Descartes Montaigne, Coll. Heater matrix shop for every application: Car, van, Lorry, agricultural, plant and more. A car heater matrix for every era. Back. Chat. 1(A) Wing Armourer. Earl Nelson of Trafalgar and of Merton Peter Nelson, who was related to the hero of Trafalgar, Admiral Lord Nelson, joined the 8. Entry as an apprentice Armament Fitter in 1(A) Wing. He left Halton before graduating and attended the National Institute of Agriculture's College in Lincolnshire for a short time. The new earl, a detective sergeant at the time he succeeded, took his place on the Conservative benches of the House of Lords on 2. September 1. 98. 1. He later moved to the Cross Benches, and contributed his experience of police matters to debates on subjects such as firearms legislation and dangerous dogs. He relinquished his seat in Nov. House of Lords Act of that year. Astrology: Gwyneth Paltrow, born September 27, 1972 in Los Angeles (CA), Horoscope, astrological portrait, dominant planets, birth data, heights, and interactive. Stefan Sauk, Actor: M. Stefan Sauk was born on June 6, 1955 in Stockholm, Stockholms l. He is an actor and writer, known for The Girl. He was a strong supporter of the Royal Navy Sailors' Fund, president of the Royal Naval Commando Association, president of the Nelson Society and also served on the Committee of Friends of the National Maritime Museum. He was a keen gardener a lifetime supporter of Norwich City Football Club and also found time to serve as chairman of a company specialising in car security systems. Exemplifying his wide range of interests were his activities as a patron of the International Fingerprint Society as well as Clapton FC - the latter laying claim to being one of the most famous amateur clubs in England. Peter was also vice- president of the Jubilee Sailing Trust, a charity which owns two tall- ships that are the only vessels in the world to have been designed and purpose- built to allow people of all physical abilities to sail side by side on equal terms. The ships cruise around the United Kingdom, Western Europe, the Canary Islands and the Caribbean. In 1. 99. 6 Peter responded to demands by Italian historians that Britain should .
Whilst there, I served 9 months in Nigeria, supporting the UN effort in the Congo. From there, I was posted to RAF Strubby, on Meteors and went back to RAF Colerne in the mid 1. After a periodat RAF Odiham, on Pumas, I was posted to Germany (Harriers). My final posting was to RAF St. Athan, in the Engineering Development Squadronsorting out Tornado 3rd. I left the Air Force in 1. Westlands in Yeovil, retiring in 2. I've now beenmarried 4. Two Children and 4 Grand Children. A) Wing - Airframes The other day I was thinking about the reunion and then I started thinking about my time in the air force. It appeared to me that nothing was written down anywhere for all those years I spent in the Air Force and I thought it might be a good idea to make a short list of some of the places where I was stationed. While there I did a couple of detachments to Cyprus. When they disbanded I found myself at 3. FTS RAF Leming working on Jet Provosts. From there I did a few trips up country to Malaya. From here I did several detachments overseas and spent some time at Wildenrath Germany. Out of the RAF for two years and well settled in Germany, I was employed on the German economy as a mortgage broker. During the summer of 1. UK for a meeting. The pilot, Bill(Biggles) Hickman was a former RAF Air Signaller/AEO, myself a former RAF armourer, another Alan ex- Army and Sammy 1. Bill was a member of RAF Laarbruch Fly. Moenchengladbach airport to Holbeach St. John's airfield in East Anglia. Alan and Sammy were in the back, I sat next to Bill up front, we were the only ones with headset and mike, which was to have quite a few implications later. We arrived at Moenchengladbach airport, climbed in and Bill gave his in- flight briefing before start- up etc. Just before closing the door a German wasp decided it wanted to come along for the ride and flew into the cockpit. After being battered around it changed it's mind, bit me on the ankle and flew out again - Ouch! Shortly after we got airborne, it was a lovely summer's day, you could see for miles and it was a treat to be in a light aircraft, chuntering along heading out over the water towards the Kent coast, when suddenly I heard those magic words . My first reaction was . Blood was pouring from both nostrils and he was frantically stuffing paper handkerchiefs up his nose, at the same time looking like an angry walrus as long pieces of paper hung down over his large moustache. I gingerly took hold of the control yoke with instructions like . All they could see was the pilot in some kind of physical difficulty and a former ground engineer flying the aircraft, not conducive to their feel good factor when flying at a few thousand feet over the oggin. Bill sorted his nose out, took control and all was at peace once more in our little aeroplane, but the pair in the back were looking distinctly unhappy. Holbeach St. John's airfield didn't have Customs facilities so we had to land at Manston to ensure that we weren't loaded with duty free fags and booze and there began the next hiccup. Approaching the Kent coast we flew into a heavy sea mist which had Bill concentrating very hard on finding Manston while both he and I kept an eye open for the cliffs and sea. All Alan and Sammy could see was that Bill and I were looking down as well as him looking forward. However, Manston appeared out of the murk and we landed and seemed to taxy for ages before reaching dispersal. Formerlya USAF bomber base operating the huge B3. Cessna was comparable to a fly landing on a bass drum. By this time the two in the rear would have walked the rest of the journey if it had been possible, they were in a fine state of jibber. However, after satisfying Customs that we had no duty free loot on board we taxied for miles again and got airborne to our final destination. The one instruction from the tower at Holbeach St. John's was to keep an eye open for low flying Canberras as Holbeach bombing range was not that far away. Over the weekend we were wined and dined right royally, there ain't no such animal as a poor mortgage brokerage and the directors spent money like it was going out of fashion, especially our overseas director, a former V- bomber navigator. Sammy and Alanrecovered their bonhomie and a good time was had by all. But the high living came to an end and after grovelling profusely to our company directors we set off for the flight home, but once again those gremlins were still riding shotgun. Bill noticed a fuel gauge was not reading as it should, he'd tanked up at Holbeach and knew that we had a full load, but one cannot make a long flight over the oggin on speculation. This was where flying in a military flying club aircraft was a big bonus,he called up for a diversion and we were directed to RAF Wattisham. Once again the two in the back realised something was up when Bill started to tap the gauge with his finger, it didn't do their sense of humour a great deal of good when I scrawled on a piece of paper . Arriving at Wattisham, Bill explained the problem and the duty crew got hold of an aircraft electrician who diagnosed and fixed a faulty connection on the fuel gauge. Wattisham had Customs facilities which saved us landing at Manston, the flight into Moenchengladbach passed without incident. Alan and Sammy almost did a Pope Paul long before the pontiff kissed the tarmac and travelled over to the UK by car and ferry on subsequent meetings. There is a kind of postscript to all of the above. Many years later, back in uniform as a member of the RAFVR, I used to go flying with a Harrier pilot mate out of RAF Guetersloh, once again in a Cessna from RAF Laarbruch Flying Club. Pete, who was an A1. QFI, encouraged me to have a go but eventually came to the conclusion that I have no perception of horizon when in the air, which meant I'd never become a pilot. It took my mind back to 1. I get washed and dressed in the bathroom so as not to disturb any other members of my family and go downstairs for a light breakfast. Very nice too, but I must press on. With not having flown for 3 or 4 weeks, I need the time. I jump off again just as quickly because a tyre is flat. Time is pressing and I opt for the pump and arrive at Flight Planning out of breath. I need not have hurried as I can. I eventually find a way in and rush around to get changed and meet the rest of the crew. A glance at the Flight Planning Boardtells me that the Navigators are coming from Cranwell and that could mean anything for this morning. The choice could be the Central route, Southwest or North Scottish . Relief - a man who I have seen before but never spoken to shakes my hand and tells me that he is the Captain for today. A look at the Meteorological information and check the route. It is the first time for a longtime that I have been glad to see a standard South West route) I have the charts already annotated with VOR. I sign the receipt for the rations and go in search of a steward. Somebody says Yes - so I retreat to the aircrew feeder again. There is a stewards discussion goingon as to who shall be given the honour in giving me this flask of coffee. My knuckles turn white and somebody follows me into the feeder for the third time. I stop at the coffee machine but he goes past me into the office. Sure enough, he emerges with the paperwork and with a disarming smile tells me it. I gently explain,through clenched teeth, that I have just signed for it in anticipation so to save time so would he please hurry up and come up with the goods. Two minutes later I am pushing my bike (flat tyre again) and looking remarkably like a pack horse. A headset bag and nav bag balance on the handlebars with the spares bag on the carrier. I walk nonchalantly along side swinging the coffee flask. Arrival at the Squadron ! I have to agree as the Boss has got his sword out again. Our walk time to the aircraft comes and goes and we realise that the crew due to depart before us haven. It looks as though a delay is inevitable. The crew bus turns up and we elect to cram in with the other crew. Mud flaps scraping on the ground we drive out to the a/c parked on CHARLIE dispersal. There is a cricket match going on about 5. Resignedly I climb up on the wing to take out the engine blanks in order to save time.
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