Winter 2012 - The Silver Falcons

Honor, integrity, pride, fellowship — The rEAL Flight Crew!
The Official Newsletter of The Silver Falcons
Volume 16, Number 1
www.silverfalcons.com
Winter 2012
The Passing of the Gavel
Outgoing President Hank Sanak passing the gavel to our 2012 President elect Joe Wolbert at the San Antonio
Convention. Joe becomes the ninth Silver Falcon to assume the position of President following Hank Sanak, Ron
Shoop, Bill Vaden, Jim Holder, Paul Fischer, Doyne Langrell, Dick Borrelli, and Joe Zito. With Phil and Mary
Hutchinson, Collins Bomar, and Don Teel serving on the Board with him we should have another spectacular year.
We are fortunate to have such a talented Board of Directors! Good luck, lady and gentlemen!
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Ladies and Gentlemen of The Silver Falcons,
Since I received the gavel from Hank Sanak in San
Antonio after a hard fought campaign, I’m still
wondering what it really was that got me elected as
your new Silver Falcons President. Maybe it was the
sweater vest after all. Some say the campaign slogan,
“I never met a Silver Falcon I didn’t like”, turned the
tide.
P.O. Box 71372
Newnan, GA
30271
Sorry, I’ve been reading too much of Ann Coulter’s stuff!!
Board of Directors
Joe Wolbert, President
Tel: (770) 345-0466
[email protected]
Collins Bomar, Director
Tel: (770) 956-8844
[email protected]
Phil Hutchinson, Vice President
Tel: (770) 886-6189
[email protected]
Dick Borrelli, Newsletter Editor
Tel: (770) 254-1748
Fax: (770) 254-0179
[email protected]
Stuart Hughes, Database
Coordinator
Tel: (770) 229-2784
[email protected]
Mary Hutchinson, Secretary
Tel: (770) 886-6189
[email protected]
Sandy McCulloh, E-Mail Editor
Tel: (770) 491-0727
[email protected]
Don Teel, Director
Tel: (770) 775-4783
[email protected]
Joe Zito, Financial Officer
Tel: (770) 252-0761
Fax: (770) 252-0758
Cell: (678) 523-1235
[email protected]
The opinions expressed in The rEAL Word are the opinions of individual members
and do not express the opinions of the BOD or the organization.
Newsletter layout by KFD&P; 770 474-1953; [email protected]
The Silver Falcons is a group of former Eastern Airlines Pilots and Flight
Attendants who honored the picket line in 1989. It is incorporated and registered
as a nonprofit organization in the State of Georgia. The Silver Falcons is also
registered as a tax-exempt organization with the IRS.
Dues are $30 per year for Charter Members and Family Members. A life
membership may be purchased for $600. Dues and all correspondence should be
mailed to: The Silver Falcons, P.O. Box 71372, Newnan, GA 30271.
A quarter page ad for one year (Four issues) is $250. A half page ad, either
horizontal or vertical, is $500 a year. Every attempt will be made to put these ads on
the outside of the page rather than toward the middle. The back cover and the inside
of the front cover will be offered for full page ads only and will cost $1000 a year. If
you have a special event that needs attention for a short time, we will accept single
issue ads at $62.50 for a quarter page, $125 for a half page, and $250 for a full page
(If available). We will not decrease the content of the newsletter, but will increase
its size to accommodate our advertisers. Every attempt will be made to insure that
there is no more than one ad per page. The editor will have the right to reject any
ad that he deems objectionable, although we do not anticipate this as a problem. All
ads must be in black and white since we do not have color capability at this time.
It will be the responsibility of the advertiser to supply a print-ready ad to the editor
at least 30 days prior to publication of the newsletter. Every effort will be made to
accommodate any specific requests you may have.
Publication dates are January 15, April 15, July 15, and October 15 each year. All
materials can be mailed to The Silver Falcons, P.O. Box 71372, Newnan, GA 30271,
or contact Dick Borrelli at this address, by fax at (770) 254-0179, or by E-Mail at
[email protected] if you plan to participate. Deadline for ads is at least 30
days prior to the publication dates stated above.
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The rEAL Word | Winter 2012
Here we are beginning a New Year and I’m still wondering, not about
the election, but what it is that brings Eastern people together after
twenty three years without Eastern. We meet in groups all over the
country, formally and casually, for what reason?
In search for reasons I decided to finish the second half of Robert
Serling’s ‘From the Captain to the Colonel’; I say second half because
I started it quite a few years ago and found an Eastern boarding pass as
a bookmark. It was published in 1980 so the story had a happy ending
and we lived happily ever….wait a minute, not so fast. The book is
an easy read with some errors and quite a few omissions—the most
obvious being you. I remember how many of the Eastern commercials
included their employees and counted them as assets but the historians
have chosen to ignore us. One must carefully read between the lines
of any Eastern Air Lines history to just to begin to see that you made
a wonderful contribution to Eastern and the airline industry overall.
Except for a few celebrities, EAL history seems to be about Captains
and Colonels and not about your commitment. Some say, we were
paid to do the job and that should suffice. I don’t see it that way and
I don’t think you do either; the story of our part in Eastern Air Lines
must be told. Your dedication to Eastern Air Lines is, perhaps, the most
meaningful of reasons that we assemble as we have for the past 23years.
At some informal websites we can find very interesting and sentimental
anecdotes and, I believe, Silver Falcons can begin to organize those
memories and articulate what it was that made us so proud of EAL
in the first place. 2012 may be the year to begin. We witnessed
examples of good leadership, dedication, kindness and ‘beyond-thecall’ performance every day at EAL. And we had a fun time as well. In
your post-Eastern careers you carried that spirit with you. I don’t have
to ask, I know you did. This same spirit, to me, brings us all together,
year after year, in various groups around the country and gives me the
honor to serve as Silver Falcons President.
What can we do in the New Year to bring the Silver Falcons a little
closer together? Here are some thoughts to be included on the January
10, 2012 agenda of your Board of Directors meeting.
Utilize Facebook, Yahoogroups or any medium to bring our group
together through out the year. Joining up with other Silver Falcons at
events around the country; Reno, Oshkosh, etc.
Encourage the informal EAL pilot and F/A groups to join Silver
Falcons.
Encourage family members to join SF.
Bring the younger EAL guys & gals “home” to Silver Falcons. Many
are still employed at other airlines but consider Eastern their spiritual
base.
Flight Attendants enjoy full membership now; we look forward to their
full participation.
Plan informal get-togethers similar to the Flt Ops picnic at Eagles
Landing; hanger parties, lawn parties etc. and include other groups such
as the crew schedulers, gate agents
2012 Christmas Party
Dec 7 • Petit Auberge
Save the date!
Invite membership’s personal tales of EAL to record their contribution
to a great airline.
I am looking forward to an exciting year for the Silver Falcons and
working with Philip Hutchinson as VP, Mary Hutchinson, secretary,
Don Teel and Collins Bomar as your Directors.
Our convention will come early this year, Savannah in August. Stay
tuned!
My appreciation continues to grow for Dick Borrelli, Joe Zito, Sandy
McCulloch and many others that have carried the ‘heavy end’ of the
Silver Falcons load for a long time. Many thanks and…..
Thanks for the gavel, Hank !!
— Joe Wolbert, President
If you have not yet paid your 2012
dues you are now delinquent!
Don’t forget—Dues are now $30!
WEB NEWS: The Silver Falcons are now on
Facebook. Simply search “The Silver Falcons” on
Facebook to bring up the site.
https://www.facebook.com/#!/
groups/244575222281286/
The official Silver Falcons web site will be updated
in January. Check out the new movie!
Mark your calendar!
Our 2012 Convention will be in
Savannah, Georgia • August 23-26
See pages 4-7.
This ought to be a great gathering. Savannah is one of the most magnificent party and historical cities in the
south. A sign up sheet will be included in the January newsletter. Since this is our earliest convention ever,
we will need your commitment in a timely manner. Call 912-233-7722 or 800-285-0398 for reservations
before Monday, August 1, 2012. Be sure to mention The Silver Falcons Convention.
Help Us Complete
Our E-mail List
We currently do not have E-Mail addresses
for the following members. If you currently
have an E-Mail address or if you have
recently changed your E-Mail please let us
know.
Sandy McCulloh,
[email protected]
Joe Zito, [email protected]
Dick Borrelli, [email protected]
Tim Ashbaugh
Mal Bennett
Paul Blymyer
Don Bonner
Arthur Buckley
Raymond Burke
Ron Busch
James Cobb
Jack Coleman
Robert Cook
Sharon Crisal
Walter Cwian
Wayne Dailey
Robert Dawson
Dan Dibble
Richard Distel
Donald Dodson
Kitty Drawdy
Robert Drawdy
Hank Finelli
Jerry Finley
Jerry Fradenburg
Fred Garcia
Robert Giuliano
John Gotta
William Grieme
Russell Hanley
G. Kirk Hansen
Jeanie Hansen
Chris Head
John Knepper
Janet Lane
Bruce Larsen
Jim Lauderdale
Linda Lauderdale
Carol Lindner
Lawrence Link
Dustin Madala
Chuck Maner
Ken Mattis
Roy McLeod
Arvil Miller
Lee Mingus
Robert Myers
Gordon Nelson
Charlie Newcomer
Dan Page
Vance Riley
John Roche
Janice Rogers
Pete Scott
Robert Stephens
Jim Stewart
John Sullivan
W. Symmes
Gene Terrell
Lindsay Trax
J. Vandersluis
Paul Ward
John Watson
Robert Wilbur Jr.
Donald Witt
Kenneth Wolters
Thomas Young Jr.
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2012 Convention
SILVER FALCONS Accommodations
Marriott Savannah Riverfront
The Savannah Marriott Riverfront is very excited to have the
opportunity to host the Silver Falcons. By choosing the Marriott,
you ensure that your event will be successful and memorable to
your attendees.
Savannah…oak trees with Spanish moss, historic architecture,
garden courtyards and an international seaport. Experience eclectic
and coastal cuisine, unique shops and boutiques, diverse culture
and festive nightlife. Overlooking it all—the Savannah Marriott
Riverfront.
You will appreciate
• A professional and responsive sales and convention services team
• 391 rooms, including 46 suites and Riverview rooms
• Riverfront venues and flexible space
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•
•
•
•
•
•
36,000 square feet of total space
Atrium overlooking the River
13 breakout rooms, 2 boardrooms
14,860 square foot ballroom, divisible into 5 sections
Marriott Rewarding Events
Motivated and enthused attendees
Your attendees will appreciate
• Genuine, warm and welcoming attitude of our entire staff
• Spacious and newly appointed rooms
• Outstanding catered events and service
• Complimentary business center and fitness center
• The Magnolia Spa, our luxurious full service spa
• Concierge services (information, reservations, golf, tennis, tours)
• And you!
More about Marriott Savannah Riverfront
Savannah’s Largest Convention Hotel
Conveniently located in Historic Downtown Savannah, connected
to world famous River Street, overlooking the Savannah River.
Guestroom Accommodations
Total Number of Rooms.............................................................391
Number of Floors............................................................................8
Handicapped Facilities................................................................Yes
Concierge....................................................................................Yes
Number of Suites..........................................................................46
Number of Kings........................................................................222
Number of Dbl/Dbl’s .................................................................123
Non-Smoking..............................................................................356
Meeting and Function Space
Total Number of Square Feet.................................................36,000
Square Footage of Largest Room..........................................14,860
Number of Meeting Rooms..........................................................17
Number of Board Rooms................................................................2
Parking Facilities
Total Number of Parking Spaces . . . 600
(Combination of garage, deck and open air parking)
Business Center
24 hour access, self service business center featuring Microsoft
Windows, high-speed internet access (both wired and wireless),
laser printer, laptop station and outgoing fax.
Lounge and Restaurants
The Atrium LoungeLocated in our soaring Atrium lobby. Enjoy your favorite drinks
and an eclectic menu while watching international ships sail in and
out of port.
The Magnolia
A luxurious full-service
European Spa with a
variety of massage and
health services to relax and
rejuvenate.
Recreational Amenities
An indoor pool, whirlpool,
outdoor pool and fitness
facility are available to all
guests on a complimentary
basis. Championship golf,
tennis and water sports are
nearby.
Nearby Attractions
• Horse-drawn carriage
tours, trolley tours and
walking tours
• Mighty 8th Air Force Heritage Museum
• “The Book” Tour - “Midnight in the Garden of Good and Evil”
• Haunted Pub Tours and Ghost Walks
• Antique and Vintage Shopping, Numerous Art Galleries and
Museums
• Savannah River Queen Excursions
• Fort Jackson and Fort Pulaski
• Tybee Island Beach, Casino and Dolphin Cruises
Blue
Riverfront café overlooking the Savannah River. Serves a full
American or Continental breakfast buffet each morning; lunch and
dinner, a la carte.
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2012 Convention
SILVER FALCONS Spousal Luncheon
August 25, • The Olde Pink House
Savannah’s Olde Pink House was so named for the beautiful shade
of “pink” stucco, which covers its old brick. This Georgian mansion
was built in 1789 for James Habersham Jr., one of Savannah’s most
important early cotton factors and founding-family members.
The lot was originally a land grant from the British Crown. The
building is a fine example of colonial architecture, and one of the
few buildings to survive the fire of 1796. Of particular interest is
the Greek portico with a beautiful Palladian window above. The
fanlight over the front door is one of the oldest in Georgia. The
interior features a lovely but simple Georgian stairway.
The Bolton family, sister and brother-in law of architect William
Jay, occupied the house from 1804 to 1812. Between 1812 and
1865, the house was home to the Planter’s Bank and First Bank of
Georgia. It also served as headquarters for Union General Zebulon
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The rEAL Word | Winter 2012
York in 1865. One of the early restorations, it is now home to an
elegant restaurant and cellar tavern beneath. The restaurant is well
known for their romantic dinners.
The Olde Pink House is popular destination for Savannah ghost
hunters. Patrons of this restaurant and tavern claim to have found
themselves in conversation with James Habersham Jr., who
supposedly hanged himself in the basement in 1799. It is said that
his restless spirit frequently
wonders around his old home
on quiet Sunday afternoons.
SILVER FALCONS Golf Tournament
August 24, • Southbridge Golf Club
When legendary golf architect Rees Jones decided to work his magic in the Georgia
woodlands, the result was Southbridge Golf Club in Savannah, GA. Southbridge has long
been the most acclaimed golf course in Savannah, due to Jones’s strategic placement
of water with a design set on a densely wooded tract of Georgia pines and oaks. Large
undulating greens are protected. The 18-hole “Southbridge” course at the Southbridge Golf
Club facility in Savannah, Georgia features 6,990 yards of golf from the longest tees for
a par of 72. The course rating is 73.8 and it has a slope rating of 134 on Bermuda grass.
Designed by Rees Jones, ASGCA, the Southbridge golf course opened in 1989. HMS Golf manages this facility, with Chris Thompson as
the Director of Golf.
The green fee for the golf tournament this year will be $55.00 and includes golf cart and box lunch. Bill Frank will be the Golf Chairman.
Please send your check made out to “The Silver Falcons” to Hank Sanak, 2035 Castle Lake Drive, Tyrone GA 30290. Green fees must be
received by August 1.
SILVER FALCONS Early Arrival Dinner
August 23, • Boar’s Head Tavern
Boar’s Head Grill & Tavern, Savannah’s first
restaurant on Historic River Street, has been
a favorite for locals and tourists the past 35
years. Locally owned and operated by Chef Philip
& Charlene Branan, Boar’s Head offers casual,
riverfront dining in a unique restored cotton
warehouse built in the 1800’s. Specializing in
the finest USDA aged steaks, chops, live Maine
lobster, local seafood and sinfully delicious deserts,
Chef Branan caters to every diners needs. Relax and unwind with
your favorite cocktails before and after dinner in our Tavern with
a spectacular view of the Savannah River. Remind the bartender to
ring the bell when you see “A Ship Pass By”!
History Of The Building
With visions of establishing a
lush settlement in Georgia‘s
mild climate, General James
Oglethorpe sailed up the
Savannah River in 1733 and
set his sights on a landing that beckoned not only commerce, but
Old World romance that would last for generations.
Today, Oglethorpe‘s Old World romance is still alive in an old
cotton warehouse that boasts fine southern cuisine and a hospitable
staff.
Towering above a glorious ballastone pathway, within an arms
reach of massive freighters that glide along the river, The Boars
Head Restaurant combines the ambiance of a
fine dining establishment with authentic 18th and
19th century architecture. A portion of this unique
warehouse was constructed in 1780 and helped
establish Savannah as one of the world‘s largest
headquarters for cotton trade.
Cherished by locals and greatly heralded by visitors,
The Boars Head Restaurant offers you the chance
to relive Oglethorpe‘s Landing, dine by candlelight and marvel
at the rustic 18th century craftsmanship that has been so carefully
preserved.The Mayflower of Georgia was the Good Ship Anne,
privately owned by Charleston merchant Samuel Wragg and
commanded by Captain John Thomas. This 200 ton frigate was 74
feet long and 29 feet wide. It took 57 days to cross the Atlantic and
after a short stay at the Port Royal, South Carolina, the 114 colonists
were brought up the Savannah River where they disembarked at
Yamacraw Bluff on February 12, 1733.
Owner/ChefPhilip and Charlene Branan
Chef Philip Branan began his culinary career at
the age of 15 working in Savannah restaurants.
after graduating in 1984 from The Culinary
Institute of America in Hyde Park, New York,
Philip was part of the opening team at the prestigious Ritz Carlton
of Naples, Florida. He then spent ten years in south Florida as an
executive chef with Cuisine Management restaurants. Chef Philip
returned to his roots in 1998 to renovate The Boar’s Head Grill &
Tavern and continue a Savannah tradition since 1959.
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2012 Convention
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The rEAL Word | Winter 2012
A Flight Attendant’s View
An anonymous flight attendant recently posted an open letter “to
the flying public” on the Internet:
“We’re sorry we have no pillows. We’re sorry we’re out of
blankets. We’re sorry the airplane is too cold. We’re sorry the
airplane is too hot. We’re sorry the overhead bins are full.... We’re
sorry that’s not the seat you wanted. We’re sorry there’s a restless
toddler/overweight/offensive-smelling passenger seated next to
you.... We’re sorry that guy makes you uncomfortable because he
‘looks like a terrorist....’ “
This sorry state of affairs ends with an admonition: “The glory days
of pillows, blankets, magazines, and a hot meal for everyone are
long gone. Our job is to get you from point A to point B safely and
at the cheapest possible cost to you and the company.”
imparted a mixed message of flirtation and personal indenture.
Advertising for National Airlines had Debbie/Cheryl/Karen cooing
“Fly Me” (or, even less ambiguously, “I’m going to fly you like
you’ve never been flown before”), and Continental claimed “We
Really Move Our Tails for You.”
Braniff coyly asked “Does your wife know you’re flying with us?”
and Pacific Southwest Airlines stressed the advantage of an aisle
seat, the better to see its miniskirted workforce. Male passengers
were assumed to be overgrown frat boys: Eastern Air Lines actually
provided them with little black books to collect stewardesses’
phone numbers.
The transformation
We shall now observe a moment of silence for the golden age of
travel, those madcap, “Mad Men” days when airplanes had piano
bars and carved-at-your-seat chateaubriand, when the cabin crew
was dressed by Emilio Pucci and the passengers dressed up too,
when men were men and flight attendants were stewardesses.
From a feminist perspective, it was progress when flight attendants
won the right to gain a few pounds, to let their hair go gray, to be
pregnant, or to have a Y chromosome: The Civil Rights Act of
1964 insisted that men could do the job too, thus making a little full
circle back to those early cabin boys.
A recruiting ad from that time seems quaintly antediluvian: “To
most passengers, their stewardess is National Airlines. So we are
looking for young ladies who have a flair for making people happy,
young ladies with just the right blend of friendliness, competence
and poise.”
Fishnet stockings and hot pants were replaced by androgynous
pantsuits. But as the dress code changed, so did the up-in-the-air
experience. Air travel became democratic and accessible. The
800 million of us who pass through U.S. airports every year now
comprise a remote and motley crew. We book our flights online,
check in at kiosks, board in T-shirts and flip-flops, and withdraw
under headsets and earbuds.
Quite a departure from Steven Slater, the irate JetBlue attendant
who famously announced “I’m done” and fled down his plane’s
emergency chute last year, or the Slater manqué I encountered on
a flight I took shortly after having rotator cuff surgery: I asked him
to help put my carry-on in the overhead compartment and was told,
“That’s not part of my job.”
How it began
The changing dynamic of airline service seems to parallel the
shifting role of airline personnel, whatever they’re called.
In the earliest days of commercial flight, there were teenage “cabin
boys,” and the first female stewardesses had to be registered nurses.
(Such know-how would have been most welcome several years ago
when, en route to Rome, I cleverly gave myself food poisoning
from a homemade doggie bag. It’s bad, very bad, when you hear
“Is there a doctor on board?” over the loudspeaker and realize it’s
for you.)
Dressed in hospital whites or military-style uniforms, a “sky girl”
of the 1930s not only served meals and soothed nerves but also
sometimes helped refuel the plane or bolt the seats to the floor,
according to the 2009 book “Flying Across America: The Airline
Passenger Experience by Daniel L. Rust.”
When World War II mobilized nurses, the airlines expanded their
hiring parameters, but the requirements were draconian: Barbiedoll height and weight standards, girdles and heels worn at all
times, and mandatory retirement by the decrepit age of...32.
Shedding their white gloves and raising their hemlines, stewardesses
“We have no connection with passengers any more,” a flight
attendant for a major American airline confided to me, sotto
voce. “Everybody has an iPod or an e-book. They don’t want
any conversation beyond, ‘Would you like vinaigrette or creamy
dressing?’ And that’s in business class, where we still serve meals.
People don’t think about the face of a flight attendant. They want a
nonstop flight for the cheapest price.”
We trust that these faceless, nameless people asking us to turn off
our cell phones or raise our seatbacks will know what to do in an
emergency (10 percent of JetBlue’s cabin crew has been recruited
from police and fire departments) but their mandate is no longer
the care and feeding of passengers, nor conveying the personality
of the airline.
‘Public transportation’
And yet.... There’s a slightly schizophrenic message from the
industry these days, as if it’s taking the temperature of public
nostalgia for the era of “coffee, tea, or me,” at the same time that
technology is replacing the “me” factor.
Continental is experimenting with subway-style “self-boarding”
that bypasses an agent at the gate. The most overt sign that airlines
no longer view flight attendants as personal service providers is
Virgin America’s touch screen for ordering food on board; the
intimate exchange with the person who brings your meal down the
aisle approximates the bond with a delivery guy who brings kung
pao chicken to your house. No tipping.
The rEAL Word | Winter 2012
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A Flight Attendant’s View, continued
On the completely opposite hand, Virgin Atlantic has a new
commercial featuring stunning young women in lipstick-red
uniforms and spike heels pointing out the exit rows with vampy
choreography and ripping open their bodices to serve ice cream.
A commercial for the Russian airline Avianova shows a bevy of
young women who strip down from skimpy uniforms into string
bikinis to give the plane an orgiastic sponge bath. U.S. carriers
seem more puritanical—or more respectful, depending on your
point of view—but Southwest Airlines recently plastered an image
of the cover girl for the Sports Illustrated swimsuit issue, full
length, on the Boeing 737 it flies from New York City to Las Vegas.
So what’s it to be? Androids handing out peanuts, with a hologram
showing how to inflate a life vest? Or stewardesses in stilettos
and Spanx? Perhaps a return to teenage boys, recruited out of the
Scouts?
“The way people now view air travel, it’s public transportation,”
said Patricia A. Friend, former president of the Association of
Flight Attendants, who started flying with United in 1966.
“When my friends complain about no food on board or paying to
check a bag, I tell them: Talk to me when you stop going searching
for the cheapest ticket on the Internet. As long as we show up based
on the price of the seat, we have settled for a particular level of
service.”
Until the industry decides on a paradigm for the 21st century, better
pack a sandwich and fasten your seat belt. It could be a bumpy ride.
Paraproskokians (Winston Churchill loved them.)
Here is the definition:
“Figure of speech in which the latter part of a sentence or
phrase is surprising or unexpected; frequently used in a humorous
situation.” “Where there’s a will, I want to be in it,” is a type of
paraprosdokian.
1. Do not argue with an idiot. He will drag you down to his
level and beat you with experience.
2. The last thing I want to do is hurt you. But it’s still on
my list.
3. Light travels faster than sound. This is why some people
appear bright until you hear them speak.
4. If I agreed with you, we’d both be wrong.
5. We never really grow up, we only learn how to act in
public.
6. War does not determine who is right - only who is left..
7. Knowledge is knowing a tomato is a fruit. Wisdom is not
putting it in a fruit salad.
8. Evening news is where they begin with ‘Good Evening,’ and
then proceed to tell you why it isn’t.
9. To steal ideas from one person is plagiarism. To steal from
many is research.
10. A bus station is where a bus stops. A train station is
where a trainstops. On my desk, I have a work station.
11. I thought I wanted a career. Turns out I just wanted
paychecks.
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The rEAL Word | Winter 2012
12. Whenever I fill out an application, in the part that says,
‘In case of emergency, notify:’ I put ‘DOCTOR.’
13. I didn’t say it was your fault, I said I was blaming you.
14. Women will never be equal to men until they can walk down
the street with a bald head and a beer gut, and still think they are
sexy.
15. Behind every successful man is his woman. Behind the fall
of a successful man is usually another woman.
16. A clear conscience is the sign of a fuzzy memory.
17. You do not need a parachute to skydive. You only need a
parachute to skydive twice.
18. Money can’t buy happiness, but it sure makes misery easier
to live with.
19. There’s a fine line between cuddling and holding someone
down so they can’t get away.
20. I used to be indecisive. Now I’m not so sure.
21. You’re never too old to learn something stupid.
22. To be sure of hitting the target, shoot first and call
whatever you hit the target.
23. Nostalgia isn’t what it used to be.
24. Change is inevitable, except from a vending machine.
25. Going to church doesn’t make you a Christian any more than
standing in a garage makes you a car.
26. Where there’s a will, there’s relatives.
Captain Howard Tucker Saves the Day
It was the late 70’s or early eighties when I took a DC-9 simulator
check ride. Howard Tucker was the check airman and in his oral
exam he asked a question about the ignition system that I could
not answer. There was nothing in the DC-9 manual that directly
addressed the question but an understanding of the system would
most likely lead to the correct answer. Obviously, I did not have
that kind of understanding.
it, my very next flight, leaving SDF, I believe it was, we were given
the signal to start; the rotation was fine but no start. Remembering
Howard’s lecture, I never released the start switch, cleared the
engine, and with a little apprehension, moved the fuel control up
while releasing the starter. It worked; the acceleration was almost
normal. Howard saved the day. It would be difficult to calculate the
savings in dollars and good will that day.
The question had to do with the engine start. If the engine will
not start and you suspect primary ignition failure, how might you
accomplish a successful start, complete your flight and get the
airplane to a maintenance facility? Ummmmm……doknow!
Capt Tucker was willing to work around the rules to enhance the
reliability of our great airline. Not something that could be done
at most air carriers—even then. But this was our culture, your
culture, at Eastern. Later, when many of Howard’s students went to
their post-Eastern careers, often with a second level non-scheduled
carrier; that kind of dedication went with them and survived long
after that sad day March 4, 1989.
Howard really did not expect an answer; this was an opportunity to
pass on some very valuable information. The information that he
passed on, however, was not part of an approved procedure and had
a certain element of risk in even suggesting it. But he did it anyway.
The trick was to motor the engine to the maximum RPM and, as
you moved the fuel control lever forward, release the start switch
to allow the continuous ignition to fire.
The risk, then, was not having the starter engaged while the engine
accelerated through its start cycle. Careful monitoring was required
to prevent a hot start or worse.
‘The rEAL Word’ is seeking your stories that express the wonderful
experience at Eastern. With the many examples of good leadership,
dedication and just plain ‘roll up your sleeves common sense’, it
doesn’t take long to recall several legendary tales. Jot them down
and let’s hear from you. A caveat: if you don’t enjoy it, then don’t
do it. Make it fun! An additional warning: it may bring a wee tear
to your eye.
Well, we finished the check ride and Howard signed me off to go
fly [which had an even greater element of risk]. As luck would have
— Capt. Joe Wolbert
Don’t
abandon
your you leave
Leaving
a job? Should
investment
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FA Name
Managing Director
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Title
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Suiteand
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Address
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u MAY Lose Value
Wells
Fargo
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LLC, are
Member
SIPC, isWells
a registered
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andLLCa(WFAFN),
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Investment
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The rEAL Word | Winter 2012
11
Obituaries
CAPTAIN James Barousse (1940-2011)
Captain James Laurent Barousse , age 71, passed away October
18th, following a brief and unexpected illness.
Jim was born in Opelousas, LA and attended A.I.C. (Opelousas
Catholic High School). He graduated from LSU in 1962 and then
joined the Marine Corps. As a Marine aviator he flew the UH-34D
“Ugly Angel” helicopter on medevac missions in Viet Nam and was
honorably discharged in 1966. Jim continued his aviation career
as a pilot for Eastern Airlines for twenty three years. Following
the strike in 1989, he continued flying for a variety of airlines. He
ended his flying career as a test and ferry captain for Northwest
Airlines.
Jim moved from Marietta, GA to Pensacola Beach with his wife
in 2001 where they joined old friends, Wendy and Tom Brandon.
He subsequently began a new career as a tax advisor with H & R
Block. Jim got in a daily workout at The Club, palled around with
his dog “Lucky”, and loved his LSU Tigers. He never missed an
opportunity to get together with old friends and trade Marine Corps
and aviation stories. More than just about anything, he treasured
time spent with his grandchildren, Delaney and Sean.
James is preceded in death by his parents, Nita and Victor Barousse
and brother, Michael. He is survived by Judy, his wife of 36 years;
stepdaughter, Christine Murphy of St. Louis; stepson and wife,
Michael and Karen Murphy and grandchildren Delaney and Sean
of Marietta, GA; his brother and wife, TeVic and Mona Barousse
of New Orleans; and niece, Monique Cobb, and nephew, Michael
Barousse.
A Funeral Mass was held Friday, November 18, 2011 at the
Naval Aviation Memorial Chapel. Interment followed at Barrancas
Cemetery.
In lieu of flowers the family requests a donation to Our Lady of the
Assumption, 920 Via de Luna, Pensacola Beach, Florida. Fly on,
Marine! Semper Fi!
Pamela Hipps (1955-2011)
We regret to announce the passing of Mrs. Pamela Hipps, wife of
Captain Jeff Hipps. Her obituary is printed below.
Pamela Hipps, of Palm Harbor, Florida, Passed away peacefully in
her home, attended by her family, on November 16, 2011. She was
born May 6, 1955, in Mineola, New York, and is survived by her
husband Luther J. Hipps, Jr. and her two children, Eric H. Hipps of
Palm Harbor and Michelle E. Hipps of Orlando. A Celebration of
Life was held on November 19, 2011 at 2 PM at the Thirsty Marlin
restaurant in Palm Harbor.
In lieu of flowers, the family requests a donation in Pam’s name to:
Suncoast Hospice, 5771 Roosevelt Blvd. Clearwater, Fl 33760
Our condolences, Jeff! We feel your loss!
Layabed
The following Silver Falcons and family members are currently
under the weather and would appreciate calls, cards, and visits
from friends. A card or a friendly voice can do wonders when a
person is really hurting!
It’s easy to get on the Lay-A-Bed list. All it takes is a bad headache
and a big mouthed friend. Getting off the list is another matter
altogether! No one ever tells us when they get well!
Therefore we have had to make rules to control this situation. In
the future:
1. When the flower dies, take your name off the lay-a-bed list
whether you are sick or not.
2. If you are still sick, put your name back on the list and we
will send you a new flower!
3. When the new flower dies, go back to rule one!
Capt. Paul Fischer
104 Tamerlane, Peachtree
City, GA 30269
(770) 487-8677
[email protected]
12
The rEAL Word | Winter 2012
Mrs. Dee McKinney, Wife of
Capt. Clancy McKinney
2860 Roxburgh Dr.
Roswell, GA 30076
[email protected]
(770) 475-1129
Capt. Luis Vallecillo
1896 Mountain Creek Dr.
Stone Mountain, GA 30087.
(770) 938-3408
[email protected]
Letters
Hello everyone.
I am looking for some help for a flight attendant in the hopes of
finding someone in the Lauderhill area who might be willing to
extend themselves.
Her name is Joyce Gibson. She flew for Eastern out of JFK and
ATL. Trying to find out when but I gather she flew in the 60s-70s.
She is completely alone, in a medical facility in Lauderhill. She is
in early Alzheimers. She has no family, no husband. Totally alone.
Evidently her EAL stuff is long gone.
One of her doctors has asked me if anyone would consider paying
her a visit, possibly sending her anything to do with EAL. He feels
it would help trigger some good memories, and brighten a spot for
her before she’s totally gone. Be aware, she is not doing well at
this point. Sometimes she recognizes people, many times she does
not. He believes that her career with EAL was a long one and that
memory would trigger some happiness for her, plus help her find
some missing memories.
I’m hoping someone in that area would consider a group visit,
taking a deck of cards, wings, or something. Maybe a flight
attendant scarf or purse even.
This man has been corresponding with me for a couple of months.
I kept making him prove things to me. naturally, he was not able
to give out a patient name but I wasn’t willing to send anything
out w/o a name and a base. I have asked him for approx years of
service. Her only friend left is her accountant, who has known her
for about 20 years. She is the best info we get. I have asked for a
bit more.
Meanwhile, I would be so appreciative if all of you would forward
this note to everyone you deal with at EAL. Time is of the essence.
And, it’s the season of giving and love.
Alzheimers is rampant in my family so this hits home. I no longer
have family. No husband. And a damaged brain. I hope someone
would care to do something kind for me if they knew (don’t worryyou’ll never know! lol).
We have so many EAL’rs in Lauderdale and Miami. Surely
someone could make an excursion. I know it’s asking so much. she
was part of our family.
So, please circulate this. Maybe someone knows her. maybe they
can fill in more blanks that would make it easier for someone to
visit her at some point.
While I continue gathering information, please have people get in
touch with me for the time being if they are interested or recognize
her name. I believe this is a maiden name and she never married.
Will find out more about that eventually.
As I get more info I will share it with anyone who has been in touch
with me about her. I won’t keep bothering the rest of you. but, if
you think you can help, if you want more info, please let me know.
All of my EAL stuff is in storage while I am relocating so I can’t
participate at all other than to compile info.
Many thanks. hope all of you are well.
Alexa Conway, [email protected]
From Lee Carey
Subject: RETIRED PILOTS MAY BECOME CREDITORS IN
AA FILING
About 15 Airplanes Expected To Be Parked
Indefinitely
An e-mail forwarded to ANN Tuesday indicates that the 67 pilots
who retired from American Airlines in November have suddenly
become creditors in the airlines’ Chapter 11 filing announced
Tuesday morning.
In the internal communications between pilots, ANN has learned
that new CEO Tom Horton contacted APA President Capt. David
Bates (pictured below) to say the airline plans to park about 15
aircraft ... mostly B767-200s and 757s... as the result of the filing.
Capt. John Hale, VP for Flight Operations for AA, also called Capt.
Bates to say base closings could be expected next year at DCA,
BOS, STL, & SFO
The e-mail goes on to say that while the lump sum checks
distributed to AA pilots who retired in October are “viable” under
their defined benefit plan, the 67 pilots who retired in November
have become creditors to the airline, and will have to get in line in
bankruptcy court with other creditors to receive all, or some portion
of the payments they were promised. Our source says that one
of the reasons AMR filed on Tuesday was to “preempt any mass
exodus in December.”
Our source, an American pilot who has already retired, goes on to
say that the conversation between Capt’s Bates and Hale turned to
what was described as, “threats against employees if any action
was taken.”
In a posting on the public portion of the Allied Pilots Association
website, Capt. Bates said “While today’s (Tuesday’s) news was
not entirely unexpected, it is nevertheless disappointing that we
find ourselves working for an airline that has lost its way. In 2003
American Airlines’ pilots provided management with significant
cost savings that were characterized as essential to avoiding
bankruptcy at that time. We agreed to sacrifice based on the
expectation that our airline would regain its leadership position.
What has transpired since has been nothing short of a “perfect
storm.” During restructuring, we must bargain effectively under
duress and implement a plan that highlights our pilots’ leadership
and participation. Our goal must be to build working relationships
with other creditors and investors to position our airline for a better
future.”
From the BOS APA: This morning, Capt. Bates received a call from
the new AMR CEO Tom Horton who told him that AMR is filing
The rEAL Word | Winter 2012
13
Letters
for bankruptcy. Captain Hale then called and said they expect to
park about 15 aircraft, mostly 767-200 and & 757. Expect base
closings next year at DCA, BOS and STL as well as SFO.
The lump sum checks for pilots who retired in October are still
viable. The 67 who retired in November are now creditors. AMR
wanted to do the filing today to pre-empt any mass exodus in
December. The A fund is now in limbo.
The Editorial
The Silver Falcons has always been an exclusive organization,
restricting its membership to Pilots and Flight Attendants who
honored and did not cross the picket line in 1989-90. Over the years
we have modified the membership requirements by adding another
three categories that still reflect the basic philosophy of the group.
These are the categories:
Honorary Members: Any person who has provided a significant
service to The Silver Falcons, displayed courage and integrity
by actions and deeds, and has been recommended and elected by
acclimation at our annual business meeting. This is an extremely
select group and currently we only have three honorary members
and one deceased honorary member.
Honorary Life Members: This category is limited to the widows
and widowers of deceased members.
Family Members: This group is limited to blood relatives of current
or deceased Silver Falcons and a family member must be sponsored
for membership by an active member and pay normal dues.
All three of these groups have all the privileges of membership
except voting and may participate in all Silver Falcons activities.
Pilots and Flight Attendants have equal membership status and
we currently have a Flight Attendant serving on the Board of
Directors. Over the years our Flight Attendant membership has
increased significantly and we continue to attract new members.
There are currently no plans to expand our membership categories
beyond this and our only source of future growth is through the
efforts of our existing members to contact and recruit new people.
This editorial is a plea to all our members to advertise The Silver
Falcons whenever possible and recruit as many new members as
you possibly can. We are about to complete the twenty third year
since our withdrawal of service and memories of Eastern Air Lines
are growing dim in people’s minds. It is up to us to remind people
of who we are and what we are and who and what they are, remind
them of Eastern Air Lines and what it meant to all of us, and bring
them in to the fold.
As you are all aware, although we do restrict our membership to a
select group of honorable people, we are not militant and don’t go
out of our way to create controversy. Our philosophy has always
been to coexist peacefully with other Eastern groups, cooperate with
them for the common good, participate in any programs beneficial
to us all, and promote the history and memory of Eastern Air Lines.
It’s not about REPA, it’s not about Silverliners, it’s not about EARA,
and it’s not about The Silver Falcons. It always was and always will
be about Eastern Air Lines and what it meant to us all and being able
to keep the memory of Eastern alive in the future!
Let’s make this the year of expansion for The Silver Falcons and
bring in as many new members as we possibly can! You are the
only ones who can do this, so let’s make it work! Our future is in
your hands!
— Dick Borrelli, Editor
Addressing Pilot Fatigue
By JOAN LOWY, Associated Press
WASHINGTON — The government told passenger airlines
Wednesday they’ll have to do more to ensure pilots aren’t too tired
to fly, nearly three years after the deadly western New York crash
of a regional airliner flown by two exhausted pilots.
The Federal Aviation Administration’s update of airline pilot
work rules, some of which dated to the 1960s, reflects a better
understanding of the need for rest and how night shifts and
traveling through time zones can increase errors.
fraction of the $2 billion a year that an airline trade association
had estimated the draft proposal released by FAA over a year ago
would cost.
The airline industry had opposed the draft rule as too costly for
the safety benefits it would achieve. But FAA officials made
substantial changes to the final rule to lower the cost. Several
expensive reporting and training requirements were eliminated.
“This is a big deal,” Transportation Secretary Ray LaHood said.
“This is as far as our government has ever gone” to protect the
traveling public from pilot fatigue.
Safety advocates have been urging FAA for over two decades to
update pilot work rules, but previous efforts stalled after airlines
and pilots unions were unable to agree on changes. Those efforts
were revived after the February 2009 crash near Buffalo that killed
50 people. Families of the dead have lobbied relentlessly for more
stringent regulations to fight pilot fatigue.
Carriers have two years to adapt to the new rules. The FAA
estimated the cost to industry at $297 million over 10 years, a
The rules would limit the maximum time a pilot can be scheduled to
be on duty — including wait time before flights and administrative
14
The rEAL Word | Winter 2012
Addressing Pilot Fatigue, continued
duties — to between nine and 14 hours. The total depends on the
time of day pilots begin their first flight and the number of time
zones crossed.
completely ineffective,” said Bill Voss, president of the Flight
Safety Foundation in Alexandria, Va. “The rule applies fatigue
science in a way that makes sense.”
The maximum amount of time pilots can be scheduled to fly is
limited to eight or nine hours, and pilots would get a minimum of
10 hours to rest between duty periods, a two-hour increase over the
old rules. The minimum amount of time off between work weeks
will be increased 25 percent, and there will be new limits on how
many hours per month pilots can fly. Pilots flying overnight would
be allowed fewer hours than pilots flying during the day.
Susan Bourque, who lost a sister in the Buffalo air crash, said she
was particularly pleased that the rule will require pilots to sign a
statement before each flight stating that they are rested and fit for
duty. “It’s a pretty good day,” said Bourque, of East Aurora, N.Y.
But cargo carriers—which do much of their flying overnight when
people naturally crave sleep—are exempted from the new rules.
The FAA said forcing cargo carriers to reduce the number of hours
their pilots can fly would be too costly when compared with the
safety benefits.
Imposing the rules on cargo airlines like Federal Express or United
Parcel Service would have added another $214 million to the cost,
FAA officials said.
Scheduling wasn’t an issue in the Buffalo accident, but NTSB
concluded that the pilots’ performance was likely impaired by
fatigue.
Neither pilot appeared to have slept in a bed the previous night. The
flight’s captain had logged onto a computer in the middle of the
night from an airport crew lounge where sleeping was discouraged.
The first officer had commuted overnight from Seattle to Newark,
N.J., much of the time sitting in a cockpit jumpseat. They could be
heard yawning on the ill-fated flight’s cockpit voice recorder.
The exemption for cargo carriers, which runs counter to the FAA’s
goal of “one level of safety” across the aviation industry, drew
strong criticism from pilots unions.
“To potentially allow fatigued cargo pilots to share the same skies
with properly rested passenger pilots creates an unnecessary threat
to public safety. We can do better,” said Robert Travis, president of
the Independent Pilots Association, which represents UPS pilots.
National Transportation Safety Board Chairman Deborah Hersman,
while calling the new rule “a huge improvement,” also expressed
dismay that cargo operations weren’t included.
“A tired pilot is a tired pilot, whether there are 10 paying customers
on board or 100, whether the payload is passengers or pallets,” she
said.
LaHood said he plans to invite top officials from cargo airlines to
meet with him next month so that he can urge them to voluntarily
follow the new rules.
The charter airlines that transport nearly 90 percent of U.S. troops
around the world had also lobbied heavily for an exemption to the
new rules, saying military missions could be jeopardized. But FAA
officials rejected those pleas.
The rules will prevent about one and a half accidents a year and
an average of six deaths a year, FAA officials predict. They should
also improve pilots’ health, officials said.
Jean Medina, a spokeswoman for the Airlines for America trade
association, said the group is reviewing the new requirements. “We
support changes to the rule that are science-based and that will
improve safety,” she wrote in an email.
Researchers say fatigue, much like alcohol, can impair a pilot’s
performance by slowing reflexes and eroding judgment.
The changes replace “rules that were dangerously obsolete and
The rEAL Word | Winter 2012
15
The Battle of Palmdale
On the morning of 16 August 1956, Navy personnel at Point Mugu
prepared an F6F-5K for its final mission. The aircraft had been
painted overall high-visibility red. Red and yellow camera pods
were mounted on the wingtips. Radio remote control systems were
checked, and the Hellcat took off at 11:34 a.m., climbing out over
the Pacific Ocean. As ground controllers attempted to maneuver
the drone toward the target area, it became apparent that it was not
responding to radio commands. They had a runaway.
Ahead of the unguided drone lay thousands of square miles of
ocean into which it could crash. Instead, the old Hellcat made a
graceful climbing turn to the southeast, toward the city of Los
Angeles. With the threat of a runaway aircraft approaching a major
metropolitan area, the Navy called for help.
Five miles north of NAS Point Mugu, two F-89D Scorpion twinjet interceptors of the 437th Fighter Interceptor Squadron were
scrambled from Oxnard Air Force Base. The crews were ordered
to shoot down the rogue drone before it could cause any harm.
Armed with wingtip-mounted rocket pods and no cannon, the
Scorpion was typical of the Cold War approach to countering the
“Red Menace.” Each pod contained 52 Mighty Mouse 2.75-inch
rockets. Salvo-launched, the Mighty Mouse did not have to have
precision guidance. Large numbers of rockets would be fired into
approaching Soviet bomber formations to overwhelm them with
sheer numbers. Today, they would be used against a different kind
of red menace.
At Oxnard AFB, 1Lt. Hans Einstein and his radar observer, 1Lt.
C. D. Murray, leapt into their sleek F-89D. Simultaneously, 1Lt.
Richard Hurliman and 1Lt. Walter Hale climbed into a second
aircraft. The interceptors roared south after their target. The hunt
was on.
Einstein and Hurliman caught up with the Hellcat at 30,000 feet,
northeast of Los Angeles. It turned southwest, crossing over the
city, then headed northwest. As the Hellcat circled lazily over
Santa Paula, the interceptor crews waited impatiently. As soon as
it passed over an unpopulated area, they would fire their rockets.
The interceptor crews discussed their options. There were two
methods of attack using the fire control system, from a wings level
attitude or while in a turn. Since the drone was almost continuously
turning, they selected the second mode of attack. In repeated
16
The rEAL Word | Winter 2012
The Battle of Palmdale, continued
Although the aircraft had been delivered
with gun sights, they had been removed a
month earlier. After all, why would a pilot
need a gun sight to fire unguided rockets
with an automatic fire control system?
Company explosives plant. The rockets also ignited a fire in the
vicinity of Soledad Canyon, west of Mt. Gleason, burning over 350
acres of heavy brush.
Meanwhile, the errant drone meandered north toward Palmdale.
The Scorpion crews readjusted their intervalometers and each
fired a final salvo, expending their remaining rockets. Again, the
obsolete, unpiloted, unguided, unarmed, propeller-driven drone
evaded the state-of-the-art jet interceptors. In all, the jet crews fired
208 rockets without scoring a single hit.
attempts, the rockets failed to fire during these maneuvers. This
was later traced to a design fault.
The drone turned northeast, passing Fillmore and Frazier Park.
It appeared to be heading toward the sparsely populated western
end of the Antelope Valley. Suddenly, it turned southeast toward
Los Angeles again. Time seemed to be running out. Einstein
and Hurliman decided to abandon the automatic modes, and fire
manually. Although the aircraft had been delivered with gun sights,
they had been removed a month earlier. After all, why would a
pilot need a gun sight to fire unguided rockets with an automatic
fire control system?
The interceptors made their first attack run as the Hellcat crossed the
mountains near Castaic. Murray and Hale set their intervalometers
to “ripple fire” the rockets in three salvos. The first crew lined up
their target and fired, missing their target completely. The second
interceptor unleashed a salvo that passed just below the drone.
Rockets blazed through the sky and then plunged earthward to
spark brush fires seven miles north of Castaic. They decimated 150
acres above the old Ridge Route near Bouquet Canyon.
A second salvo from the two jets also missed the drone, raining
rockets near the town of Newhall. One bounced across the ground,
leaving a string of fires in its wake between the Oak of the Golden
Dream Park and the Placerita Canyon oilfield. The fires ignited
several oil sumps and burned 100 acres of brush. For a while the
blazes raged out of control, threatening the nearby Bermite Powder
The afternoon calm was shattered as Mighty Mouse rockets fell on
downtown Palmdale. Edna Carlson was at home with her six-yearold son William when a chunk of shrapnel burst through her front
window, bounced off the ceiling, pierced a wall, and finally came
to rest in a pantry cupboard. Another fragment passed through J.
R. Hingle’s garage and home, nearly hitting Mrs. Lilly Willingham
as she sat on the couch. A Leona Valley teenager, Larry Kempton,
was driving west on Palmdale Boulevard with his mother in the
passenger seat when a rocket exploded on the street in front of him.
Fragments blew out his left front tire, and put numerous holes in the
radiator, hood, windshield, and even the firewall. Miraculously, no
one was injured by any of the falling rockets. Explosive Ordnance
Disposal teams later recovered 13 duds in the vicinity of Palmdale.
It took 500 firefighters two days to bring the brush fires under
control.
Oblivious to the destruction in its wake, the drone passed over the
town. Its engine sputtered and died as the fuel supply dwindled.
The red Hellcat descended in a loose spiral toward an unpopulated
patch of desert eight miles east of Palmdale Airport. Just before
impact, the drone sliced through a set of three Southern California
Edison power lines along an unpaved section of Avenue P. The
camera pod on the airplane’s right wingtip dug into the sand while
the Hellcat cart-wheeled and disintegrated. There was no fire.
The rEAL Word | Winter 2012
17
2011 Christmas Party
December 8 • Petit Auberge
We had a congenial group at our Christmas dinner this
year with 50 people attending. Photographer Dick Borrelli
was unable to attend due to family illness, so the number
of pictures is just a little light. As always the food was
well-prepared and delicious and those choosing the steak
were vocal in their appreciation of the quality of the meat
and how well it was cooked. Petit Auberge has always
provided a varied, delicious, and well-prepared menu with
the food served promptly and always hot. The service was
excellent and everyone had a great time. Next year our
Christmas dinner will be held on December 7 and we hope
you will all make an effort to attend. There were a variety
of door prizes awarded and our host, Sandy McCulloh, was
his usual outgoing and enthusiastic master of ceremonies.
Duane & Paul Fischer
Chuck Taliaferro
Phil Hutchinson, Adeline Wolbert
18
The rEAL Word | Winter 2012
2011 Silver Falcons: Christmas Party Coverage
Chris Shoop, Ron Shoop, Darlene Sanak
Eileen & Joe Zito
Don Teel, Joe Wolbert, Jim Holder
Host, Carrie Holder, Marlene Teel
Make sure YOUR smiling face is here
from next years’ Christmas Party!
The rEAL Word | Winter 2012
19
Eastern Pilots Bronize Memorial
The Eastern Airlines Plaque honoring the 6000+ pilots who flew for
Eastern from it’s very first day until March 1989 is now officially
in place at the Atlanta Airport thanks to the efforts of REPA and
Silver Falcons members Jim Holder, Jerry Frost, Bob Drawdy, and
Jim Gardner—and it is truly impressive! The airport authority was
kind enough to block entry to the area and allow an uninterrupted
unveiling to take place. About 100 Eastern old-timers were present,
many in uniform, and everything went smoothly and well. These
gentlemen have done a magnificent job and certainly deserve our
thanks. Jerry Frost spent untold hours researching old seniority lists
Sid Lanier
Sandy McCulloh, Tia Robertson, Joe Wolbert, Phil Hutchinson
20
The rEAL Word | Winter 2012
Eastern Pilots Bronze Memorial, continued
and old Eastern records to compile the list and then
sent it out to be edited and corrected before it was
finalized. Thank you gentlemen!
As you all know, the original plaque was intended
to honor departed Eastern pilots and was installed
and maintained at the Miami Training Center.
With the demise of Eastern, REPA was able to get
possession of the plaque and had it installed at the
Atlanta Airport. Maintaining and adding names to
the plaque eventually became extremely expensive
and impossible to maintain accurately since the pilot
force had dispersed all over the world and hundreds
of former Eastern Pilots did not belong to either
organization. Too many people were missed, many
more would never have been included, and the plaque
was destined to be discontinued, never completed,
and eventually forgotten. Fortunately someone came
up with the idea of a permanent display to honor
every pilot who had flown for Eastern prior to the
strike. This would make certain that everyone was
on the list and would create a one-time expenditure
rather than creating an ongoing expense.
The plaque is being funded by voluntary contributions
and the total bill is in the area of eighteen thousand
dollars. The remaining debt is about $8,000. Although
I was barely lukewarm about participating in the
maintenance and upkeep of the original plaque due
to all the existing problems and expense, I strongly
The rEAL Word | Winter 2012
21
Eastern Pilots Bronze Memorial, continued
endorse our participation and support of the new
one. I promise your name and date of hire are
already there and will continue to be there for
many years to come and your contribution to
reducing the debt will be greatly appreciated.
Once this bill is paid there will be no further
expense involved.
For those of you who have not seen the plaque,
it is located adjacent to the Continental ticket
counter in the North terminal in the pass through
to security and gates.
Anyone desiring to make a contribution for
the plaque can send a check made out to “The
Silver Falcons” to Joe Zito. Note on the check
that it is for the plaque. Any checks not so noted
will be deposited in the flower fund. Joe will
periodically send the contributions to REPA.
Ladies and Gentlemen, I realize this is a REPA
project and only honors some of our members,
but it is a worthwhile project and deserves
Ron Shoop
our support. If it was possible to honor our
Flight Attendants in the same way, I would
enthusiastically support that also. One of the differences between
REPA and The Silver Falcons is that they are an organization
of Eastern Pilots and we are an organization of Eastern Crew
Bob Drawdy, Joe Zito, Jerry Frost
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The rEAL Word | Winter 2012
Members which logically means that responsibility for the plaque
should be theirs since it only involves the pilots.
Eastern Pilots Bronze Memorial, continued
Sandy McCulloh, Tia Robertson,
Joe Zito
Hoyt Davis, Jack Van Ness, Gerry Carlson
Sandy McCulloh
Tia Robertson
Phil Hutchinson
Dick Borrelli
Joe Zito
Joe Zito, Sandy McCulloh, Tia Robertson
Joe Wolbert, Joe Zito,
The rEAL Word | Winter 2012
23
USS Taylor
USS William D. Porter (DD-579)
A Bit of Naval Histroy That You May Not Know
From November 1943, until her demise in June 1945, the American
destroyer ‘William D. Porter’ was often hailed—whenever she
entered port or joined other Naval ships—with the greetings:
“Don’t shoot, we’re Republicans!’
For a half a century, the US Navy kept a lid on the details of the
incident that prompted this salutation. A Miami news reporter made
the first public disclosure in 1958 after he stumbled upon the truth
while covering a reunion of the destroyer’s crew. The Pentagon
reluctantly and tersely confirmed his story, but only a smattering of
newspapers took notice.
In 1943, the Willie D as the Porter was nicknamed, accidentally
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The rEAL Word | Winter 2012
fired a live torpedo at the battleship Iowa during a practice exercise.
As if this weren’t bad enough, the Iowa was carrying President
Franklin D. Roosevelt at the time, along with Secretary of State,
Cordell Hull, and all of the country’s W.W.II military brass. They
were headed for the Big Three Conference in Tehran, where
Roosevelt was to meet Stalin and Churchill. Had the Porter’s
torpedo struck the Iowa at the aiming point,the last 60 years of
world history might have been quite different.
The USS William D Porter (DD-579) was one of hundreds of
assembly line destroyers built during the war. They mounted
several heavy and light guns, but their main armament consisted
of 10 fast-running and accurate torpedoes that carried 500 lb
USS Taylor, continued
warheads. This destroyer was placed in commission on July 1943
under the command of Wilfred Walker, a man on the Navy’s fast
career track.
In the months before she was detailed to accompany the Iowa
across the Atlantic in November 1943, the Porter and her crew
learned their trade, experiencing the normal problems that always
beset a new ship and a novice crew.
The mishaps grew more serious when she became an escort for the
pride of the fleet, the big new battleship Iowa.
ships commenced anti-submarine maneuvers. This continued until
the Porter sheepishly admitted that one of her depth charges had
fallen off her stern and exploded. The ‘safety’ had not been set as
instructed.
Captain Walker was watching his fast-track career become sidetracked.
Shortly thereafter, a freak wave inundated the ship, stripping away
everything that wasn’t lashed down. A man washed overboard and
was never found.
The night before they left Norfolk, bound for North Africa, the
Porter accidentally damaged a nearby sister ship when she backed
down along the other ship’s side and her anchor tore down the other
ship’s railings, life rafts, ship’s boat and various other formerly
valuable pieces of equipment. The Willie D merely had a scraped
anchor, but her career of mayhem and mishaps had begun.
Next, the fire room lost power in one of its boilers.
Just twenty four hours later, the four-ship convoy, consisting
of Iowa and her secret passengers, the Willie D, and two other
destroyers, was under strict instructions to maintain complete radio
silence. Since they were going through a known U-boat feeding
ground, speed and silence were the best defense.
The morning of 14 November 1943 dawned with a moderate sea
and pleasant weather. The Iowa and her escorts were just east of
Bermuda, and the president and his guests wanted to see how the
big ship could defend herself against an air attack. So, the Iowa
launched a number of weather balloons to use as anti-aircraft
targets. It was exciting to see more than 100 guns shooting at the
balloons, and the President was proud of his Navy.
Suddenly, a tremendous explosion rocked the convoy. All of the
The Captain, at this point, was making reports almost hourly to the
Iowa about the Willie D’s difficulties. It would have been merciful
if the force commander had detached the hard luck ship and sent
her back to Norfolk. But, no, she sailed on.
The rEAL Word | Winter 2012
25
USS Taylor, continued
Just as proud was Admiral Ernest J King,
the Chief of Naval Operations; large in
size and by demeanor, a true monarch
of the sea.
Disagreeing with him meant the end of
a naval career. Up to this time, no one
knew what firing a torpedo at him would
mean.
Over on the Willie D, Captain Walker
watched the fireworks display with
admiration and envy.
Thinking about career redemption and
breaking the hard luck spell, the Captain
sent his impatient crew to battle stations.
They began to shoot down the balloons
the Iowa had missed as they drifted into
the Porter’s vicinity.
Down on the torpedo mounts, the crew
watched, waiting to take some practice shots of their own on the big
battleship, which, even though 6,000 yards away, seemed to blot
out the horizon. Lawton Dawson and Tony Fazio were among those
responsible for the torpedoes. Part of their job involved ensuring
that the primers were installed during actual combat and removed
during practice. Once a primer was installed, on a command to fire,
it would explode shooting the torpedo out of its tube.
Dawson, on this particular morning, unfortunately had forgotten to
remove the primer from torpedo tube #3. Up on the bridge, a new
torpedo officer, unaware of the danger, ordered a simulated firing.
“Fire 1, Fire 2,” and finally, “Fire 3.” There was no Fire 4 as the
sequence was interrupted by an unmistakable whooooooshhhhing
sound made by a successfully launched and armed torpedo. Lt H.
Steward Lewis, who witnessed the entire event, later described the
next few minutes as what hell would look like if it ever broke loose.
Just after he saw the torpedo hit water on its way to the Iowa
and some of the most prominent figures in world history, Lewis
innocently asked the Captain, ‘Did you give permission to fire
a torpedo?’ Captain Walker’s reply will not ring down through
naval history... although words to the effect of Farragut’s immortal
‘Damn the torpedoes’ figured centrally within.
Initially there was some reluctance to admit what had happened, or
even to warn the Iowa. As the awful reality sunk in, people began
racing around, shouting conflicting instructions and attempting to
warn the flagship of imminent danger.
First, there was a flashing light warning about the torpedo
which unfortunately indicated the torpedo was headed in another
direction.
Next, the Porter signaled that the torpedo was going reverse at full
speed!
Finally, they decided to break the strictly
enforced radio silence.
The radio operator on the destroyer
transmitted “Lion (code for the Iowa),
Lion, come right.” The Iowa operator,
more concerned about radio procedure,
requested that the offending station
identify itself first.
Finally, the message was received and the
Iowa began turning to avoid the speeding
torpedo.
Meanwhile, on the Iowa’s bridge, word of
the torpedo firing had reached FDR, who
asked that his wheelchair be moved to the
railing so he could see better what was
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The rEAL Word | Winter 2012
USS Taylor, continued
coming his way. His loyal Secret Service guard immediately drew
his pistol as if he was going to shoot the torpedo. As the Iowa began
evasive maneuvers, all of her guns were trained on the William D.
Porter. There was now some thought that the Porter was part of an
assassination plot.
Within moments of the warning, there was a tremendous explosion
just behind the battleship. The torpedo had been detonated by the
wash kicked up by the battleship’s increased speed.
The crisis was over and so was Captain
Walker’s career. His final utterance
to the Iowa, in response to a question
about the origin of the torpedo, was a
weak, “We did it.”
Shortly thereafter, the brand new
destroyer, her Captain and the entire
crew were placed under arrest and sent
to Bermuda for trial. It was the first
time that a complete ship’s company
had been arrested in the history of the
US Navy.
The ship was surrounded by Marines
when it docked in Bermuda , and held
there several days as the closed session
inquiry attempted to determine what
had happened.
Torpedoman Dawson eventually
confessed to having inadvertently left
the primer in the torpedo tube, which
caused the launching.
In December, 1944, the Porter joined the Philippine invasion
forces and acquitted herself quite well. She distinguished herself
by shooting down a number of attacking Japanese aircraft.
Regrettably, after the war, it was reported that she also shot down
three American planes. This was a common event on ships, as
many gunners, fearful of kamikazes, had nervous trigger fingers.
In April, 1945, the destroyer Porter was assigned to support the
invasion of Okinawa. By this time, the greeting “Don’t Shoot,
We’re Republicans” was commonplace and
the crew of the Willie D had become used
to the ribbing.
Shortly thereafter, the
brand new destroyer,
her Captain and the
entire crew were placed
under arrest and sent
to Bermuda for trial. It
was the first time that a
complete ship’s company
had been arrested in the
history of the US Navy.
Dawson had thrown the used primer over the side to conceal his
mistake.
But the crew of her sister ship, the USS
Luce, was not so polite in its salutations
after the Porter accidentally riddled her side
and superstructure with gunfire.
On 10 June, 1945, the Porter’s hard luck
finally ran out. She was sunk by a plane
which had (unintentionally) attacked it
from underwater.
A Japanese bomber made almost entirely
of wood and canvas slipped through the
Navy’s defense.
Having little in the way of metal surfaces,
the plane didn’t register on radar. A fully
loaded kamikaze, it was headed for a ship
near the Porter, but just at the last moment
veered away and crashed alongside the
unlucky destroyer. There was a sigh of
relief as the plane sunk out of sight, but
then it blew up underneath the Porter, opening her hull in the worst
possible place.
The whole incident was chalked up to an unfortunate set of
circumstances and placed under a cloak of secrecy.
Three hours later, after the last man was off board, the Captain
jumped to the safety of a rescue vessel and the ship that almost
changed world history slipped astern into 2,400 feet of water.
Someone had to be punished. Captain Walker and several other
Porter officers and sailors eventually found themselves in obscure
shore assignments. Dawson was sentenced to 14 years hard labor.
Not a single soul was lost in the sinking. After everything else that
happened, it was almost as if the ship decided to let her crew off
at the end.
President Roosevelt intervened; however, asking that no punishment
be meted out for what was clearly an accident.
— Kit Bonner, Naval Historian
The destroyer William D. Porter was banished to the upper
Aleutians. It was probably thought this was as safe a place as any
for the ship and anyone who came near her.
She remained in the frozen north for almost a year, until late 1944,
when she was reassigned to the Western Pacific.
However, before leaving the Aleutians, she accidentally left her
calling card in the form of a five-inch shell fired into the front yard
of the American Base Commander, thus rearranging his flower
garden rather suddenly.
The rEAL Word | Winter 2012
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The rEAL Word | Winter 2012