, reducing the 911's characteristic lift-off oversteer. The 3.6-litre engine not only produced more power than before but made it available over a wider rev range thanks to 'Variocam' variable valve timing and variable-length air intakes. Introduced in 1995, the Type 993 Turbo was the first Porsche production model to feature a twin-turbo-charged engine and the first 911 Turbo to incorporate permanent four-wheel drive. With 408PS (402.5bhp) on tap, the Type 993 Turbo offered a level of performance approaching that of the Porsche 959 supercar, racing to 100km/h in around 4 seconds on its way to a top speed of 290km/h. This Type 993 911 Turbo was delivered new on 6th March 1997 through AFN Chiswick. Nine services are recorded in the service booklet: eight between 1998 and 2005 (at 39,172 miles) plus another in August 2020 (at 39,674 miles). This car has benefited from the attentions of G-Force Motorsport, and was featured at length in the March 2004 edition of GT Porsche magazine (copy available). As fitted to this car, G-Force's Stage II kit included 100-cell sports catalytic converters; Turbo S exhaust system; GT2-specification K24 Turbochargers; ECU re-mapping; BMC air filters; Sachs sintered clutch with lightweight flywheel; and an up-rated fuel pressure regulator, the result being a maximum output of 500bhp. Bills on file from G-Force total £9,843.69. Finished in Arena Red metallic, this stunning Porsche supercar is offered its owner's manual and book pack; a quantity of expired MoTs; invoices for the above services and works; and a V5C registration document.For further information on this lot please visit Bonhams.com
TURING (ALAN)Autograph letter signed ('Yours Alan') to Alfred William Beuttell ('Dear Mr Beuttell'), returning his notes on the Monte-Carlo system '...with a few notes on what I imagine is the explanation of its success...', going on to say '...I remember your telling me a few months ago that a method for calculating the illumination level on the working plane in a room was rather badly needed. Of course one could not expect to get a simple & accurate formula for anything so complicated...', followed by detailed explanations illustrated by an equation ('...It is illuminated by a uniform point source of candle power I placed at the centre... I am sure there is no need for me to say how one would apply it in practice... I just thought this one might be of use to you...'), sending '...Regards to everyone, and please don't feel there is any need to answer these ravings of mine...'; together with the above-mentioned four-page analysis of the Monte-Carlo system headed 'Gambling System', concluding '...The general effect is when that for short runs one most probably wins or else once loses an unexpectedly large sum. As the length of the run is increased the chances of winning becomes more remote & is negligible for 100,000 spins...', 7 pages in all on King's College headed paper, light dust staining, creased at folds, rust stain from old paperclip, 8vo (178 x 134mm.), Cambridge, 2 February [19]33Footnotes:'PLEASE DON'T FEEL THERE IS ANY NEED TO ANSWER THESE RAVINGS OF MINE': ALAN TURING'S ANALYSIS OF THE MONTE-CARLO GAMBLING SYSTEM & WORK ON A NEW METHOD OF LIGHTING.Turing's analysis of the Monte-Carlo Gambling System is couched in the language of mathematics and equations but put simply, by working out the probability of winning at increasing increments of 150, 1,520, 4,560 and 30,400 spins he proved mathematically that the longer you play, the probability of losing money increases – '...for short runs one most probably wins or else one loses an unexpectedly large sum. As the length of run is increased the chances of winning becomes more remote...', he confirms.The recipient of our letter, Alfred William Beuttell (1880-1965) was the father of Turing's schoolfriend Victor Beuttell (see the following lot). After leaving Sherborne, the boys remained close and Turing spent much time with the Beuttell family. Alfred had made his fortune by inventing and patenting the Linolite electric strip reflector lamp (better known now as the striplight) in 1901, his first important contract being a system of continuous lighting for the Coronation of Edward VII, manufactured by the Edison and Swan Electric Company with whom he had a long association. Buoyed by his company's success pre-war he enjoyed the life of a wealthy bachelor – flying (he met Bleriot and watched the Wright brothers), motor racing and sailing. He spent several months at Monte Carlo operating with some success his own gambling system. Stories of having lived for a month on his winnings piqued the young Turing's interest whilst staying with the family over Christmas 1932 after the death of Victor's mother in November: '...He showed Alan his gambling system, which Alan took back to Cambridge and studied. On 2 February 1933 he wrote back with the result of his analysis, which was that the system yielded an expected gain of exactly zero, and that accordingly Mr Beuttell's winning had been entirely due to luck and not to skill...' (Hodges, A., Alan Turing: The Enigma, 2014, p.89). Our letter is hitherto unpublished, but his biographer Andrew Hodges mentions it with reference to a letter Turing wrote to his friend Norman Routledge in 1953 mentioning the odds of being arrested for homosexuality: '...Alan Turing used logarithms of betting odds as the key to the work he had done for the 'racket' of cryptography, and his sustained fascination with probability is illustrated by that reference [in Routledge's letter] to a one-in-ten chance of being caught. In his 1953 stoic humour there is a link with innocent Anti-War undergraduate days of twenty years earlier when he analysed Alfred Beuttell's Monte Carlo gambling system...' (Hodges, p.xxxi). Whilst his analysis here was a light-hearted exercise, Turing's work on probability had wider implications, and his research paper, The Applications of Probability to Cryptology, in which he applied vigorous probability analysis to a wide range of cryptoanalytic problems, was key to the decryption work undertaken at Bletchley Park.Turing also helped Beuttell in his pioneering work in the scientific measurement of illumination. In 1927 Beuttell had taken out patents on a new invention, the 'K-ray Lighting System', designed to allow uniform illumination of pictures of posters within a glass box and in Turing he found the perfect person to find the right formula for the curvature of the glass. Turing '...suddenly produced the formula, without being able to explain it, which agreed with Alfred Beuttell's calculation. But Alan went further, and pointed out the complication which arose through the thickness of the glass, which would cause a second reflection on the front surface. This made necessary a change in the curve of the K-ray System which was soon put into application for exterior hanging signs, the first contract being with J. Lyons and Co., Ltd, the catering chain... it always delighted Alan that a mathematical formula could actually work in the physical world. He had always liked practical demonstrations, even though he was not good at them...' (Hodges, p.73-4). By the early 1930's Beuttell's work as a specialist lighting consultant brought him large projects such as the illumination of the Freemason's new headquarters in London, which Turing also advised on. Our letter provides a formula for the illumination of the floor of a hemispheric room lit from its centre, a problem which they had previously discussed ('...I just thought this one might be of use to you...'). During the Second World War, the Linolite company became the main supplier of hose clips for the de-icing systems of bomber aircraft but reverted back their main activity in 1945. The company remained in Malmesbury until its closure in 1993.A photograph of Alfred Beuttell at the time this letter was written and a copy of his biography The Man Who Made Linolite is included in the lot.Provenance: Alfred Beuttell (1880-1965); Victor Beuttell (1915-1993); and thence by descent.For further information on this lot please visit Bonhams.com
Mosquito Attack Operation Jericho Amiens Prison Raid Presentation Edition Print Three Crew Signatures .This is a personal presentation edition of the print owned by Flight Lieutenant Maxwell Nicholas Sparks AFC, Queen's Commendation for Valuable Service in the Air, who as a New Zealand Mosquito pilot flew as number 3 in the first wave of the daring low level Amiens Prison Raid in 1944 The print depicts Sparks Mosquito just after Bombs gone and clearing the Prison roof. This example is signed by three men who flew on the raid. F/L M.N. Sparks A.F.C., (Pilot.) F/L Cecil S. Elliott (Navigator), Wing Commander B.E. "Dick" Hogan (Pilot) and the artist. Unframed Size overall 28 x 19 inches . . . .See Medal Group of F/Lt Sparks for full biographical details
Six: Chief Petty Officer S. Bennion, Royal Navy Naval General Service 1915-62, 1 clasp, Palestine 1936-1939 (J.102723 S. Bennion. P.O. R.N.); 1939-45 Star; Atlantic Star; Defence and War Medals 1939-45, with M.I.D. oak leaf; Royal Navy L.S. & G.C., G.VI.R., 2nd issue (J.102723 S. Bennion. P.O. H.M.S. Gallant.) minor edge bruise to last, otherwise extremely fine (6) £600-£800 --- Provenance: O. S. Lee Collection, Dix Noonan Webb, December 2004. M.I.D. London Gazette 16 August 1940: ‘For good services in the withdrawal of he Allied Armies from the beaches at Dunkirk.’ Samuel Bennion was born in Boston, Lincolnshire, on 14 March 1906 and joined the Royal Navy as a Boy Second Class in June 1921. He was awarded his Naval General Service 1915-62 Medal for services off Palestine in the destroyer H.M.S. Gallant, aboard which ship he was also awarded his Long Service and Good Conduct Medal in January 1939. He served during the Second World War, and was Mentioned in Despatches for his services aboard the destroyer H.M.S. Grenade during the evacuation of Dunkirk on 29 May 1940. Bombed and set on fire, the Grenade drifted across the harbour, grounded and blew up. When subsequently asked by his skipper to furnish a formal account of the day’s proceedings, one of the Grenade’s Midshipmen wrote: ‘Dear Sir, There was a bloody great bang. I have the honour to be, Sir, your obedient Servant’. Fortuitously for posterity’s sake, a fellow officer, Lieutenant-Commander E. C. Peake, later left a more informative account: ‘The morning of 29 May was beautiful, warm, with brilliant sunshine, and a flat, calm sea. On the way over, there was heavy enemy air activity. And ample evidence of their success. Wreckage, corpses. I shall never forget a red-headed woman who floated face-down. Her handbag was beside her, right on station. We arrived at Dunkirk during the forenoon and berthed at the landward end of the pier, so that other small ships such as trawlers could berth astern of us. We expected to load and get back to England as soon as possible. But for some unknown reason whilst other ships filled up with troops we were kept empty. There was a rumour that the evacuation was to be called off, and that we were being kept to take off the General Staff. We remained alongside all the afternoon whilst other ships came and went. There was intense air activity the whole time, particularly from dive bombers ... The general level of noise was incredible - not only from gunfire and explosions but from hundreds of stray dogs which had been driven to the water-front. They were a pathetic sight. All of them were terrified. We suffered a few casualties on board during the afternoon, but no damage to the ship. At about 4 p.m. Stukas made a most determined attack on us and we were hit by a stick of bombs simultaneously. Two hit aft and one went straight down the foremost funnel, not touching the funnel casing and burst in Number One Boiler. I cannot remember where the fourth hit. Number One Boiler was directly below the bridge, and its bursting caused havoc on the bridge. Onlookers ashore told me afterwards that all went up about twelve to fifteen feet. I can assure anyone that being blown up is comparatively painless. It’s the coming down that hurts! As a result of the bombs, the ship was badly on fire and the engines out of action. I went round the ship to estimate the extent of the damage and reported to the captain that in my opinion, we should abandon and then cut her adrift. There was a strong tide running under the pier, and she would drift away from the pier. he agreed ... We abandoned ship and cut her adrift and, as I knew she would, she drifted to the other side of the harbour, grounded and eventually blew up ... Altogether, aboard Grenade, we had nineteen men killed and an unknown number wounded ...’ The original recommendation for Bennion’s Mention in Despatches states that he ‘ably backed Mr. Crew, displaying marked initiative and coolness’, the latter being the ship’s Schoolmaster, who in turn was recommended for ‘rescuing ratings in distress in the oil covered water, landing with a party of survivors in Dunkirk’, where he ‘took charge and eventually navigated an old motor boat back to England.’ Bennion was advanced to Temporary Commissioned Boatswain in March 1944. Sold together with the recipient’s original Mentioned in Despatches Certificate, this cut down in size and mounted in a (cracked) glazed frame, in named OHMS transmission envelope; a photograph album containing approximately 46 black and white photographs, many with annotations; a group photograph including the recipient as part of the winning team in the 1 mile Whalers Race at the Portland Regatta 1948; the recipient’s ‘On Active Service’ Bible; Admiralty enclosures for the Second War medals and the M.I.D. oak leaf; various postcard photographs; and other ephemera and copied research.
THE PRIVATE PROPERTY OF A NOBLE ITALIAN LADYA RARE HAWK'S EYE AND DIAMOND BIRD BROOCH, BY STERLÉ, CIRCA 1955Designed as a majestic bird, the torso composed of hawk's eye with long articulated gold tassel tail feathers highlighted with brilliant-cut diamonds, with similarly-cut diamond crown, eyes and beak, mounted in 18K gold, diamonds approximately 3.00cts total, signed Sterlé Paris, numbered 7.558, with maker's marks, French assay marks, length 10.2cmSterlé’s fascination with recreating the natural world inspired him to go above and beyond many of the goldsmiths and jewellers of his time. Following a visit to the Egyptian Museum in Cairo in the early 1950’s and a glimpse at the intricacy of one of Cleopatra’s bracelets,the Frenchman strove to emulate what he had seen and apply it to the creation of his designs inspired by nature. He is thus credited with the invention of what aptly became known as his distinct ‘angel wire’ or ‘knitted gold’ technique, whereupon gold wire was twisted or braided by Sterlé in such a way as to enable the artist to reproduce both the delicacy, density and movement of a bird's wings and plumage in a remarkably tactile and dynamic fashion.Ref of text: Catalogue published in 2019 for the exhibition 'Birds in Paradise' curated by L'Ecole, School of Jewelry Arts, with the support of Van Cleef & Arpels, which took place 15th May - 13th July 2019, in Paris - Sterlé, page 87. For comparable Bird brooch by Sterlé - in same exhibition catalogue, page 101, from a private collection.Pierre Sterlé (1905-1978) was famed for his innovative approach to jewellery design, embodying the dynamics of 1950s design. The son of a family of bankers, Sterlé trained as a jeweller in Paris under his uncle Maynier-Pinçon following the death of his father during the First World War. In 1934, he founded his own jewellery making company and was sponsored by many large jewellery houses located on the Place de Vendome, including Boucheron, Chaumet, and Van Cleef & Arpels, who had already used his talents for their own firms. Sterlé’s talent as a designer soon allowed him to emerge from his status as a jewellery manufacturer to a successful jeweller and artist in his own right. His reputation was cemented when he won the De Beers Diamond Award, a major achievement in the jewellery world, for three years running in 1953, 1954 and 1955. Sterlé’s success as an artist during this time ensured he received large-scale recognition in France as well as on a global scale. He worked for many heads of state and royalty, including Queen Narriman of Egypt and Princess Soraya of Iran and socialised with fellow avant-garde artisans in France, such as Jean Cocteau, Georges Bracque and Salvador Dalí.His work is distinguishable by his intricate pieces, wrought with great movement and energy, often using baguette-cut diamonds and coloured gemstones in sweeping, curling lines. Above all, it was Sterlé’s invention of the ‘knitted-gold technique’ or ‘angel thread’ which would lead to his fame at the climax of his career in the 1950s and 1960s. The meticulous use of of gold plaiting and threading enabled him to emulate recreate the intricacies of the natural world, from the textures of flowers and plants, to the wings and feathers of his famous bird brooches, all executed in a strikingly tactile and dynamic way. Although a talented jeweller, Sterlé did not experience the same level of success at business and suffered the closing of two of his own stores throughout his lifetime. Forced to close his house in 1976, Sterlé continued his work at the Maison Chaumet, where he acted as Artistic Director until his death in 1978.The late 19th century onwards until the 1950s and 60s saw a huge fascination by jewellers with the representation of birds in jewellery. This trend echoed the growing penchant for decorative naturalism and a passion for romanticising the natural world and derived from the increase in major scientific expeditions, the creation of large colonial empires and the widespread popularity of taxidermy in Western Europe. Natural history museums, zoos and richly illustrated ornithological publications inspired a growing penchant for exotic birds amongst the wealthy classes. Not only did birdwatching become a popular activity, but owning a bird of paradise was seen as a symbol of status, affluence and a stamp that the individual was well-travelled. Ever-present in mythology, a constant source of inspiration for literature and the arts, exotic birds also came to be represented in the world of jewellery. As such, without necessarily owning a specimen, wearers of ornithological jewellery thereafter invoked in their audience ideas of travel, luxury and an appreciation of the natural world. Brooches played an especially important role in the way that bird species of all kinds remained popular for over a century of jewellery design – from the mid-nineteenth century up until the 1960s. The sheer beauty of birds, alongside the vast diversity of their shapes, lines, colours and poses, allowed jewellers to experiment with creating such pieces, unlike any other animal. Over time, the use of birds as motif in jewellery design came to signify something far greater than beauty or status, and in many cases the bird was used to represent or symbolise a cause or ideal. The turtledove was strongly connotated with love, whilst the peacock remained a clear symbol of exoticism and luxury. During World War II, French jewellers including Cartier created brooches of caged birds as a symbol of freedom and patriotism during the German Occupation and at the time of the Liberation, several jewellers including Van Cleef & Arpels, used birds in their jeweller as a decided signifier of France’s new-found freedom. As such, Pierre Sterlé was certainly not alone in his fascination with depicting birds in jewellery. The continued presence of ornithological species in brooches and pendants throughout the mid-20th century is testament to their unfailing popularity amongst buyers, from the Parisian elite to his clients further afield. Yet it was Sterlé’s invention of the ‘angel-thread’ technique which served to revolutionise the depiction of birds in the jewellery world. He was one of the most innovative artisans of the 20th century and whilst the use of his gold-plaiting and threading technique was most pertinent in the emulation of birds, goldsmiths soon acquired it in a host of new designs which allowed the artist to reproduce the finesse and density of textures from the natural world.Condition Report: Some diamonds on the bird's crown are of obvious yellow tintSignature 'Sterlé Paris' number '7.558', maker's mark for Sterlé & French assay mark located on the large pinAn additional maker's mark and French assay mark located on the reserve of the torso of the birdEagle's head for French 18K goldNormal signs of wear, overall in good conditionTotal gross weight approx. 54g
PALESTINE – COLT ARCHAEOLOGICAL EXPEDITION 1936-1937Collection of thirteen elevations and ground plans depicting the excavations at Sbaitah and Auja Hafir, including 'Sbaitah – The Church in the Centre of Town', 'Auja Hafir. The Byzantine Citadel 1935-36', 'Auja Hafir. Plan of Hellenistic Building Lower Level', others depicting the Fort and Church at Auja Hafir, the bathhouse at Sbaitah and an unidentified drawing of the cross section of a basilica depicting figures, etc., drawn by Welbury Kendall, ARIBA, with some measured by Hubert E. Bird, pen, ink and wash on Whatman drawing board, one on paper, dust-staining and a few marks, corners bumped, ten landscape, three portrait, the majority 670 x 994mm., Sbaitah [Shivta] and Auja Hafir, 1935-1937Footnotes:Harris Dunscombe Colt (1901-1973), a scion of the Colt revolver family, was one of the '...exclusive group of people who worked with that archaeological giant, Sir Flinders Petrie... [and] it was inevitable he would be caught up in the web being spun by British archaeologists in the Middle East. The 1930's were an intense period of British participation in, perhaps even domination of the Palestinian archaeological scene... At that time other archaeologists must have thought Colt somewhat eccentric: not for him the choice of a well known massive tell, but some Byzantine ruins called S'beita in the desert south of Beersheba... [and] another forgotten city in the Negev Auja-el-Hafir which had suffered much damage under the Turks...' (Obituary, Bennett, C.-M., Levant, 7:1, iii-v).C. L. Woolley and T.E. Lawrence had already surveyed the site at S'beita on behalf of the Palestine Exploration Fund in 1914 and, despite Colt's being the only large scale excavation there, it would appear his findings at S'beita were never fully published other than a report by Colin Baly, one of the team members. Much of the material from the excavations including dig notes and photographs were destroyed by insurgents in 1938 when Colt's house was attacked. Only the lintel bearing the inscription in ancient Greek 'With good luck. Colt built (this house) with his own money' survived. However, Colt's suitcase, left unclaimed after leaving in 1938, was recently discovered in lost property at the port of Haifa and was found to contain many important artefacts from the site hitherto thought lost. The contents of the suitcase are now on display at the Hecht Museum at the University of Haifa. Shivta was declared a UNESCO World Heritage Site in June 2005.Colt's important work at Auja Hafir proved it to be the Byzantine city of Nessana as shown by discoveries of papyri at the site including a collection of Greek church records and a group of Arab administrative texts, both dating from the seventh century. Colt gave up field archaeology at the outbreak of war in 1939 to set up the Colt Archaeological Institute and its publishing arm, under which his findings at Auja Hafir were published in three volumes in 1962. Welbury Kendall, the architect who drew up these plans, was involved with the British School of Archaeology in Jerusalem and worked with Colt on both sites.For further information on this lot please visit Bonhams.com
POP/ ROCK - 70s/ 80s/ 90s - LPs. A superb collection of around 105 LPs. Artists/ titles include Elton John inc Live In Australia (6785857), Yellow Brick Road (602537534951) Michael Jackson inc Off The Wall, Thriller, Bad. Billy Joel inc 52nd Street (25AP 1152, Japanese pressing), Songs In The Attic, In Concert. Robert Palmer inc Clues. Robin Gibb, Flash Cadillac And The Continental Kids, The Belle Stars, Spandau Ballet inc True, Chris Isaak, Level 42, Celine Dion, Genesis, Pepsi & Shirlie, Bangles, ABC, Dire Straits inc S/T, Thompson Twins, Eurythmics, Bananarama, Katrina And The Waves, The Police inc Every Breath You Take. Cher, Men At Work. Condition is generally VG to Ex+.
Full title: Flemish school: The moon extinguishers, oil on canvas, ca. 1700Description: Work: 174,5 x 98,5 cm Frame: 190 x 114 cm The story of the 'Maneblussers': In the night of 27 to 28 January 1687, a resident of Mechelen stepped out of a pub and he thought the city tower was on fire; he immediately raised the alarm. In no time the whole city was in an uproar and the alarm bell was rung. The city council, headed by the mayor, rushed to the scene of the disaster and began organizing the extinguishing works at great speed. Buckets of water passed from hand to hand like a chain along the tower steps, but before reaching the top, the moon slid through the mist and the brave 'Malines' had to admit that they had only seen the reddish nebulae of the moon. After all, the moonlight shone through the windows of the cathedral and the low clouds stood at the level of the bell windows in the St. Rumbold's Tower, giving the impression that smoke was coming from the tower. Although they tried to keep things quiet, the people of Mechelen could not prevent being laughed at heartily even across the borders. 'Maneblusser' became very fast a popular nickname for a resident of Mechelen. The nickname is still used today and worn with great pride. Provenance: - Private collection, Belgium. Acquired by the present owner in the 1990's.
Attributed to John Lewis (fl 1745-60) Portrait of William St. Lawrence, son of William, 14th Baron Howth c 1640, approx. 48" x 36" (122cms x 92cms), in later painted and parcel gilt frame. (1) Note: Dressed as befits a young Anglo-Irish gentleman, in crimson suit, lace collar, and blue velvet coat with gold trimmings, William St. Lawrence stands beside a table, assuming an elegant pose and paying little heed to the spaniel that dances at his feet. Behind a heavy curtain, a landscape can be glimpsed. There are several books on the table, which is also draped in red cloth, the folds of which contrast with the black and white tiled floor. The portrait is remarkable in that while the artist has portrayed William as a young adult, in fact he was around ten years old?the table top is at the same level as the boy?s shoulder. Born sometime around 1732, William was given the same name as his father, William St. Lawrence, 14th Baron Howth. Although William?s mother, Lucy Gorges, was twenty years younger than her husband, they were happily married and had three children; a daughter named Mary, and two sons, Thomas (who became 1st Earl of Howth), and William, the sitter in this portrait. The St. Lawrences were friends of Jonathan Swift, who was a frequent visitor to Howth Castle and also to Kilfane, their country house in Co. Kilkenny, where William Snr indulged his passion for horses and hunting. In his poem On Rover, A Lady?s Spaniel, written a decade or so earlier, Swift had described the physical features of a toy spaniel and given advice to aspiring artists: Happiest of the spaniel race, Painter, with thy colours grace: Draw his forehead large and high, Draw his blue and humid eye; Draw his neck so smooth and round, Little neck with ribbons bound! And the muscly swelling breast, Where the Loves and Graces rest; And the spreading even back, Soft, and sleek, and glossy black; And the tail that gently twines, Like the tendrils of the vines; And the silky twisted hair, Shadowing thick the velvet ear; Velvet ears, which, hanging low, O'er the veiny temples flow. Swift?s poem is a parody of namby pamby verses written by Ambrose Phillips, in honour of Georgiana Cartaret, daughter of the Lord Lieutenant. An admirer of Swift?s, Lord Cartaret no doubt secretly delighted in the Dean?s parody. The attribution of this painting to the Dublin artist John Lewis, in Toby Bernard?s "Making the Grand Figure: Lives and Possessionsÿin Ireland 1641-1770", is convincing. Although not well-known as a portrait painter, Lewis was at the centre of Dublin?s theatre and cultural life in the mid eighteenth century, when he worked as a scene painter at the Smock Alley Theatre. He painted portraits of actor Peg Woffington, and dramatist Henry Brooke. While on a visit to Quilca House in Co. Cavan with Thomas Sheridan, he painted mural decorations, with images of Milton, Shakespeare and Jonathan Swift. He may have painted the portrait of William St. Lawrence after the boy?s untimely death. Although destined for a life as a professional soldier, and appointed an ensign in the army while still just fourteen years old, William?s military career was shortlived. While still a teenager, in April 1749, he died of smallpox. Dr.ÿPeterÿMurrayÿ2021
A brass club fender, with green leatherette upholstered corners. External length extended 154 cm, but will reduce by a further 26 cm. Length 181 cm extended (see illustration). CONDITION REPORT: The fender is probably from the 1970's. Please note the dimensions in the catalogue are incorrect. The external length when closed is 146 cm but the piece with further extend up to a maximum of another 37.5 cm. The external depth is 41 cm. All dimensions are at ground level.
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