Peter handford trains dans la nuit - Events | The Western Front Association

Mary was an excellent student. In her second year, in 1905-1906 she gained a First Class certificate in Ordinary French. The following year she took third place (equal) in German. She graduated MA in 1906 and proceeded to Medicine. Each year, she featured in the prize-list, taking Second Class certificates in Anatomy, Chemistry and Surgery, First Class certificates in Medical Jurisprudence, Midwifery, the Practice of Medicine and Eye Diseases. She graduated MB ChB in 1910.

Braselton, GA (March 7, 2016)—Skip Barber Racing School wants to congratulate our 39 alumni who competed in this past weekend’s kick-off of the Pirelli World Challenge at Circuit of the Americas. Skip Barber Racing School alumni continued the tradition of racing at the upper echelons of racing by comprising 37%

It was September 1955 and I had just completed our roughly three months of training in Tail # 263---our beloved C-47 “Goony Bird”--- and WB-29’s, which had been modified to conduct training and operations for our specialty. I had just been certified to operate solo as a Special Equipment Operator. I was stationed at my first permanent duty assignment: Western Field Office of the 1009th Special Weapons Squadron, McClellan AFB, CA. WB-29’s were also stationed at McClellan AFB, but as the 57th Air Weather Squadron. The SEO would be the eleventh man on the crew. We had no crew position available, so we sat on the floor in the rear compartment with our back against the bomb bay bulkhead between the two scanners. After takeoff, the SEO would take over the right scanner position where our equipment had been pre-positioned and tied down. Looking back upon it, we were the only thing not tied down. We didn’t know any better and we had a job to do on that aircraft, so we didn’t worry about it.

In the WB-29’s, we only had a “honey bucket” which was situated directly behind the left scanner position. All human excretions went into that bucket. You can imagine, though you may not want to, just how bad that thing was smelling after we all had been drinking coffee for awhile in briefings and preflight duties without being able to avail ourselves of the scant facilities in the hangar. The beloved honey bucket was used soon and often. More later about that! It is not germane to this story. Directly behind that was the place where we put the box containing all of our lunches---two per crewmember. Twenty two box lunches. We had no heated lunches back in those days. We didn’t have a means to heat them.

Back SACTO: I was lying there next to my new bride dreaming of a wonderful something or other. We were startled out of our slumber with the shrill ring of our telephone.

“This is Capt. Copeland. Airman O’Connor, a staff car will be in front of your apartment in 30 minutes to pick you up for transport to San Francisco Int’l Airport. I can’t tell you where you are going from there, but be packed and ready for 30 days. We will keep your wife informed on your progress. Others are going with you.”

And, thanks to the originator of our concern and the time difference, our alert always seemed to come at about the same time: 3:00AM, PST. The big problem with this is that we never knew what day it might happen or who and how many SEO’s would be called to go. It varied with each occasion, so we always had a bag packed ready to go.

So started my first TDY. We always had a First Class Ticket in our pocket because there was almost always room back there, even if the rest of the plane was sold out. (The Pan American Clipper had a great lounge down a circular stairway where, if we were first to get there, we could stretch out on the sofas. There was no bar service at 5:00 AM). We always just had to get to our destination ASAP. Positioning was of prime importance. Our own Weather Man from 1009th SWS HQ at Langley AFB was on his way to provide expertise in where we should be flying. We had to hit the ground running and be airborne in a WB-29 within 12 hours. Most times one of us would be airborne within three hours of our arrival at Eielson AFB, AK, if we had a good idea of where we needed to be.

There was no such thing as “Crew Duty Time”. We flew as needed. We learned real fast, that this was the routine method of initiating a TDY for anyone in the Cloud Chasing Business ((or: our type of business)). Capt Buck Copeland and A/1c Guy Davis flew alternating days for over a month. On their “day off”, they manned the desk---monitoring and reporting up the line what was happening in the aircraft. Obviously, neither had any crew rest. They both were burned out by the time the operation concluded.

That was the beginning of six great years with the 1009th SWS and flying as an enlisted Aircrew Member. Initially, we were considered additional Non-Crew Member, which paid us $ per month for “hazardous duty pay”. Most of us just wanted to be able to wear enlisted crewmember wings, but a raise in pay to $ per month would be a welcome increase in our meager pay---as would the designation of flight pay. It was minimal compensation for being separated from wife and baby girl for sudden, and frequent separations from the family. It was especially hard on my wife who did not know what we were doing let alone where we were going or why.

The Aircraft Commanders (AC’s) always were a little curious if we hadn’t flown with him before, because the flying time we logged was “z” time, listed as ‘other”. That was an unusual crewmember designation. He stayed suspicious until we found what we were looking for. Then, I think, he understood.

One of the most amazing aspects to me, and probably most of us, was the ability of an A/2C to tell a Lt Col where to take his modified bomber and tell him when to turn and when to orbit. It was a little scary the first few times, but they had been briefed and I only had one flight when the Aircraft Commander did not follow my instructions and what flight profile I wanted.

B-36 It was during a roughly twenty seven hour RB-36 mission and we were headed back to Travis AFB without any success. Exhausted, I thought I’d take a nap, and though we had 2 engines shut down, we still had 8 engines working so I told the AC to maintain 35,000 ft as long as possible and then make a steep approach to Travis AFB. I went to sleep which was understandable (In addition, RB-36 pre-flight took about 3 hours, so I had been at or in the plane for over 27 hours already). The Aircraft Commander decided to make a long shallow approach to Travis so we lost about 3 hours off of the high altitude profile I had requested. During my “nap time”, I had the radio operator monitor my equipment in the event anything happened.

Upon landing, I gave a long sigh of relief, knowing crew rest and a loving wife was awaiting me at McClellan. Instead, Immediately after engine shutdown, I had a big surprise awaiting my arrival. As I disembarked, I was surprised, shaken and not a little frightened to see our Field Office Commander, Col Griffin, waiting for me along with his secretary. Under the wing of the giant ten engine RB-36, at an improvised desk and chair, the secretary typed as I explained what happened. Two days later, the Aircraft Commander was a Co-Pilot. This was in General Curtis Lemay’s Strategic Air Command. It was amazing how much clout a little airman had in this organization. Of course, this was when the Squadron had a two star General for a commander and we had the number one priority in the Air Force. There were four Full Colonels just in the Western Field Office at McClellan AFB, CA.

Though we had nothing to show for our long flight but flight time logged, it was still a successful mission. Just like hunting or fishing, there would be better results on the next time out!

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Surname: First Names: Number: History: AARDEN: PAUL MICHAEL: 2354: 1997 – General manager of Sun Microsystems for South …

I was fortunate enough to get into vet school and graduated from Onderstepoort in in practice for 4 years in Port Elizabeth , joined a partnership in Durban , then opened my own practice in Pietermaritzburg. After some harrowing experiences which affected my daughters we decided to leave SA , I sold my practice and emigrated to New Zealand in 1997. Been practicing in Private practice here in Kerikeri and then Auckland , and currently doing welfare vet work at the SPCA . DRIVER JOHN HARRY 42 1962 – 1970 Apprentice Millwright with . & H., drawing office at Germiston designed railway trucks at Dorman Long Africa Ltd. Later became assistant to the works manager on matters technical.
1970 – took over late father’s photo studios, Stella Nova Studios, Benoni
April 1971 – joined police reserve rising to Major. Ten year long service award and the police 75th anniversary medal. DU PLESSIS ALFRED NORMAN 975 RN, then a Dentist and then a Dental surgeon RNR.
1986 retired but an excellent water colour artist.
Midshipman RN, Middle East then took up Dentistry practised in Farringdon, Overseas League Rugby player. Deceased February 2013. DU PLESSIS DAVID JOHANNES 1100 DU PLESSIS STEPHANUS ARNOLDUS 747 Born Aberdeen Road, Cape Province, 2 July 1918, son of Jan Stephanus du Plessis and Sarah Susanna, nee Mare. Ed, High School, Joubertina. Cadet Draft 1934 – 35. In 1936 Stephanus Arnoldus du Plessis joined the Prince Line as an Apprentice and served in their Malayan Prince running between America and India. When war broke out he was in London studying at a nautical college for his examination and signed on with RAF as a wireless operator and gunner. On 18th April 1941 he was reported missing over the Norwegian coast. DU PLESSIS BARRON EDGE 438 In the thirties in the army, . Permanent Force. DU PLESSIS NEIL 1762 Went to sea with Bank Line eventually serving as third officer. After obtaining Second Officer’ Certificate joined Safmarine. Later did 2 year diploma course at the Bible Institue of South Africa in Kalk Bay, Cape Town, followed by a few months sailing with Thesen’s. 1968 started a career with the YMCA. Managed YMCA centres throughout the country before retiring after 13 years service. DU PREEZ ANDRE 2437 DU PREEZ PIERRE ANTOINNE 62 1963/64 – Studied Marine Radio Course at Cape Technical College and passed .
1964/70 – joined Safmarine as Radio Officer and sailed on various ships including the . Venture, Vanguard, Statesman, Shipper, Sugela, Letaba and Drakenstein.
1970/71 – came ashore and worked at Caltex refinery
1971/92 – joined Ozalid as a service engineer installing and maintaining drawing office equipment. Have been service manager for a number of years.
2009 retired. DU SAUTOY WILLIAM GRAY 1821 Bill Du Sautoy was a ‘Vaalie’ from Pretoria Boys’ High, with a natural aptitude for the sea. In fact, in his second year he won the Nettleton Trophy for boat management. He was the second of the year to get away to sea, joining Safmarine’s Morgenster on 16 December 1954, where he found Barry Downing already ensconced. The captain was Robin Thomson, later to become Safmarine’s fleet commodore.
On the Morgenster’s return to Cape Town, Bill was landed to hospital with acute appendicitis and though he sailed in all of Safmarine’s ships after that, he never again sailed with the inimitable Barry Downing! Concluding his three years apprenticeship in 1958, Bill went on to study for his second mates in Warsash, meeting up with Gerry Stalling, Ronnie Wege and ‘Mozwate’ Briant. Returning to Safmarine, he sat for his mates examination in Durban, 1960, at the nautical college then situated within the Merchant Navy Officers’ Club.
Bill was then transferred by Safmarine to their Cape Ocean Transport ships, sailing in the Cape Agulhas and the Cape of Good Hope on the Far East to Europe run. Owned and chartered by New York based States Marine, these ships were registered in Cape Town and manned by Safmarine.
As second mate in April 1961 Bill left Safmarine and moved across to Durban Lines on the Mozambique run, being appointed to the Congella under the command of the legendary ex- Botha boy, George Foulis. This was followed, until 1963, by a spell in C G Smith’s Inkosi and Intaba on the Durban to Cape Town sugar run. During this period, Bill met Gloria Wiehahn in Cape Town and they were married in December 1961.
Bill then packed up the sea and went farming in the Northern Transvaal! This lasted for six years at which point, in 1970, his farm was expropriated by the Department of Water Affairs. Bill then decided to go for his masters certificate in Granger Bay and then Durban so many other Botha boys, Bill then joined the Harbour Service, in Durban. During this period he was severely injured by a steel bar raised and thrown by his ship’s anchor cable. After a period of recovery, he joined Durban Lines once again, this time as master, taking command of all their ships during his time with them.
In 1973 he came ashore again and joined Consolidated Stevedores as superintendent, This firm was later taken over by Rennies and Bill moved up to assistant manager. In 1981 he crossed to Packard Shipping as an assistant ships agent manager but at the end of 1982 the company downsized retrenching staff. Bill then went into business for himself, doing home repairs to houses; hard and demanding work.
In 1984 he was offered a post as port captain/superintendent for SANKO Lines in South Africa. This kept him busy until 1986 when SANKO closed at which point Bill moved to P&I Associates as a marine surveyor.
At the end of 1988 he was diagnosed as suffering from an acoustic neuroma (brain tumour), which affected his face and acoustic nerves, resulting in partial deafness and paralysis of the left side of his face. After surgery and a six-month period of recuperation, Bill was announced fit for light duty but advised that he would probably have to be boarded. Bill and Gloria then sold their Durban home and moved up the Natal North Coast to Ballito.
Bill and Gloria have four children – three sons and a daughter. All are married. One son lives in Australia, two in Johannesburg and their daughter lives in Botswana. From this lot they have three grandchildren. They keep themselves busy in their retirement by travelling often between the three countries. DU TOIT PIETER 2881 DU TOIT COLIN JOHN 1647 DU TOIT JAN JOHANNES 2713 DU TOIT RUDOLPH BURBON 110 DUDLEY LEONARD DOUGLAS 1032 1995 retired from . Stevedores . Durban.
Deceased 08/10/2004
Served his time with Bank Line [Andrew Weirs] and was one of the few survivors from the Tinhow when torpedeod off Lourenco Marques [now Maputo]. Joined East African Stevedoring and Lighterage in Dar es Salaam before moving to Durban where he joined . Stevedores. DUFF MICHAEL ALEXANDER 26 1961 – 1985 Rhodesia Railways, Bulawayo, apprenticed fitter turner.
1966 – 1969 Blandford Shipping Company, Marine Engineer
1969 – 1994 Emigrated to Canada, Vancouver . Career development has been in the design and manufacture of machinery with an emphasis on marine steering gear and hydraulics.
Current (1995) self employed and president of Hydra-tech Manufacturing Ltd. Designers and manufacturers of industrial and marine fluid power systems.
1995 Completed the design and installation of the No. 5 Ferry Terminal at Tsawassen which is the main ferry port for Vancouver. DUFFELL DEREK FRASER 1645 Derek sailed with Union Castle Line from 1952 – 1960. He then ventured into various fields of business after leaving the sea and also became very closely involved with his local surf life saving club. He went into sales starting as a medical representative. He later joined the building industry and in 1974 he was sent to Sweden to the Dynapac Factory on a training course. However due to sanctions against South Africa Derek was retrencehed and opened his own business making security gates and burglar bars. In 1996 Derek joined his son and opened an agency for Dynapac in the Western Cape after the return of Swedish Business. Killed tragically in a car accident 28/08/97. DUFFETT KEITH VICTOR 1463 Reported in “Old Salts” 1947/48
Has joined the ‘President Steyn’ as an Apprentice Officer. Reported deceased 2013. DUGMORE JOHN EGERTON 2045 1959 Joined a small auditor and accounting firm as an articled clerk in Vereeniging. 1962 Joined International Computers and Tabulators in Johannesburg, which later became ICL, the large British computer company, where I was a programmer and systems analyst. I eventually, managed to engineer a transfer to CapeTown. 1967 Started my own computer programming company which I later sold to Leo Computer Bureau. 1970 Joined Honeywell Computer Systems sales team from start up South Africa. I was based in Johannesburg and stayed with them until they withdrew from South Africa in 1975. 1976 Re-joined ICL in the Cape sales team until 1980. 1980 Bought out a large motor garage in Grabouw which I sold to a Ford Motor Dealer in 1984. 1984 to 1886 took time out living in Hermanus. 1987 Joined Central Data Systems Cape sales team and stayed with them until their demise in 1989. 1989 Joined Crosscape Express to set up their new computer department as they had just bought an expensive computer through me and the now defunct Central Data Systems. Once everything was up and running, I moved on to run the Cape Division sales team. The company was sold to Trencor and I transferred to Johannesburg. 1994 Joined Dimension Data in Rivonia Johannesburg and eventually managed to get transferred back to Cape Town. 2000 to 2006 built several houses in Somerset West, which were sold through my wife’s Somerset West real estate company, Dugmore Properties. 2007 working with my wife in her real estate business. DUGUID ROBERT ARTHUR 1226 1944 – joined the Royal Navy as AB, Asdic Rating. I have lived through 50 years that cover policeman, prison officer, trooper in the British Army (. Regimetn Malaya) Bulldozer operator and mechanic in Rhodesia, to name a few situations. Retired from the mechanical engineering branch of the Cape Town City Council.
I was heavy weight sparring partner to Chief Cadet Captain John Garden and CCC K. Turner. Also Captain of the Bothie rugby team and bass drummer in the Bothie band in 1943. DUGUID GEORGE DUNCAN 805 Sailed with Safmarine as Chief Officer in the early 50’s and later master. 1958 Left Safmarine to take up management of the Beira, Mozambique, Stevedoring Company. Later returned to Durban and joined the claims department of Consolidated Stevedoring Company.
Deceased 01/08/1993. DUIGAN RONALD JAMES DANIEL 2759 After . sailed with Safmarine until obtaining his Chief Officer’s Certificate end 1986. Started studying full time first with UNISA and later at the University of Cape Town on a Mobil Bursary graduating in 1990 with a BSc (Chemical Engineering) with honours. Then worked at the Engen (ex Mobil) Oil Refinery until 1994 when he joined Kinetics Technology International BV, a Dutch company, at their branch office in Johannesburg. Has completed several foreign assignments with them doing design work on chemical plants destined for Poland, India and South Africa.
2003 Divisional General Manager at EnviroServ, Johannesburg.
2007 relocated to UK as Manager of Technology Projects for Shaw Stone & Webster.
2013 left Shaw Group, joined Technip France based in Paris as Vice President Downstream Onshore Business Unit. DUIGAN BASIL RONALD 1761 Died of lung cancer, July 1987. DUKE BARRY 1099 Reported deceased in a train accident some years ago. DUMBLETON WALTER RAYMOND BURTON 552 DUNBAR LEONARD STUART 2046 DUNCAN JOHN ALEXANDER 8 DUNCAN ANDREW ERIC 2099 1960 – 68 Service with British & Commonwealth and Safmarine: obtained Masters FG.
1969 – 85 Various shore jobs – auditing, accounting, financial management etc. Including a number of years abroad as financial controller of Drew Ameroid International, a major supplier to the Marine Industry. (133 ports worldwide)
1974 – Associate Member – Chartered Institute of Secretaries and administrators. 1981 – Fellow of the above Institute.
1985 – 90 More shore jobs of a consultative nature. Mainly management systems, including computer systems. 1990 – Established Cape Bunkers (Pty) Ltd, a supplier of Marine Bunker Fuels and Lubricants.
2003 – 11 Senior Bunker trader with TRT Bunkers.
Worked for over 50 years of which at least 40 were in the Maritime Industry.
Now enjoying my hobbies – Philately & online share trading. DUNCAN NEIL STUART 1167 DUNCAN WALTER DURIE 1168 DUNHAM ROY PARKINS 1288 Deceased
Possibly same R. Dunham who sailed on the . ‘Lawhill’ as apprentice in 1945. DUNK JOHN CHARLES 171 DUNLOP ANDREW CARLETON 1464 Deceased 25/09/2002, DUNLOP JOHN WILLIAM 921 Reported deceased. DUNLOP-STEWART JANICE HEATHER 2880 First female cadet in the history of the . General Botha. Sailed with Unicorn before coming ashore with Safmarine Marine Division in 1997.
1997 married to Patrick Doyle, . Cadet #2879 1986.
2007 sailing own yacht around the world. DUNN MC MURDO 92 After . joined Bank Linke and in the ealry thirties joined Lago Oil & Transport as second Officer. Sailed Gulf of Mexico to aruba (West Inidies) and in the late thirties became Harbour Master of Aruba. Later returned to South Africa and became a Terminal Manager for an oil company. Retired in 1956 and died in 1963. DUNN PICKERING 89 After . went to sea as an apprentice with Bank Line. Ashore with Bank Line after obtaining 2/0’s certificate. At outbreak of WWII volunteered for the Royal Navy as a rating – higher pay than going on an officer’s course. While serving on a small ship in SCAPA Flow, he was persuaded to go on the Officer’s Course. Served on Russian convoys and then posted to the Far East, Burma, and at one time was an aide to General Montgomery as a Lieutenant-Commander. At the end of the war returned to South Africa with his family on the “Dominion Monarch” and spent 18 months assisting with de-mobilisation of South African servicemen. Then joined Mobil Oil (shore staff) and was with them until retirement at age 65. Finally joined . Navy as a civilian stationed at Klaver Campe (Signal School) as Transport Officer. Retired from . Navy after 8 years. Deceased 08/08/96. DUNN PETER JOHN 1633 DUNSCOMBE NICHOLAS PRETOR 1992 DURELL GAVIN 2438 Sailed with Safmarine and later came ashore into their Bulk Division. 2000 the Bulk Division was sold to a Greek owner and assumed the name . Marine Corporation. Later same year left and joined Island View Shipping.
2012 retired. DURHAM CONROY FRANK 1646 Ex British India and P&O Marine Surveyor. DUWE SIEGFRIED 2562 Sailed with Safmarine until obtaining Class One and then entered into the ministry in 1988. 1990 took charge of his own church in Bloemfontein and since then has been in charge of a men’s hostel, assistant at a Rehabilitation Centre, book keeping at headquarters, another church in Durban and then moved to Port Elizabeth. Developed a home for abused women and their children consisting of a three storey block of eighteen flats that was converted to cater for various ministries.
2005 manager of the Port Elizabeth branch of Independent Surveyors. Later joined the Transnet National Port Authority, initially on harbour tugs and 2008 on the harbour pilot tarining program. DWYER ERNEST HENRY 190 after Bothie apprenticed to Elder-Dempster Line. DWYER COLIN LAVER 1350 1946 – 1948 – Cadet with . & H. Sailed on . Lawhill, Plettenberg and the Agulhas.
1948 – 1949 – Ordinary Seman on the Dalia.
1949 – 1954 – Salied on the Foc’sle on numerous Australian owned ships.
1965 – 1972 – Third, second and Chief Officer with Broken Hill (Pty) Ltd Transport.
1972 – 1973 – Master with Malay States Shipping
1973 – 1974 – Marine Superintendent with SIMS Consolidated shipping in Sydney.
1974 – 1992 – Second and Chief Officer and Master with Broken Hill (Pty) LTd Transport. Sailed mainly on large bulk carriers in the coal and iron ore trades. Coastwise and Far East ports.
Frebruary 1992 – retired to enjoy a quite lfie in Newcastle NSW. DWYER PIERCE MICHAEL 427 DYER JOHN ALBAN HAMILTON 215 DYER ERNEST HENRY JOHN 428 DYER BERNARD JAMES KABLE 230 After Bothie apprenticed to Andre Weir Line. DYKE GLENDENNING BRUCE 1548 After . did his apprenticeship with Bullard King. Later sailed with Andrew Weir (Bank Line) and African Coasters. Resigned from African Coasters in 1961 after seving as Master on the . Border and the Barrier. He then joined .& H (Harbour Service) and retired from there in 1991 after serving as Assistant Port Captain. DYMOND RICHARD PAUL DRYDEN 380 Was in command of the HMSAS Protea in the Mediterranean in 1941. First Commanding Officer (Lieutenant Commander) of the . Navy’s first Frigate, HMSAS Good Hope in November 1944. Reported in “Old Salts” 1947/48. Was in command (Lieutenant Commander) of the Frigate HMSAS Natal on her ‘hush-most-secret’ dash to Annex Prince Edward and Marion Islands.
1950 received command of HMS Wessex from his Bothie shipmate, . Pomeroy (373), under whom she became HMSAS Jan van Riebeeck in the South African Navy.
Reported in “Both Watches” 1952 – December 1952 promoted to Captain, . Navy.
Reported in “Both Watches” 1953 – Officer Commanding (Captain) Salisbury Island Naval Base, Durban. EADINGTON JOHN 383 Born Nowshera, India, 15 January 1912. Son of Wiliam Eadington and Elizabeth. Ed, Aliwal North High School. Cadet Draft 1928-9. John Eadington joined the Thesen Line as Apprentice in 1930, and gained his Second Mate’s Certificate in 1934. He remained with the Thesen Line during the war and was serving as Chief Officer of the SS Harrier when she left Durban for Dar-es-Salaam and Mombasa on Sunday 6 June 1943. After the departure from Durban no further news was heard of the vessel, which was presumed to have been totally lost with all hands, due to enemy action. EAGLESTONE NORMAN RUSSELL 2389 Sailed as Deck Cadet and Radio Officer with Safmarine before joining the SABC in Johannesburg. Later relocated to USA.

Keighley lies at the confluence of the rivers Worth and Aire in Airedale , in the South Pennines . Its northern boundary is with Bradley and its southern limit is the edge of Oxenhope . To the west, the town advances up the hill to the suburb of Black Hill and in the east it terminates at the residential neighbourhoods of Long Lee and Thwaites Brow. The outlying northeastern suburb of Riddlesden is sometimes incorrectly referred to as a separate village, but is part of the town.

Peter Handford Trains Dans La NuitPeter Handford Trains Dans La NuitPeter Handford Trains Dans La NuitPeter Handford Trains Dans La Nuit