The Swiss cruise sticks in my mind because the Swiss girls bought all the Old Spice after shave from the ship’s shop thinking it was perfume. In 1922[1] the lifeboat went to the rescue of the SS Hopelyn which had run aground on Scroby Sands. How times have changed, the Dunera bridge wings were open to the elements, whereas today the bridge is air conditioned, and you don’t need wet weather gear to go on watch.

The above shows the white bars, which are ‘jacked’ back and forth to drive the propeller. [1] Over his 49 years of service he helped to rescue 1,188 people.[1].

Also during sea days we were expected to give half hour talks about the happenings on the bridge while at sea, these talks were to both first-class passengers and students.

In addition to our normal duties on board, plus ferrying passengers ashore in the lifeboats, we were expected to help entertain the students in the afternoons, during sea days. .

Light heartedly I used to refer to the log that was streamed aft, which was used to estimate our speed. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.) A bearing of the right-hand land mass and another on the left, and where they cross on the chart that’s where you were . We increased speed, but not enough to stop us coming in last.

[1], Billy Flemming served on the Gorleston lifeboat through the latter years of the 19th century, and spanning the first four decades of the 20th century. . . See Diagram: D011SA Fleming gear The number 2 lifeboat on a tanker would be The one thing I can say about my time in Dunera, is that I was never board . We moved the lever to what speed we wanted. .

This action was mirrored by the repeater in the engine room, and the duty engineer would acknowledge the order by working the engine room repeater telegraph and mimicking the order back to the bridge.

If we extended our stay in port, while at anchor, we would have a ‘regatta’ – teams of students would man the lifeboats and ‘row’ them around the ship in a race. [1], William Billy Flemming was born in Gorleston on Sea in 1865. As a pirate I used to carry a whip, which I could crack while shouting pirate slogans such as ‘Row you swabs!

The jokes always raised a laugh, the questions were nearly always the same, and it became enjoyable being able to speak to so many people from all walks of life. On one particular cruise it was a Catholic school cruise with many younger students – ten or eleven to fourteen years old, and the teachers were the nuns. were enjoying the sail until I cracked my whip and shouted for them to ‘Row, sisters!’ In the evenings we were expected to be around in full uniform to dance with the students – always a pleasure to comply with certain orders.

. So, tongue in cheek I would say that the end of the rope was tied to the quay in Southampton, and when we wanted to go home, we just hauled the rope in until we reached home. [1] He was in his late 50s when he became coxswain in 1922, a post he held until 1934. During his lifeboat career Billy had been involved in many services of note. . The idea was that the ‘rocket’ shaped item, which is called a rotator, would be towed behind the ship and spin so registering our speed. Today’s bridge is all enclosed with repeater computer controls at the centre, and on each bridge wing. The nuns, dressed in their black habit ‘uniform’ and a smaller version of the cornette, the traditional nun’s head gear, (something like the headgear in this picture).

At times we used the echo sounder, and then cross checked with the lead line!

. The lifeboat Kentwell was unsuccessful in her efforts to get the crew of 24 from the SS Hopelyn to safety after damaging the lifeboat against the hull of the Hopelyn. .

Most afternoons were free for the students, lessons being held in the morning on sea days. faster, faster!’ and other such niceties. this system has worked very well for centuries. The only difference is that they didn’t use oars, because the lifeboats had ‘Fleming Gear’, which is a handle by each seat so that the passenger pulls the handle back and forth and a shaft drives a propeller. Today the officer on the bridge controls the engine, whereas we used to use a telegraph to communicate with the engine room. I had to remember to use a different brand of after shave for myself, just in case she thought I was using perfume! Blocks and falls used as lifeboat gear must be designed with a minimum safety factor of _____ 6, based on the maximum working load ... Fleming gear In illustration D011SA, number 1 operates the _____.

So we tried this to get everyone in time . . [1] Flemings 49 year career with the lifeboat service was marked by courageous acts that placed second only to Henry Blogg of Cromer, in the list of Norfolk’s most decorated lifeboat men. We did have primitive RADAR – compared to today’s RADAR – and an echo sounder, and a lead line for obtaining how deep the water was close to land. The groups were quite small because we couldn’t allow too many at one time, because this would interfere with the operation of the bridge. For me it was very disconcerting to dance with an attractive girl smelling of after shave. the beginning of another cruise for us. Over the space of five years, Billy Fleming attained a full set of the RNLI’s awards for gallantry. . In 1926[1] he was awarded a Bronze medal for the rescue of four seamen from the Ketch Henrietta. Later I was called to see the Captain and ‘asked’ not to become too enthusiastic when shouting at the nuns, because they were also on their holiday. We used our eyes, and took bearings of prominent points of land.

I could take a hint. In 1965 we didn’t have computers, satellite communications, and we definitely didn’t have Satnav or GPS. I was quite surprised when all three bowed and grabbed a handle and started jacking it backwards and forwards. He lived for most of his life in Pavilion Road,[2] Gorleston, just a small distance from the Lifeboat station. He would win the gold medal of the Royal National Lifeboat Institution, the silver medal, the bronze medal three times, and the George Cross.

All BI deck & engine room crews came from India. Passengers had been shown or told of how the system worked. I made sure to stay away from the girls with hockey sticks, out of respect for my ankles. The students ranged from eleven years of age, to late teens and early twenties. The only difference is that they didn’t use oars, because the lifeboats had ‘Fleming Gear’, which is a handle by each seat so that the passenger pulls the handle back and forth and a shaft drives a propeller.

William George Fleming[1] GC (1865–1954) was a famous lifeboatman from Gorleston on the east coast of Norfolk, England. In 1927[1] he received a Silver medal for the part the lifeboat played in the rescue of the Dutch Oil Tanker SS Georgia. A simple system that worked well. The catering staff for the Europeans were from Goa, because they were mostly catholic, which helped, because we didn’t have the religious food restrictions due to pork or beef.

. A blue "heritage" plaque to commemorate William G. Fleming GC was unveiled on Monday, 23 October 2017 at No 11 Pavilion Road, Gorleston, where he lived whilst serving as coxswain. He joined the crew of the Great Yarmouth and Gorleston lifeboat in the mid-1880s.

I did sail with a Swiss school cruise where some of the students were a little older than me. | Report other issues | © UK Parliament, The PRESIDENT of the BOARD of TRADE (Sir Philip Cunliffe-Lister). The rotator would be spinning below the surface on the end of a rope.

The Swiss cruise sticks in my mind because the Swiss girls bought all the Old Spice after shave from the ship’s shop thinking it was perfume. In 1922[1] the lifeboat went to the rescue of the SS Hopelyn which had run aground on Scroby Sands. How times have changed, the Dunera bridge wings were open to the elements, whereas today the bridge is air conditioned, and you don’t need wet weather gear to go on watch.

The above shows the white bars, which are ‘jacked’ back and forth to drive the propeller. [1] Over his 49 years of service he helped to rescue 1,188 people.[1].

Also during sea days we were expected to give half hour talks about the happenings on the bridge while at sea, these talks were to both first-class passengers and students.

In addition to our normal duties on board, plus ferrying passengers ashore in the lifeboats, we were expected to help entertain the students in the afternoons, during sea days. .

Light heartedly I used to refer to the log that was streamed aft, which was used to estimate our speed. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.) A bearing of the right-hand land mass and another on the left, and where they cross on the chart that’s where you were . We increased speed, but not enough to stop us coming in last.

[1], Billy Flemming served on the Gorleston lifeboat through the latter years of the 19th century, and spanning the first four decades of the 20th century. . . See Diagram: D011SA Fleming gear The number 2 lifeboat on a tanker would be The one thing I can say about my time in Dunera, is that I was never board . We moved the lever to what speed we wanted. .

This action was mirrored by the repeater in the engine room, and the duty engineer would acknowledge the order by working the engine room repeater telegraph and mimicking the order back to the bridge.

If we extended our stay in port, while at anchor, we would have a ‘regatta’ – teams of students would man the lifeboats and ‘row’ them around the ship in a race. [1], William Billy Flemming was born in Gorleston on Sea in 1865. As a pirate I used to carry a whip, which I could crack while shouting pirate slogans such as ‘Row you swabs!

The jokes always raised a laugh, the questions were nearly always the same, and it became enjoyable being able to speak to so many people from all walks of life. On one particular cruise it was a Catholic school cruise with many younger students – ten or eleven to fourteen years old, and the teachers were the nuns. were enjoying the sail until I cracked my whip and shouted for them to ‘Row, sisters!’ In the evenings we were expected to be around in full uniform to dance with the students – always a pleasure to comply with certain orders.

. So, tongue in cheek I would say that the end of the rope was tied to the quay in Southampton, and when we wanted to go home, we just hauled the rope in until we reached home. [1] He was in his late 50s when he became coxswain in 1922, a post he held until 1934. During his lifeboat career Billy had been involved in many services of note. . The idea was that the ‘rocket’ shaped item, which is called a rotator, would be towed behind the ship and spin so registering our speed. Today’s bridge is all enclosed with repeater computer controls at the centre, and on each bridge wing. The nuns, dressed in their black habit ‘uniform’ and a smaller version of the cornette, the traditional nun’s head gear, (something like the headgear in this picture).

At times we used the echo sounder, and then cross checked with the lead line!

. The lifeboat Kentwell was unsuccessful in her efforts to get the crew of 24 from the SS Hopelyn to safety after damaging the lifeboat against the hull of the Hopelyn. .

Most afternoons were free for the students, lessons being held in the morning on sea days. faster, faster!’ and other such niceties. this system has worked very well for centuries. The only difference is that they didn’t use oars, because the lifeboats had ‘Fleming Gear’, which is a handle by each seat so that the passenger pulls the handle back and forth and a shaft drives a propeller. Today the officer on the bridge controls the engine, whereas we used to use a telegraph to communicate with the engine room. I had to remember to use a different brand of after shave for myself, just in case she thought I was using perfume! Blocks and falls used as lifeboat gear must be designed with a minimum safety factor of _____ 6, based on the maximum working load ... Fleming gear In illustration D011SA, number 1 operates the _____.

So we tried this to get everyone in time . . [1] Flemings 49 year career with the lifeboat service was marked by courageous acts that placed second only to Henry Blogg of Cromer, in the list of Norfolk’s most decorated lifeboat men. We did have primitive RADAR – compared to today’s RADAR – and an echo sounder, and a lead line for obtaining how deep the water was close to land. The groups were quite small because we couldn’t allow too many at one time, because this would interfere with the operation of the bridge. For me it was very disconcerting to dance with an attractive girl smelling of after shave. the beginning of another cruise for us. Over the space of five years, Billy Fleming attained a full set of the RNLI’s awards for gallantry. . In 1926[1] he was awarded a Bronze medal for the rescue of four seamen from the Ketch Henrietta. Later I was called to see the Captain and ‘asked’ not to become too enthusiastic when shouting at the nuns, because they were also on their holiday. We used our eyes, and took bearings of prominent points of land.

I could take a hint. In 1965 we didn’t have computers, satellite communications, and we definitely didn’t have Satnav or GPS. I was quite surprised when all three bowed and grabbed a handle and started jacking it backwards and forwards. He lived for most of his life in Pavilion Road,[2] Gorleston, just a small distance from the Lifeboat station. He would win the gold medal of the Royal National Lifeboat Institution, the silver medal, the bronze medal three times, and the George Cross.

All BI deck & engine room crews came from India. Passengers had been shown or told of how the system worked. I made sure to stay away from the girls with hockey sticks, out of respect for my ankles. The students ranged from eleven years of age, to late teens and early twenties. The only difference is that they didn’t use oars, because the lifeboats had ‘Fleming Gear’, which is a handle by each seat so that the passenger pulls the handle back and forth and a shaft drives a propeller.

William George Fleming[1] GC (1865–1954) was a famous lifeboatman from Gorleston on the east coast of Norfolk, England. In 1927[1] he received a Silver medal for the part the lifeboat played in the rescue of the Dutch Oil Tanker SS Georgia. A simple system that worked well. The catering staff for the Europeans were from Goa, because they were mostly catholic, which helped, because we didn’t have the religious food restrictions due to pork or beef.

. A blue "heritage" plaque to commemorate William G. Fleming GC was unveiled on Monday, 23 October 2017 at No 11 Pavilion Road, Gorleston, where he lived whilst serving as coxswain. He joined the crew of the Great Yarmouth and Gorleston lifeboat in the mid-1880s.

I did sail with a Swiss school cruise where some of the students were a little older than me. | Report other issues | © UK Parliament, The PRESIDENT of the BOARD of TRADE (Sir Philip Cunliffe-Lister). The rotator would be spinning below the surface on the end of a rope.

The Swiss cruise sticks in my mind because the Swiss girls bought all the Old Spice after shave from the ship’s shop thinking it was perfume. In 1922[1] the lifeboat went to the rescue of the SS Hopelyn which had run aground on Scroby Sands. How times have changed, the Dunera bridge wings were open to the elements, whereas today the bridge is air conditioned, and you don’t need wet weather gear to go on watch.

The above shows the white bars, which are ‘jacked’ back and forth to drive the propeller. [1] Over his 49 years of service he helped to rescue 1,188 people.[1].

Also during sea days we were expected to give half hour talks about the happenings on the bridge while at sea, these talks were to both first-class passengers and students.

In addition to our normal duties on board, plus ferrying passengers ashore in the lifeboats, we were expected to help entertain the students in the afternoons, during sea days. .

Light heartedly I used to refer to the log that was streamed aft, which was used to estimate our speed. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.) A bearing of the right-hand land mass and another on the left, and where they cross on the chart that’s where you were . We increased speed, but not enough to stop us coming in last.

[1], Billy Flemming served on the Gorleston lifeboat through the latter years of the 19th century, and spanning the first four decades of the 20th century. . . See Diagram: D011SA Fleming gear The number 2 lifeboat on a tanker would be The one thing I can say about my time in Dunera, is that I was never board . We moved the lever to what speed we wanted. .

This action was mirrored by the repeater in the engine room, and the duty engineer would acknowledge the order by working the engine room repeater telegraph and mimicking the order back to the bridge.

If we extended our stay in port, while at anchor, we would have a ‘regatta’ – teams of students would man the lifeboats and ‘row’ them around the ship in a race. [1], William Billy Flemming was born in Gorleston on Sea in 1865. As a pirate I used to carry a whip, which I could crack while shouting pirate slogans such as ‘Row you swabs!

The jokes always raised a laugh, the questions were nearly always the same, and it became enjoyable being able to speak to so many people from all walks of life. On one particular cruise it was a Catholic school cruise with many younger students – ten or eleven to fourteen years old, and the teachers were the nuns. were enjoying the sail until I cracked my whip and shouted for them to ‘Row, sisters!’ In the evenings we were expected to be around in full uniform to dance with the students – always a pleasure to comply with certain orders.

. So, tongue in cheek I would say that the end of the rope was tied to the quay in Southampton, and when we wanted to go home, we just hauled the rope in until we reached home. [1] He was in his late 50s when he became coxswain in 1922, a post he held until 1934. During his lifeboat career Billy had been involved in many services of note. . The idea was that the ‘rocket’ shaped item, which is called a rotator, would be towed behind the ship and spin so registering our speed. Today’s bridge is all enclosed with repeater computer controls at the centre, and on each bridge wing. The nuns, dressed in their black habit ‘uniform’ and a smaller version of the cornette, the traditional nun’s head gear, (something like the headgear in this picture).

At times we used the echo sounder, and then cross checked with the lead line!

. The lifeboat Kentwell was unsuccessful in her efforts to get the crew of 24 from the SS Hopelyn to safety after damaging the lifeboat against the hull of the Hopelyn. .

Most afternoons were free for the students, lessons being held in the morning on sea days. faster, faster!’ and other such niceties. this system has worked very well for centuries. The only difference is that they didn’t use oars, because the lifeboats had ‘Fleming Gear’, which is a handle by each seat so that the passenger pulls the handle back and forth and a shaft drives a propeller. Today the officer on the bridge controls the engine, whereas we used to use a telegraph to communicate with the engine room. I had to remember to use a different brand of after shave for myself, just in case she thought I was using perfume! Blocks and falls used as lifeboat gear must be designed with a minimum safety factor of _____ 6, based on the maximum working load ... Fleming gear In illustration D011SA, number 1 operates the _____.

So we tried this to get everyone in time . . [1] Flemings 49 year career with the lifeboat service was marked by courageous acts that placed second only to Henry Blogg of Cromer, in the list of Norfolk’s most decorated lifeboat men. We did have primitive RADAR – compared to today’s RADAR – and an echo sounder, and a lead line for obtaining how deep the water was close to land. The groups were quite small because we couldn’t allow too many at one time, because this would interfere with the operation of the bridge. For me it was very disconcerting to dance with an attractive girl smelling of after shave. the beginning of another cruise for us. Over the space of five years, Billy Fleming attained a full set of the RNLI’s awards for gallantry. . In 1926[1] he was awarded a Bronze medal for the rescue of four seamen from the Ketch Henrietta. Later I was called to see the Captain and ‘asked’ not to become too enthusiastic when shouting at the nuns, because they were also on their holiday. We used our eyes, and took bearings of prominent points of land.

I could take a hint. In 1965 we didn’t have computers, satellite communications, and we definitely didn’t have Satnav or GPS. I was quite surprised when all three bowed and grabbed a handle and started jacking it backwards and forwards. He lived for most of his life in Pavilion Road,[2] Gorleston, just a small distance from the Lifeboat station. He would win the gold medal of the Royal National Lifeboat Institution, the silver medal, the bronze medal three times, and the George Cross.

All BI deck & engine room crews came from India. Passengers had been shown or told of how the system worked. I made sure to stay away from the girls with hockey sticks, out of respect for my ankles. The students ranged from eleven years of age, to late teens and early twenties. The only difference is that they didn’t use oars, because the lifeboats had ‘Fleming Gear’, which is a handle by each seat so that the passenger pulls the handle back and forth and a shaft drives a propeller.

William George Fleming[1] GC (1865–1954) was a famous lifeboatman from Gorleston on the east coast of Norfolk, England. In 1927[1] he received a Silver medal for the part the lifeboat played in the rescue of the Dutch Oil Tanker SS Georgia. A simple system that worked well. The catering staff for the Europeans were from Goa, because they were mostly catholic, which helped, because we didn’t have the religious food restrictions due to pork or beef.

. A blue "heritage" plaque to commemorate William G. Fleming GC was unveiled on Monday, 23 October 2017 at No 11 Pavilion Road, Gorleston, where he lived whilst serving as coxswain. He joined the crew of the Great Yarmouth and Gorleston lifeboat in the mid-1880s.

I did sail with a Swiss school cruise where some of the students were a little older than me. | Report other issues | © UK Parliament, The PRESIDENT of the BOARD of TRADE (Sir Philip Cunliffe-Lister). The rotator would be spinning below the surface on the end of a rope.

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