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Lot 446
ROYAL LOCHNAGAR-12 YEAR-OLD Distilled and bottled by John Begg Ltd. Minor damage to front label, In originla tube. Single amlt, 1 litre, 43% volume. BELL`S ROYAL RESERVE-21 YEAR-OLD Blended and bottled by Arthur Bell & Sons plc. In original box. Blended, 75cl, 40% volume. BELL`S ROYAL RESERVE-20 YEAR-OLD As above. Old style dumpy shaped bottle. Level: Upper Middle of Shoulder. In original box. Single malt, 75cl. 3 Bottles.
Lot 511
DIMPLE Blended and bottled by John Haig & Co. Ltd. Level: Upper Middle of the Shoulder. In original box, damaged. Blended, 26 2/3 fl. ozs., 70 degree proof. BELL`S Blended and bottled by Arthur Bell & Sons Ltd. Blended, Half Bottle, 70 degree proof. DEWAR`S WHITE LABEL Blended and bottled by John Dewar & Sons Ltd. Level: Upper Middle of Shoulder. Blended, 13 1/3 fl. ozs., 70 degree proof. OLD MEARNS Blended and bottled by James Murray & Co. Blended, 18.75cl, 40% volume/70 degree proof. 1 Bottle, 2 half Bottles and 1 Quarter bottle.
Lot 513
BUNNAHABHAIN-12 YEAR-OLD Distilled and bottled by The Highland Distillers Company plc. Level:Top of Shoulder. In original tube. Single malt, 75cl, 40% volume. GLENGOYNE-17 YEAR-OLD Distilled and bottled by Lang Brothers Limited. Old style dumpy bottle. Single malt, 75cl, 43% volume. ISLE OF JURA Distilled and bottled by Isle of Jura Distillery Co. Ltd. In original box. Single malt, 75cl, 40% volume. ISLAY MIST-8 YEAR-OLD Blended and bottled by D. Johnston & Co. In original box. Blended, 75cl, 40% volume. BLACK BOTTLE Blended and bottled by Gordon Graham & Co. In original box. Blended, 75cl, 40% volume. JOHN O`GROAT`S Blended and bottled by Drambuie Liqueur Co. Ltd. Level: Upper Middle of Shoulder. In original box. Blended, 75cl, 40% volume. 6 Bottles.
Lot 98
LANG`S-12 YEAR-OLD Blended and bottled by Lang Brothers Ltd. Level: Middle of Shoulder. In original box. Blended, 26 2/3 fl. ozs., 70 degree proof. LANGS SUPREME As above. In original box. Blended, 75cl, 40% volume. LONG JOHN-12 YEAR-OLD Blended and bottled by Long John Distilleries. In original box, coming apart at the side. Back is labelled for the German market. Blended, 75cl, 43% volume. TOBERMORY-5 YEAR-OLD Blended and bottled by Tobermory Distillers Ltd. Tall clear bottle with blue label. Level: Middle of Shoulder. Blended, 75cl, 40% volume. TOBERMORAY As above. Short, green bottle. Level: Upper Middle of Shoulder. Blended, 75cl, 40% volume. 5 Bottles.
Lot 148
CARDHU-12 YEAR-OLD Distilled and bottled by Cardhu Distillery. In original box. Single malt, 75cl, 40% volume. CHIVAS REGAL-12 YEAR-OLD Blended and bottled by Chivas Brothers Ltd. In original box. Blended, 1 litre, 40% volume. CRAWFORDS FIVE STAR(2) Blended and bottled by AA Crwford Ltd. In original boxes, one is marked in places. Blended, 26 2/3 fl. ozs. 70 degree proof. DEWAR`S SPECIAL RESERVE-12 YEAR-OLD Blended and bottled by John Dewar & Sons Ltd. Bottle is marked for the American market. In original bix. Blended, 75cl, 43% volume. DIMPLE Blended and bottled by John Haig & Co. Ltd. Level: Upper Middle of Shoulder. In original box. Blended, 26 2/3 fl. ozs, 70 degree proof. PINWINNIE-12 YEAR-OLD Bottled by hand in Scotland, Pinwinnie Distillers. In original bag and box. Box is damaged at the lid. Blended, 26 2/3 fl. ozs./75.7cl, 75 degree proof. WHYTE & MACKAY-12 YEAR-OLD Blended and bottled by Whyte & Mackay Distillers. In original box. Blended, 1 litre, 43% volume. 8 Bottles.
Lot 253
The construction of Richmond Bridge perspective view from river level, the arches complete, though one with scaffolding visible below, the parapet from the tollhouse almost reaching the central keystone, bearing the GR monogram, two barges below, one folding its mast to negotiate the bridge, pen and ink with watercolour, 420 x 630mm., linen-backed over a wooden stretcher, in antique gilt frame, c.1775. ***Now London`s oldest surviving Thames bridge, Richmond Bridge was designed by James Paine and Kenton Couse, and built between 1774 and 1777 to replace the ferry between Richmond in Surrey and St Margaret`s, Twickenham, in Middlesex. It was a toll bridge until 1859, in order to repay those who had funded its construction under a tontine scheme of investment, which saw no return of capital, but guaranteed them dividends for the rest of their lives..
Lot 482
Interesting small traveller`s brass sundial inscribed Dollond London on the chapter ring fitted with a folding gnomen, the hinged sundial opening to reveal a glazed compass fitted with a spirit level and contained within a brass casing with three adjustable feet and sixty degree folding scale, 4.5" diameter
Lot 756
* Jirí Kolár, Czech 1914-2002- Age of Innocence; collage/froissage, signed and dated 79, 31x24cm: Note: Jirí Kolár's first exhibitions were in 1937, and in these exhibitions he displayed his collages. In 1960's he put painting and poetry together but he gradually fully turned to experimenting in visual art. In his work he used a scalpel to cut pictures out of magazines. He produced colours in his collages by gluing on printed papers. His collages were intended to influence the viewer's outlook on life; to raise the viewer's level of consciousness. He develop new techniques of collage, see, confrontage, Froissage and rollage. Provenane; ex lot 418 , 24 Febuary, 1988, Sothebys.
Lot 4
A RARE EARLY 18TH CENTURY BRASS CIRCUMFERENTOR, signed T. Heath Fecit, with evidence of original lacquered finish to the underside, the silvered compass dial with finely engraved pointers to the North, South, East and West points, the inner circle divided in four quadrants, the outer 0° - 360°, the blued iron needle with gilt N and S points and brass cap, the compass box mounted on a shaped base plate with arms for twin sights and lugs with crescent wing nuts to secure the semi-circular arm supporting a surveying level with fixed focus telescope, the eye-piece with dust-slide, (object glass dust-slide missing), with bubble level, the frame cut for top and side viewing, with fore and aft fine levelling screws, the mount with crescent wing nut, the primary cut-away plate with scale divided 0° - 360° the 300° point drilled for use with a string plumet, with four detachable sights and staff mounting, 12" (30.5cm) diam; together with an additional sight. See Illustrations.
Lot 304
A 19th Century Lacquered Brass Surveyors Level by W & S Jones, 30 Holborn, London, in a fitted mahogany case; 19th Century Lacquered Brass Students Microscope, with some slides, in a mahogany case; Sovereign Scale by John Greaves & Son, cased; Black Enamelled Brass Inclinometer, in cardboard tube. (4)
Lot 257
One bottle Glen Grant bottled by The Distillery, age 15 years, fill level good, price sticker £18.50 probably early-mid 1980's, one bottle Glenmorangie, bottled by The Distillery, age 10 years, fill level good; fancy cardboard presentation box and one bottle Glen Scotia, bottled by The Distillery, age 8 years, fill level good, price sticker £10.1?, standard issue product at the time
Lot 258
One bottle Balvenie bottled by The Distillery, age 10 years, fill level good, tube, standard issue product, still available, one bottle Glenkinchie, bottled by The Distillery, age 10 years, fill level good, boxed, standard issue product, still available, one bottle Lagavulin, bottled by The Distillery, age 16 years, fill level good, boxed, standard issue product, still available and one bottle Macallan, age 10 years, fill level good, boxed, standard issue product, est.mid 1990's
Lot 549
An evocative set of original Flying Log Books appertaining to Squadron Leader E. Richardson, D.F.C., Royal Air Force, whose early operational career spanned the Fall of France through to numerous cross-Channel sweeps in 1941, via the Battle of Britain, in which latter conflict he piloted Hurricanes in Douglas Bader’s 242 Squadron - and claimed a brace of ‘kills ‘The first example covering the period July 1935 to July 1936, namely early flying experience in Wapitis of No. 31 Squadron out in India; the second the period September 1936 to December 1941, including operational flying in Hurricanes of No. 1 and No. 242 Squadrons in France and during the Battle of Britain, and in No. 258 in cross-Channel offensive sweeps from July 1941, and in Spitfires of No. 92 Squadron from October of the same year - and including seven Bader signatures as Squadron C.O.; and the third the period December 1941 to March 1947, the last seven pages of entries added in November 1945, following the temporary loss of this log book (endorsement refers); together with three old photographs of an official nature, bearing reverse copyright stamps, two of them with handwritten captions in Richardson’s hand, the whole pertinent to No. 242 Squadron; and an old typed wartime statement of services (Lot) £1800-2200 Eric Richardson was born in Scarborough in December 1912 and was educated at the local High School for Boys. Entering the Royal Air Force as an Apprentice in January 1929, he qualified as a Fitter before being selected for pilot training, initially gaining experience as a passenger in Wapitis of No. 31 Squadron in India. Returning home to A.S.T. Brough in September 1936, he was posted to No. 4 F.T.S. at Abu Sueir, Egypt that December and, on gaining his ‘Wings ‘, to No. 94 (B.) Squadron at Shaibah in Iraq in July 1937. Having then returned home in early 1939, Richardson attended No. 1 A.A.C.U. at R.A.F. Squires Gate, in which capacity he was detached for Army Co-operation flights out of Abbeville, France in early 1940. Then in early June, having converted to Hurricanes, he served briefly in No. 1 Squadron before joining another Advanced Air Striking Force unit, No. 242 Squadron, at Chateaudun. Several offensive patrols ensued, primarily over the Nantes sector, until, on the 18th, the Squadron was withdrawn to the U.K. - Richardson flew back with no maps, ran out of fuel and landed on a beach near Minehead. Two days later, 242’s exhausted, demoralised and battle-scarred pilots flew in to Coltishall to meet their new C.O., Acting Squadron Leader Douglas Bader. The latter’s forceful character was soon felt by all and he quickly dismissed any doubts about his tin-legged flying capabilities, putting on a spectacular 30 minute session of low-level aerobatics right over the airfield. Red tape, too, was swiftly brushed aside, mounds of paperwork quickly finding its way into the waste-paper basket, and an annoying desk-bound Officer (Equipment) at Fighter Command H.Q. received a memorable Bader-broadside. Far more noteworthy, however, was Bader’s related message to Group: ‘242 Squadron now operational as regards pilots but non-operational repeat non-operational as regards equipment.’ He had barely been with 242 a week. Quite what Richardson and his fellow pilots made of this extraordinary display remains a matter for debate. Certainly they were not amused by their new C.O’s thoughtless jab at the lack of proper shoes, ties and shirts being worn by them - he was quickly informed that most of their clothes had been left in France. But his immediate apology was better received, especially when he sent them all off to a tailor in Norwich at the Air Ministry’s expense. There can be no doubt, however, that not all of 242’s pilots were willingly fitting into Bader’s required mould, dogmatic leader that he was. When Richardson and fellow pilots were taken up to lead a formation in dummy attacks, he would bark at them ‘like an exuberant mastiff’ if they made any errors. It must have been a difficult experience, most of them having seen far more action than their C.O., but failure to fit in with his future plans meant almost certain transfer. In fact Bader had just such transfers in mind when he first interviewed each pilot on his arrival, but clearly Richardson was a favoured candidate. In early July, following a successful meeting with Dowding regarding equipment supply, Bader signalled Group: ‘242 Squadron now fully operational.’ And at this point Richardson’s relevant Flying Log Book records the first of numerous convoy patrols, and indeed his first ‘kill ‘, a Ju. 88 brought down in the sea off Lowestoft on the first day of August; so, too, a Ju. 88 on the last day of the month, his Flying Log Book noting that it broke its back on hitting the water and sank in a few seconds, and a confirmed Do. 17 on 9 September. Indeed 242 remained actively employed out of Coltishall - and later Duxford - until the Battle’s end, Richardson noting that he had never seen so many vapour trails while visiting the latter airfield on a daily basis in October. In January 1941, shortly before Bader’s departure from 242, the Squadron flew its first cross-Channel offensive sortie, escorting a bomber strike on a target in France, Richardson observing that he ‘didn’t see any Jerries but plenty of A.A. fire. One machine holed in wing’. Commissioned in the following month, he remained actively employed on convoy patrols, Whitney Straight assuming command on the loss of Squadron Leader Treacy in mid-April 1941 - in fact losses climbed steadily over the summer, as 242 commenced flying ‘Circuses ‘on a more regular basis out of North Weald, but in a sweep on 17 June, Richardson added a brace of 109s damaged to his tally. In July 1941, he transferred to 258 Squadron at Martlesham Heath in the rank of Flight Lieutenant, and flew around 60 convoy patrols over the next few weeks. He was recommended for the D.F.C. (London Gazette 9 September 1941): ‘This officer has been engaged in operations against the enemy for over a year and has destroyed two and damaged two hostile aircraft. He participated in evacuation patrols in France in June 1940, and, later on, fought in the Battle of Britain. Since February 1941, Flight Lieutenant Richardson has taken part in 11 bomber escorts and four Channel sweeps. He has displayed devotion to duty and has set an excellent example throughout.’ Then in October 1941 he was posted to 92 Squadron, a Spitfire unit operating out of Gravesend, and completed a brace of ‘Circuses ‘in the same month, in addition to numerous dusk patrols before he was finally ‘rested ‘in mid-December with an appointment in No. 53 Operational Training Unit (O.T.U.) at Llandow. Having then served in a similar capacity in No. 56 O.T.U. at Sutton Bridge from February to October 1942, he was posted to Northern Ireland as a Liaison Officer to the U.S.A.A.F., and was afterwards attached to the 8th U.S.A.A.F. H.Q. Indeed Richardson remained employed on similar ground duties until the War’s end - having attended the R.A.F. Staff College in early 1944, he joined Transport Command, served in North-West Europe at assorted ‘staging posts ‘and gained appointment as an Acting Squadron Leader. Post-war, he qualified as an Intelligence Officer, served in the Middle East and was advanced to the substantive rank of Squadron Leader in January 1949. He was placed on the Retired List in October 1958 and died in September 1973.
Lot 1225
Pair: 2nd Lieutenant D. C. Collier, Royal Air Force, late Royal Flying Corps, who was killed in action while serving in No. 56 Squadron in August 1918 british War and Victory Medals (2 Lieut., R.A.F.), very fine or better (2) £250-300 Douglas Charles Collier was born in September 1899, the son of Sidney Collier of Bournemouth, and was educated at Cheltenham College 1914-17. Commencing pilot training in the Royal Flying Corps at Farnborough in September of the latter year, he gained his ‘Wings’ and was appointed a 2nd Lieutenant in February 1918, following which he joined No. 56 Squadron, commanded by Major E. L. S. H. Gilchrist, M.C., D.F.C., flying S.E. 5s out of Valheureux. Sadly, however, he was killed in action over Barastre on a low-level bombing mission on 24 August 1918, his S.E. 5a (D6121) being seen to fall out of control. He has no known grave and is commemorated on the Arras Flying Services Memorial. £250-£300
Lot 1420
A fine Great War M.C. group of four awarded to Lieutenant A. E. Lancashire, Royal Air Force, late Army Service Corps, Lancashire Fusiliers and Royal Flying Corps, who was decorated for his part in a daring low-level patrol at the time of the German Spring Offensive in March 1918, the type of work that resulted in him ‘rarely returning without his machine being riddled with bullets’: a few days later, he was badly wounded in a combat with the enemy ace Viktor von Pressentin military Cross, G.V.R., unnamed as issued, in its case of issue; 1914-15 Star (T-576 Dvr. A. E. Lancashire, A.S.C.); British War and Victory Medals (Lieut. A. E. Lancashire, R.A.F.), generally good very fine (4) £3000-3500 M.C. London Gazette 22 June 1918: ‘For conspicuous gallantry and devotion to duty. During a flight, lasting over two hours, carried out at a height of 700 feet, he performed a very accurate contact patrol at a critical period, obtaining the most valuable information concerning the enemy’s dispositions. He also enga ed many batteries and infantry with machine-gun fire, and throughout, by his courage and keenness, he set a fine example to all ranks.’ The original recommendation for Pilot and Observer states: ‘Lieutenants R. M. E. C. MacFarlane and A. E. Lancashire carried out a most accurate Contact Patrol of the Mezieres Line at a critical time. In spite of much opposition they succeeded in placing the enemy dispositions. During this flight of over two hours they seldom reached a height above 700 feet. An enemy battery was engaged from the air and many casualties caused to enemy infantry by machine-gun fire. during the recent operations these officers working together have invariably carried out the most successful Contact Patrol work, gaining very much valuable information which they have flown very low to obtain. they have rarely returned without their machine being riddled with bullets, but their ardour and enthusiasm has never lessened. they have accounted for many enemy troops and have set a fine example by their t tal disregard of personal danger and devotion to duty.’ A later recommendation for Lancashire alone reveals a number of low-level missions, some as low as 100 feet, reason indeed for his aircraft often returning to base riddled with bullets: ‘31 August 1918: He made a special reconnaissance of the Mont Kemmel district after the enemy's retirement, and located our troops along the Divisional front. 1 September 1918: He made a special reconnaissance during our attack on the Wytschaete Ridge from 100-1,000 feet, locating our posts and tracing the enemy's line over a front of 5,000 yards. 4 September 1918: Under very difficult conditions owing to a heavy smoke barrage, working from 200-1,000 feet, he succeeded in locating the positions of our troops near Wytschaete. 5 September 1918: He located our line along the ridge at 15 points, and also the enemy between the canal and Wytschaete. Height 100-1,000 feet. 29 September 1919: He carried out an excellent contact patrol at 500 feet under extremely unfavourable weather conditions of rainstorms and wind and located our troops on a line of 15 points. Later on in the day he made a special reconnaissance, height 300-1,000 feet - and brought back a good report as to the location of our troops. 2 October 1918: He did an excellent O.P. show clearing up a difficult disputed situation after 41st Division's attack was held up. Our troops were recognised in 16 places along the line in shell holes and ditches - working at 200 feet under heavy A.A. and M.G fire from enemy lines. 14 October 1918: On the early morning of the advance from Gheluwe he carried out a contact patrol from 100-800 feet, locating our troops along the whole Corps front at 14 points, working under a heavy barrage, the smoke from which made observation difficult. Later on the same day he again placed our line at 18 points, a report which was of considerable value to the Corps. 15 October 1918: He carried out a Contact Patrol in very thick mist, which necessitated flying sometimes at 100 feet. He located our line at 14 separate points under heavy machine-gun fire. 17 October 1918: He carried out an excellent Contact Patrol from 50-300 feet in extremely misty weather, and brought back an accurate report as to the disposition of our troops, locating them in 13 different positions.’ Arthur Edward Lancashire, who was born in Prestwick in March 1892, and originally enlisted in the Army Service Corps (Territorial Force) in January 1912, was actively employed in operations on the Gallipoli Peninsula, September to December 1915. Falling ill with jaundice in the latter month, he was evacuated to Mudros in the Hospital Ship Britannic on 3 January 1916, and thence to the U.K. Sufficiently recovered from his illness that September, he applied for a commission, and was duly appointed 2nd Lieutenant in the 17th Battalion, Lancashire Fusiliers, in April 1917. later that year, following brief service in France, he transferred to the Royal Flying Corps and, having attended courses at Reading and Winchester, qualified as a Flying Officer (Observer), in which capacity he joined No. 35 S uadron in the New Year. An Army Co-operation unit, flying Armstrong Whitworth F.K 8s, No. 35 was put under extreme pressure during the German Spring Offensive, Lancashire and his pilot, Lieutenant R. M. E. C. MacFarlane, being forced to land following a combat over Carbonnel in the afternoon of the 24 March 1918 - on this date, as the German advance continued apace, every available aircraft was called upon to make low-level contact and bombing patrols. And it was on a similar low-level mission on the 29 March that Lancashire won his M.C. however, just a few days later, on 3 April, he and MacFarlane were again forced down by an enemy aeroplane near Villlers Bretonneaux, both of them being wounded - surviving records suggest that they fell victim to enemy ace Leutnant Viktor von Pressentin of Jasta 4, himself destined to be downed in flames a few weeks later. Lancashire was evacuated to the U.K. and admitted to a hospital in Eaton Square, London. He did not return to active service and was transferred to the U employed List in May 1919. recalled in the 1939-45 War, he was appointed a Lieutenant in the R.A.S.C. in December 1940 (London Gazette 4 February 1941 refers). £3000-£3500
Lot 1432
An extremely rare Second World War ‘Triple D.F.C.’ group of six awarded to Squadron Leader R. Van den Bok, Royal Air Force Volunteer Reserve, who, having survived a very close encounter with the Scharnhorst during the famous ‘Channel Dash’ in February 1942, and been awarded his first D.F.C., added an immediate Bar for making a successful evasion attempt after being shot down and wounded over Belgium - a Second Bar followed for radio counter-measure operations in Flying Fortresses in 1944-45 distinguished Flying Cross, G.VI.R., with Second and Third Award Bars, the reverse of the Cross officially dated ‘1942’ and the Bars ‘1942’ and ‘1945’; 1939-45 Star; Air Crew Europe Star, clasp, France and Germany; Defence and War Medals; U.S.A., Silver Star, the reverse inscribed, ‘F./O. R. Van den Bok, D.F.C.’, mounted as worn, together with the recipient’s Caterpillar Club Membership Badge, gold, with ‘ruby’ eyes, the reverse officially inscribed, ‘F./O. R. Van den Bock, D.F.C.’, lacquered, generally good very fine (6) £2500-3000 ex John Hayward collection and thence Hayward’s Gazette (No. 3, October 1974, Item No. 423); just 46 British and Commonwealth aircrew were awarded the D.F.C. with 2 Bars in the 1939-45 War. d.F.C. London Gazette 4 August 1942. The original recommendation states: ‘Flying Officer Van den Bok has taken part in 29 sorties, a large number of them being carried out against heavily defended targets, and pressed home with determination and resolve. He has participated in repeated attacks on Mannheim, Duisberg, Huls, Bremen, Kile and Hamburg, returning from seven different sorties in aircraft severely damaged by enemy A.A. fire. As a Wireless Operator he has been responsible on many occasions for his aircraft’s safe return in bad weather. he was the Wireless Operator / Air Gunner on a Hampden which made a low-level attack on the Scharnhorst during the battleship’s flight from Brest. The whole aircraft was severely damaged by Scharnhort’s A.A. defences: included in this damage was the radio installation: this Flying Officer Van den Bok repaired and re-established communication with his base. While carrying out the repair he observed an enemy fighter stalking his aircraft which by this time was in no condition to face an engagement. By following Flying Officer Van den Bok’s evasive directions, his captain was able to shake off the fighter. while this officer was detached from the Squadron on a course he obtained 48 hours leave in order that he might take part in the Squadron’s effort against Rostock. Last autumn he took part in the Squadron’s daylight attacks on enemy targets in occupied France. as Squadron Signals Officer, Flying Officer Van den Bock is in a large measure responsible for the high standard of W./T. operating obtained in this squadron. Throughout his cool steadfast courage has been an example that the Wireless Operators have been eager to emulate.’ Bar to D.F.C. London Gazette 24 November 1942. The original recommendation states: ‘Since the beginning of his tour on operations, commencing 22 August 1941, Flying Officer Van den Bok has taken part in 25 sorties over enemy territory against very heavy enemy defences. Targets he has attacked are Duisberg, Essen, Bremen, Mannheim, Dusseldorf, Huls, Cologne, Rostock and Flensberg. on his last trip to Saarbrucken on 28 August 1942, on returning from the target, his aircraft was attacked by enemy aircraft and shot down over Belgium. He sustained a wound in his leg by the entry of a piece of flak and despite physical suffering due to his wounded leg, he was able to travel some 3,000 miles through enemy territory to escape capture and arrived in Gibraltar in less than three weeks. under a calm and quiet manner he has a fine offensive spirit in action which inspires confidence in his fellow aircrew.’ Second Bar to D.F.C. London Gazette 26 October 1945. The orginal recommendation states: ‘This officer has operated with No. 214 Squadron 16 times on his second tour, in which number is included the last Bomber Command attack in the Berlin area and the last operation by that Command in Europe. his attention to detail and planning, and his outstandingly good captaincy, have been responsible for the seemingly effortless manner in which he has operated against many targets well known for the strength of their defences. his enthusiasm for operations was in no way diminished by his experiences in evading capture after being shot down by flak over occupied Belgium after 29 sorties on his first tour. He has always been anxious to fly on every possible occasion when his duties as Flight Commander would permit. despite his personal keenness for operational flying, he has, however, devoted a large amount of time to the instruction of new captains and crews, and has always been tireless in his efforts to improve the operational and training efficiency of his flight and the Squadron as a whole.’ Ralph Van den Bok qualified as a Wireless Operator / Air Gunner in April 1941, and is believed to have flown an operational sortie to Kiel with No. 83 Squadron, a Hampden unit operating out of Scampton, Lincolnshire, that July. Be that as it may, his operational career commenced proper with his appointment to No. 408 (Goose) Squadron, R.C.A.F., another Hampden unit, operating out of Balderton, Nottinghamshire, in August 1941. between then and being recommended for his D.F.C. in May 1942, he completed 22 sorties and 126 operational flying hours, and gained appointment as Squadron Signals and Gunnery Leader, his targets, as stated, including the Scharnhorst. Not mentioned in the recommendation, however, is the fact his captain, a New Zealander, D. S. N. ‘Tinny’ Constance, attacked the enemy battleship from about 800 feet, or indeed the fact that one projectile came through the fuselage - right between Van den Bok’s legs - and out through the roof: the date in question was the 12 February 1942, the day of the famous ‘Channel Dash’, when another gallant aviator, Eugene Esmonde, won a posthumous V.C. nearing the end of his operational tour with a strike on Saarbrucken on the night of 28-29 August 1942, Van den Beck added an immediate Bar to his D.F.C., when, on returning from the target, his Hampden (AE197 EQ) was shot down by an enemy night fighter - piloted by top-scoring ace Hauptman Wilhelm Herget - and crashed at Boussu-lez-Walcourt, some 25 kilometres S.S.W. of Charleroi. His pilot, Wing Commander J. D. Twigg, and Flight Lieutenant I. Maitland, D.F.C., were killed, but Van den Bok, who was wounded in the leg by a piece of shrapnel, and Flight Lieutenant G. C. Fisher, both evaded - a remarkable journey of 3,000 miles through enemy occupied territory, the whole accomplished in just three weeks. He was duly elected to membership of the Caterpillar Club. grounded and ‘rested’, Van den Bok trained as a pilot, was awarded his ‘Wings’ in November 1943, and returned to the operational scene as an Acting Squadron Leader and Flight Commander in No. 214 (Federated Malay States) Squadron, an American Flying Fortress unit operating out of Oulton, Norfolk, in November 1944. Charged with carrying out radio counter-measure operations, No. 214 flew ‘Window’ and jamming sorties right through to the War’s end, Van den Bok completing a further 17 sorties, thereby bringing his tally of trips to 46, with a total of 282 operational flying hours. He was duly recommended for a Second Bar to his D.F.C. in June 1945. £2500-£3000
Lot 1435
A good Second World War A.F.C. group of seven awarded to Flight Lieutenant S. D. Walbank, Royal Air Force, who completed an operational tour as a Hurricane nightfighter pilot 1941-42, sometimes flying solo, low-level sorties to France air Force Cross, G.VI.R., reverse officially dated ‘1944’; 1939-45 Star; Air Crew Europe Star; Burma Star; Defence and War Medals; General Service 1962, 1 clasp, Malay Peninsula (Flt. Lt., R.A.F.), contact marks, generally very fine (7) £1800-2200 a.F.C. London Gazette 8 June 1944. The original recommendation states: ‘This officer has been employed on Anti-aircraft Co-operation duties since October 1942. He had previously completed an operational tour with a Hurricane Night Fighter Squadron. During the time he has been employed on Anti-aircraft Co-operation work he has displayed exceptional devotion to duty and keenness in carrying out the tasks allotted him. He has completed over 100 hours night flying on Search-light Co-operation - much of it under adverse conditions. Flying Officer Walbank is a competent pilot who has shown the greatest keenness to fly at night.’ Stanley Douglas Walbank, who was born in Bradford in September 1917, commenced his operational career as a Sergeant Pilot in No. 87 Squadron, a Hurricane nightfighter unit operating out of Charmy Down, and St. Mary’s in the Scillies, in March 1941. A few days later, with operations limited as a result of poor weather conditions, the Squadron’s Operational Record Book (O.R.B.) reported that ‘Two new Sergeants unfortunately overshot and made the aerodrome look rather like a salvage dump’, therein, possibly, the reason for Walbank’s transferral to No. 247 Squadron that April, although as we shall see, he was in fact a capable pilot. also by that stage allocated to night fighting duties in Hurricanes, 247 went fully operational on moving to Predannack that summer, but a spate of convoy patrols filled the void, Walbank flying three such sorties on the 27 May alone. So, too, by way of proving his skills, 25 minutes of aerobatics on 20 July, an episode made possible by using a brake-test as his excuse to get airborne - ‘a rather dubious excuse, one might add’, according to the O.R.B. And the occasional ‘Scramble’ - and numerous ‘Rhubarbs’ and ‘Intruders’ - followed in the period leading up to his posting to anti-aircraft co-operation duties with No. 286 Squadron in October 1942, the O.R.B. crediting him with carrying out a solo ‘Intruder’ operation to Morlaix and Lannion in October, the same month that he was sent to Colerne to gain experience with Havoc ‘Turbinlite’ aircraft. but it was really after the Squadron moved to Exeter in May 1942, that the pace of cross-channel operations quickened, Walbank’s outings including a trip to Rennes in June, when his Hurricane was engaged by an E-Boat on his return to the coast - ‘He hit back and saw strikes on the vessel, the return fire ceasing, and landed back at Exeter at 0430 having carried out the whole operation between 200 and 500 feet’. While on other occasions suitable targets were frustratingly scarce: ‘Flight Sergeant Walbank took-off at 0200 to intrude on the St. Briene-Rennes railway. He had quite an interesting trip, although an unproductive one. Near Lamballe he saw a well lighted chateau with two men standing on the front steps. He restrained a strong desire to shoot them up, in case they were French, and moved on. At Montauban, and again near Rennes, he saw a train, but in both cases left them alone, as they were passenger trains - although probably full of Hun troops. He toured around a bit longer, both along the main line and up and down the branch line from Rennes to St. Malo. Eventually, he left the country at Painpol, having been over enemy territory for an hour’ (247’s O.R.B. refers). taking into account such low-level, solo, night forays over enemy occupied territory, it is perhaps not surprising that 247’s O.R.B. describes Walbank as one of the Squadron’s best pilots, nor, too, that he was consequently selected to serve in No. 536 Squadron, a newly formed Hurricane-Havoc ‘Turbinlite’ co-operation unit, that September. Yet, if the O.R.B’s comments are anything to go by, he must have been mighty relieved to be re-mustered with No. 286 Squadron a few weeks later: ‘The forming of 536 Squadron unfortunately lost us Flying Officer Hamilton, and Flight Sergeants Walbank and MacKay, who were posted as permanent Hurrie satellites. In view of the piss poor, repeat, piss poor, opinion held by all and sundry of Havoc co-operation duties, our sympathies go out to these types. We are sorry to lose them.’ Awarded the A.F.C. for his subsequent services in No. 286 (Anti-aircraft Co-operation) Squadron 1942-44, in which period he was commissioned as a Pilot Officer, presumably Walbank was next transferred to the Burma front. having then been placed on the Reserve at the War’s end, he obtained a regular commission as a Flight Lieutenant in May 1948, served in the Malay Peninsula in the mid-1960s, and was finally placed on the Retired List in July 1969; sold with the recipient’s original Buckingham Palace forwarding letter for his A.F.C. £1800-£2200
Lot 1513
A particularly fine Second World War Mosquito navigator's D.F.M. group of four awarded to Pilot Officer L. J. Etheridge, Royal Air Force Volunteer Reserve, who completed 50 sorties over France, Holland and Germany in 1944-45, an action packed tour that included a brace of crash-landings back in England after damage sustained in action - once on one-engine with a hung-up 500lb. bomb: so, too, the spectacular daylight raids on the S.S.-occupied Chateau de Fou in August 1944 and S.S. barracks at Arnhem in the following month distinguished Flying Medal, G.VI.R. (1603309 F./Sgt. L. J. Etheridge, R.A.F.); 1939-45 Star; France and Germany star; War Medal 1939-45, extremely fine (4) £3000-3500 D.F.M. London Gazette 8 May 1945. The original recommendation states: ‘Flight Sergeant Etheridge has completed 50 sorties with his pilot, Flight Lieutenant Gasson, including three daylight operations. this N.C.O. has proved himself to be an excellent operational Navigator. He has never failed to bring his pilot to the target area, often despite poor weather conditions and without navigational aids. some of the sorties in which he was engaged involved very deep penetrations into enemy territory, where accurate navigation, without Gee facilities, was vital to the success of the missions. the results obtained by this Navigator and his pilot have been outstandingly good as the following examples will show. on the night of 6-7 August 1944, a moving light was attacked in France and due to the fact that the attack was pressed home to a low level the port engine was hit by a ricochet and caught fire at 1500 feet. The port propeller was feathered and the graviner switch operated. The return flight was made on one engine and Flight Sergeant Etheridge's accurate navigation brought them safely to England. It was found that height could not be maintained with the result that the English coast was crossed at 400 feet and a crash landing made at Ford. on the night of 4-5 October 1944, when carrying out a patrol over Holland and Germany, two trains were found in a railway station at Millingen, which were attacked with bombs and cannon. A large explosion followed the attack and later a fire started. During the same patrol a tug and six barges were found and successfully strafed. flight Sergeant Etheridge also took part in the successful daylight operations against the chateau south of Chatellerault on 2nd August, trains at Chalons on 25 August 1944 and on the barracks at Arnhem on 17 September 1944. flight Sergeant Etheridge possesses great determination and coolness in times of crisis. His fine offensive spirit, which is equal to that of his pilot, has gone to make an ideal Mosquito crew. In view of his fine operational record, I strongly recommend him for the award of the Distinguished Flying Medal.’ Laurence James Etheridge commenced his operational career with No. 107 Squadron, a Mosquito unit of 2nd Tactical Air Force's 138 Wing, operating out of Lasham, in July 1944, when, with his New Zealander pilot, Flight Lieutenant L. Gasson, he completed an offensive patrol over Vire-Falaise-Trouville sector on the night of the 24th-25th. Indeed it was to prove the first of a spate of such patrols in support of the Allied landings, 107s Mosquito VIs targeting enemy troops, transport and communications, often with great success, according to the Squadron's Operational Record Book (O.R.B.), by means of bombing and cannon fire delivered from altitudes as low as 500-1000 feet. Success was also dependent on a bright moon, a case in point being Etheridge's third sortie - against targets in the upper reaches of the Seine, from Rouen on the night of 30-31 July - when 107's Mosquitoes strafed and bombed a variety of trains, bridges, roads and in fact, any moving lights, but not without interference from the usual flak concentrations which had a habit of 'creeping up on the unwary'. etheridge's next sortie was of the daylight variety, one of a series of famous strikes against the S.S. and Gestapo, in this case an attack on troops of the notorious 158th ‘Security’ Regiment - who had recently murdered members of the S.A.S. - in the Chateau de Fou, south of Chatellerault on 2 August, a spectacular raid captured on camera, and one in which his aircraft, Mosquito A-NT. 136, formed part of the third wave - never the best place to be with aroused defences: ‘In the woods to the immediate south of the Chateau, one large explosion was seen after a cannon attack, possibly from motor transport. Bombs landed all round the Chateau but no direct hit was claimed. Strikes were obtained on the roof in a cannon attack and a small fire was seen to start inside. Aircraft ‘D’ sustained the loss of one engine over the target and crash landed at Thorney Island - crew unhurt. The trip back was uneventful except for a little flak soon after leaving the target, which was successfully avoided by all except F./O. Staple in Aircraft ‘J’ ... It is doubtful if the Chateau was entirely destroyed but troops possibly hiding in the woods would have been eliminated’ (107’s Squadron Operational Record Book refers). two days later Etheridge was part of a Squadron effort to lend support to the Army in the Caen sector, when 'much activity was seen in the battle zone and flak was very considerable', while on the night of 6-7 August, as cited above, he and Gasson were compelled to return from France on one engine, the other having been set alight by a ricochet from their own low-level cannon-fire - not mentioned, however, is the fact they were carrying a hung-up 500lb. bomb as they made their crash landing at Ford in Sussex and that said bomb exploded just two minutes after they had scrambled clear of the wreckage. Notwithstanding such a close-call, both were back in action over France, chasing trains out of Paris, the very next night. So, too, on the 8th-9th, evidence indeed of 107's constant operational agenda, another three nights of successive operations taking place between the 12th-15th, in one of which further trains were shot up in the Falaise sector. and as if this "three-nighter" agenda were not punishing enough, Etheridge and Gasson were called upon to carry out two sorties on the night of 16th-17th, both of them strikes against barges on the Seine - such was the ferocity of the flak that neither could see the results of their attacks. Bad weather then having intervened, their next sortie was flown on the night of 23-24 August, on a line between Cap D'Antifer and Lens, another on the 24th-25th, and a daylight operation against railway targets at Chalons in the afternoon of the latter date - a spectacular mission in which a number of oil-trains were hit, exploding 'with a terrific mushroom of flame and black smoke', but a mission, too, in which most of the participating aircraft were also damaged by return fire: a vivid portrayal of 107’s Mosquito VIs on a low-level railway strike over France, by David Pentalnd, is available as a limited edition print from Cranston Fine Arts. the Squadron now having moved to Epinoy, France, September started with a deep penetration sortie into Holland and Germany on the night of the 5th-6th, severe jamming preventing the use of GEE and making Etheridge's navigation role all the more difficult, while on the 9th-10th eight of 107s aircraft destroyed a brace of ammunition trains between Metz and Morhange, taking it in turns to carry out devastating cannon and machine-gun attacks. A successful sortie to Holland followed on the night of the 11th-12th, a less successful one on the 13th-14th, while on the 17th Etheridge and Gasson, piloting Mosquito B-NT. 207 in 107's sky black formation, paved the way for the biggest airborne landings ever made with a daylight attack on the S.S. barracks at Arnhem. At 0700 hours that morning, a total of 32 crews from 107 and 603 Squadrons were assembled for a special briefing, during which models of
Lot 387
Bowmore-22 year-old Distilled 1964, bottled 1986. Proprietors: Sherriff's Bowmore Distillery Ltd., bottled and shipped by R W Duthie & Co., Aberdeen. Selected by Darrell Corti especially for Corti Brothers, Sacramento. Imported by Pellegrini Imports, South San Francisco. 750 ml. Level: into neck of bottle. Single malt, 86 U S Proof 1 bottle
Lot 115
A complete Stuart steam powered machining outfit, comprising a professionally made copper boiler with 9 cross tubes, one of 10 made in the 80's, lift off chimney, gas or coal fired, pressure valve with whistle, blow off valve into chimney, also exhaust, pressure gauge, drain off taps, glass sight level, auto boiler infill, fully riveted detail, under floor ashpan, supplied with gas burner, vertical Stuart with all mains and external shafts on roller bearings, 2 band drive to gearing, operating mechanical pump for boiler (thrown into gear by small lever) drive taken to line shaft (again roller-bearings) then onto cross-over bearings to a routing machine, fully adjustable table, on 2-stage light oak plinth, has been run on compressed air, 21 x 66 x 70cm .
Lot 320
Kintore-Circa 1950's Distilled and bottled by The Kintore Distilling Co. Ltd., Glasgow. Stopper cork, embossed lead capsule. A press cutting shows a photograph from the Aberdeen Press and Journal of The Granting of Kintore Coat of Arms by Lord Lyon King of Arms in April 1959. The bottle is believed to have been produced for the occasion. Level: into neck of bottle 1 bottle
Lot 913
A fine Second World War D.F.M. group of six awarded to Flight Lieutenant J. H. R. Price, an Air Gunner and Battle of Britain veteran who achieved notable success in low-level attacks in the Middle East Distinguished Flying Medal, G.VI.R. (970175 F./Sgt. J. Price, R.A.F.); 1939-45 Star, clasp, Battle of Britain; Africa Star, clasp, North Africa 1942-43; Air Crew Europe Star; Defence and War Medals, mounted as worn, contact marks, generally very fine (6) £3500-4000 D.F.M. London Gazette 13 October 1942. The original recommendation states: This N.C.O. joined No. 38 Squadron on 30 August 1941 and since that date has successfully completed 40 operational sorties. Before joining this squadron he had already completed 20 operational sorties of which 13 were with No. 29 Squadron on night flying interception over France, in Blenheim aircraft, and seven in No. 116 Squadron on Hampden aircraft, making a total of 60 operational sorties altogether. During his operational tour with No. 38 Squadron, Flight Sergeant Price has shown keenness and devotion to duty which has been an inspiration to the Squadron. On the night of 12 October 1941, when operating from Malta against motor transport and petrol installations in Tripoli, his ground straffing was so good that large fires were started from petrol ignited by his incendiary bullets. On the night of 24 October 1941, when operating from Malta against searchlights at Naples, by very accurate firing from the rear-turret a great many searchlights were shot up and many forced to dowse, thereby contributing to the efficiency of the nights successful operations. On the nights of 8, 22 and 24 May 1942, very successful operations by ground straffing were carried out against motor transport in convoy on the road outside Benghazi, and the convoys successfully hampered and disorganised by his very accurate fire. James Henry Reginald Price, a native of Cartref, Glamorgan, who was born in July 1919, entered the Royal Air Force as an Air Gunner under training in October 1939. Duly qualified, he was posted to No. 29 Squadron, a Blenheim unit operating out of Digby, in mid-September 1940, and went on to complete 13 night interception sorties prior to being posted to No. 7 (BAT) Flight in February 1941 - several of them at the height of the Battle of Britain. Although early days for nightfighter operations, No. 29, commanded by Squadron Leader S. C. Widdows, gained some notable successes, a case in point being the first victory credited to John Braham, who ended the War with three D.S.Os, and three D.F.Cs. - and a further 29 "kills" to his name. As stated in the recommendation for his D.F.M., Price next flew seven sorties in Hampdens of No. 116 Squadron, prior to joining No. 38 Squadron, a Wellington unit, out in the Middle East, in August 1941, in which latter capacity he completed a further 40 sorties before being "rested" in August 1942, a period that witnessed him achieve notable success as a Rear-Gunner on low-level ground straffing duties. But No. 38s operational brief extended beyond the more usual desert operations of the period, Prices newly arrived C.O., Wing Commander John Chaplin, D.F.C., master-minding the Squadrons conversion for torpedo operations and daring attacks on enemy supply ships - Chaplin would win an immediate D.S.O. for just such an operation in June 1942, when, in the face of heavy flak, he sunk an escorted 30,000-ton merchantman: the Wellingtons of No. 38 were promptly christened "Fishingtons". Price was released in the rank of Flight Lieutenant in 1946, but later rejoined the Royal Air Force in the same rank in May 1956, and was finally placed on the Retired List in July 1974. He died in March 1988.
Lot 1
The Macallan-Glenlivet As We Get It Bottled by Macfarlane Bruce & Co. Ltd., Inverness. 75 cl. Level: high neck fill. Single malt, 105.2 degrees proof/60.1% volume The Macallan Twenties A re-creation of the 1920's style Macallan. Distilled and bottled by The Macallan Distillers Ltd., Easter Elchies, Craigellachie. 500 ml. In original carton (worn, lid torn). Single malt, 40% volume 2 bottles
Lot 1
Springbank-40 year-old Distilled 7/12/1950, bottled 19th December 1990. Distilled and bottled by J & A Mitchell & Co. Ltd., Springbank Distillery, Campbeltown. Presented to David Roy Allan to mark 40 years at Springbank Distillery. 75 cl. In fitted oak tantalus. Level: high neck fill. Single malt, 46% volume 1 bottle Provenance: David Roderick Allan was a former first non family director of J & A Mitchell & Co. Ltd., until the early 1990's
Lot 1
1960 JAGUAR XK150 FIXED HEAD COUPE OLDER RESTORATION FITTED WIRES & O/DRIVE Estimate £13000 - 15000 Registration Number 4757 DU Chassis Number S825220DN Engine Number V7507-8 Engine Capacity 3442 Paint Colour WHITE Trim Colour RED MOT Expiry Date T.B.A. Sensation of the 1948 Earls Court Motor Show, Jaguar's new XK sports car set a level of performance and roadability which no other manufacturer could come close to at the price. This ensured that with steady development the basic XK design was able to last in production for 13 years whilst still remaining class competitive. The final development of the XK line was the 1957 introduced XK150. In line with the changing tastes of customers, particularly in the all important US market, the XK150 was more luxurious and comfortable than its XK140 predecessor whilst still retaining its essential sports car performance and driving characteristics. Initially powered by the 3442cc 6-cylinder engine of its predecessor, this was joined in late 1959 by a 3781cc unit and 'S' models from 1958 with straight port heads produced 250 bhp. Available in Drophead Coupe and Fixed Head Coupe bodystyles on introduction, these were joined by a Roadster in October 1958 and the XK150 was produced until 1961 when Jaguar were to set the world alight again with the launch of the XK150's replacement - the E-Type.The 1960 right hand drive 3.4 litre Fixed Head Coupe offered for sale here today is finished in white with a red leather interior and has four speed with overdrive gearbox. Showing 70,500 miles, a figure the vendor believes but doesn't guarantee to be correct this car is described as 'an older restoration'. We are told by the vendor that the engine and chassis are 'very good', electrics, paintwork, bodywork, transmission and wheels/tyres 'good' and interior 'fair'. Described as 'very sound mechanically, starts and runs well with good oil pressure' this 'usable Jaguar XK' rides on wire wheels. We are also told that the car will have a current MOT at the time of sale.PLEASE NOTE: The photograph used is of a similar vehicle.PLEASE NOTE: This vehicle comes with an MOT certificate until February 2008 and has a problem with the clutch.
Lot 1
1984 MERCEDES-BENZ 280 SL LOVELY CAR WITH FSH & HARD/SOFT TOPS Estimate £7000 - 8000 Registration Number TNJ 378 Chassis Number 1070422A010095 Engine Number 11099022005850 Engine Capacity 2746 Paint Colour CHAMPAGNE Trim Colour CREAM MOT Expiry Date FEB 2008 The 1971 launched SL was a very different car to its 'pagoda' roofed 280 SL predecessor, being much more of a high-speed inter-continental express than an out and out sports car. Available as a 350 SL or 450 SL, the V8 engines and semi-trailing arm rear suspension components were taken from the S-Class and like its predecessor it was available as a roadster or as a coupe with removable hardtop. Very much in a class of its own at launch, the SL's only major competition came from the recently re-engined Jaguar E-Type V12 which whilst still beautiful was a much older basic design. Steadily refined and developed but never substantially altered over a production run which even by Mercedes-Benz standards was lengthy, the SL remained in production in this form until 1989. A smaller 6-cylinder 280 SL had been introduced in mainland Europe in 1974 but it was not until October 1980 that this model became available in the UK. Powered by a gusty yet refined 2746cc engine producing 185bhp even the 280 model lacked nothingwhen it came to performance and being indistinguishable externally from its larger engine brothers was a popular 'entry level' way into Mercedes convertible motoring. The 280 SL lasted until October 1985 when it was replaced by the 300 SL, which at the same time received the SL's one and only minor facelift.The 1984 car on offer today is finished in champagne with a cream part leather interior and has a mileage verified by the current owner of 85,476 at the time of going to press with a full service history. Featuring the more popular automatic transmission, this example is described by the vendor as being 'excellent' in every area with an 'as new' interior. Included with this car is the desirable factory hardtop as well as the personalised registration number TNJ 378 and the car will be sold with MOT until February 2008 and tax until April 2007.
Lot 1
A W & S Jones lacquered brass level, 19th century, the silvered compass rose with cardinal points and circle of degrees, stamped W & S Jones, 30 Holborn, London, with pair of hinged sights and bubble levels, the brass lid with Diff. of Hypo. & Base arc of degrees, the simple head-staff mounted onto later stand.
Lot 1
* A fine late 19th-century absolute declinometer (incomplete), signed on the silvered horizontal circle Carl Bamberg, Friedenau, the upper lacquered brass telescope with right angle prism located on trunnions and reversible, the eye-piece with solar filter, the central rectangular box with silvered scales graduated 47+-0+-47+ with pivot for magnet, the A-frames with N-S adjusters, on horizontal circle with tangent screw fine adjustment for the vernier scales, on three-screw levelling base, with universal bubble-level and fruitwood base stamped CB 6814, 11 in (28.5 cm) wide, with dust cover -1
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