september 2014 - point san pablo › foghorn › foghorn-2014 › foghorn-0914-sep.pdf · letty,...

Point San Pablo Yacht Club PO Box 70307, 700 West Cutting Blvd. Point Richmond, CA 94807

The Friendly Li le Club at the end of Santa Fe Channel! Home of Norm’s Dark ‘n Stormy

SEPTEMBER 2014

In This Issue: A Fond Remembrance of

Leonard Komor 1917‐2014; Pirate Party Pictures;

Wheelchair Rega a; and much more...

Commodore Kelly Mack [email protected]

Welcome to September. It seems like the weather is starting to change and Fall will be here before we know it. Many of you may not know that long-time PSPYC member Leonard Komor passed

away on August 13. He had surgery recently and despite that, then found the energy to make it to the next club meet-ing. Unfortunately this was his last visit . Leonard's son Peter is keeping us informed of when the ser-vice will take place and is even considering having it here at the Yacht Club sometime in October or November. As I get more information I will pass it on. Leonard was a Life Member joining PSPYC in 1967. He was very active in the PICYA for over 30 years attending meetings on PSPYC’s behalf. Thanks in large part due to Leonard, PSPYC had a perfect attendance record during his time of ser-vice. Leonard was very active in the boating com-munity especially the Coast Guard Auxiliary power squadron. Leonard had a very interesting life which he shared with members over the years in a formal

presentation. The last time he shared his story with us was in Spring of 2013. If you were unable to at-tend, you can read about Leonard’s fascinating life in the article we have reprinted from the Commem-orative Air Force’s web site on page 5. We will miss Leonard very much. This past month has been busy and I would like to express my appreciation to all the members that helped out for the Pirate Party, especially, Ingrid Hogan, who organized the event. This is usually one of the biggest parties the club puts on each year with great food, Skip Henderson and his band and of course Jack Spareribs. We had a great turn out from our club members and guests. We are coming into the last quarter of the year and the club is looking good. We have been able to keep our club operating with little breakdowns. When repairs are needed our members come through to fix them which keeps our operating costs down. In the upcoming month we will be looking at next year’s goals for the club and hope that we can continue to keep on budget. One of the biggest assets we have, is you, the club mem-ber. While our club may seem small in size we make up for it in the way we pull together to make our club work. This past summer the Sunday Bbq's have been very successful along with the general meeting dinners. Then, to top it off with the work parties working on the grounds, club house and docks it really shows that our members want to see our club grow and with that I want to say Thank you for all the hard work. Cheers

FOGHORN September 2014

Vice Commodore

Ingrid Hogan

[email protected] What a great Pirate Party! It was like it was meant to be. It’s how our all-volunteer club is supposed to work. To all the the

wonderful people that helped at all sorts of jobs. My greatest Thank You and gratitude. Special thanks to Kelly & Shari, Tia, David & Letty, Wayne & Julie, Robby & Dolores, Kathy & Ekki, Norm & Karleen, Hal & Elaine, Lillian & Paul,Glenda, Shane, Barbara, Rosie, my good friend Rod (Pig Roaster), Bobby, Skip, Jim, Jenny, Sybal. I hope I didn’t forget anyone. If so, thank you too. If you want to see your name in print, all you have to do is volunteer. September’s meeting night dinner will be prepared by Frank Zia and Teri Horn. We will need 6 club volunteers for the Wheel-chair Regatta September 27. We will be help-ing with food prep at the Encinal Yacht Club. This is a very rewarding experience. See the next page for more information. I look forward to seeing you all at the meeting.


Mailing Address for

Berthing and Locker Payments:

PSPYC PO Box 70307

PT. Richmond, CA 94807

TREASURER

Darrell Struck [email protected]

There is not much on the fi-nancial front to report this month except for the Sunday BBQ events that unfortu-nately are over for this year. The most interesting aspect of these events are the special menu items. Several deserve honorable mention and thanks to all who took the time to prepare them. However, one stands out in my mind as being exceptional and very easy to put together. The crock pot does all the work overnight. You can probably guess by now that I'm talking about Paul's “Portagee Beans”. The recipe is as follows: 2 medium onions chopped, 2 smoked ham hocks, 1 lb of hamburger meat, 1 29 oz can of pork and beans, 1 29oz can of pinto beans, 1 29oz can of tomato sauce, 1 15oz can of butter beans, 1 15oz can of lima beans, 1 15 oz can of garbanzo beans, and 2 tablespoons of brown sugar. Brown the hamburger and then combine all the ingredients in a large crock pot and cook on low overnight. Remember: DO NOT DRAIN THE BEANS. In the morning separate and discard the bones and cut up the meat and the pork rind into bite size pieces. Keep warm until serving. Ummm: Happy cooking. This is a keeper!

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2014 Wheelchair Rega a,

September 27

PICYA is hos ng its Eighteenth Annual Wheelchair Rega a. This

event will once again provide veterans, many confined to wheel‐

chairs, with the rare opportunity to experience a power boat

cruise on the Oakland Estuary and San Francisco Bay along the

San Francisco City front.

On their return, our guests will be treated to a picnic luncheon

and entertainment on the grounds of Encinal Yacht Club. Most

of our honored guests are U.S. Veterans residing in Northern

California Veterans’ Homes and Hospitals. In order to make this

event successful, powerboat skippers/owners are needed to

donate their me and boats to host one or more guests aboard

their vessel.

Volunteers from each of our PICYA member clubs will make this

a most memorable day for our guests, and for those dona ng

their assistance as well. Many volunteers are also needed

ashore to assist in welcoming, boarding, preparing and serving

lunch, and entertainment. This event is not possible without

dona ons of items needed for the event as well as tax deduc ‐

ble cash dona ons to pay for the many items we are unable to

get donated for the event. To volunteer please go to the links

below and sign up online or download the form and mail it in.

We are looking forward to another rewarding event!

h p://www.picya.org/14‐wheel‐chair


http://www.picya.org/14-wheel-chair�

The following ar cle first appeared on the Commemora ve Air Force ‘s Golden Gate Wing website in 2007

a er the guest speaker, Lt. Leonard Komor, told the members about “Flying the Hump.”

FLYING THE HUMP as told by Leonard Komor,

Air Transport Command Pilot, WWII

“We lost 12,000 pilots and airmen on the Hump in the four years of its operation. So you can imagine what kind of weather we had, because there was very little shooting going on.”

Leonard Komor was born December 25, 1917 in Shanghai, China, the son of a Hungarian consul living in the Western sector of that river city. Leonard says his father had mastered six languages, and ran a business that exported pig bristles and hides to the San Francisco Bay Area.

Komor began his talk at the May Golden Gate Wing meeting with a brief history of the “opening up of China” to foreign trade, a process the Chinese resisted with three 18th-century wars, ending in the concession to foreigners of a sleepy little fishing village on the Huangpu River. A portion of the little village was set aside as a foreign sector, occupied by merchants, their consulates and the infrastructure for trade. The sleepy fishing village would become the huge city now known as Shanghai, the center of commerce for all of China.

Aiming to be an engineer, Leonard went to a high school in the German sector of Shanghai, which allowed him, on a student visa, to attend the Univer-sity of California, Berkeley. In 3-1/2 years, he graduated with his bachelor’s degree in electrical and mechanical engineering.

Returning to Shanghai in 1940, Komor became a machine gunner in the Shanghai Volunteers Corps. The Japanese had invaded Manchuria in 1931, and by 1937 had be-gun trying to conquer the rest of China. While the Japanese sector of Shanghai became a base for Japanese military units fighting in Central China, Komor took turns doing guard duty on the other side of barbed wire.

In 1940, Komor was contracted to do engineering work for an American company that had bought the Shanghai Power Company, located in the Japanese sector. Every day he rode a bus across Soochow Creek separating the Japanese from the rest of the foreign sector.

But by late November 1941, six months into his new job, Leonard decided he wanted to quit the company. Concerned that the Japanese would escalate their war aims and he would be stranded on the wrong side of the fence in Shanghai, Komor planned to go to the United States, obtain a regular visa and return to Shanghai to work at the power plant on a permanent basis.

Because American ships were banned from China’s coast due to a trade embargo against Japan, Komor boarded a Dutch ship for the Philippines. At Manila, Komor got aboard the President Coolidge, a luxury liner loaded with women and children fleeing from the impending Pacific War. Leaving Manila Harbor, the President Coolidge grounded on an uncharted sandbank, bending a blade on one of her propellers.

Komor says he heard first there would be a delay for repairs, but after a U.S. Navy captain met with the liner’s captain, it was announced the ship would sail “right away.”

“When we came to the exit from Manila Bay, the U.S. Navy opened the submarine nets between Correigidor and Bataan to let us out. And out there, waiting for us, was the USS Houston, which would be destroyed 11 days later by the Japanese at the Battle of Sunda Strait.”

Komor says the first morning out he thought it strange the ship convoy was heading south rather than east. On the top deck was a galvanized steel cage holding two Panda bears, on its way from Madame Chiang Kai-shek to the Washington Zoo, a gift from China to the American people.

He also noticed some crewmembers painting the ship superstructure white. “After five or six days, coming up to the deck to see the bears being fed bamboo shoots, here was the crew painting the superstructure grey... I wonder

what happened. The date was December the 8th. It was December the 7th in Pearl Harbor. “The captain came on the horn and said the Japanese had attacked Pearl Harbor. They didn’t know where the Japanese fleet was. We were on a course

from Manila to Pearl Harbor. He changed course in order to avoid where the Japanese fleet may be. After two or three days it was clarified (where the Japanese Navy was) and we came into Pearl Harbor five days after the attack. You can imagine what we saw. It was incredible, absolutely incredible… the destruction.”

Recognizing the threat to his parents inherent in the expanding war, and hoping to personally help them by the war’s end, Komor decided to become a pilot. He enlisted first as an airplane mechanic, graduated top man in his class from mechanic school, and was made a U.S. citizen in Wichita Falls, Tex-as. With those two hurdles overcome, Komor applied for pilot training, was immediately granted his request and progressed through basic flight training in California.

Advanced training, flying the UC-78, was at Fort Sumner, New Mexico. It was there that Komor survived a night-landing incident with stuck main landing gear in one of the twin-engine planes. Komor was told to find the toolbox on board, which he did, only to find it missing the tools he needed. While his co-pilot kept circling, burning off fuel, Komor found a metal plate on the wooden wing spar and pried it off with a fire axe. He disconnected the electric drive system from the landing gear, and then manually cranked down the landing gear.

“When the operation was over at about 2:00 a.m., we came in for a landing and the airplane was not hardly damaged at all. We just got the wingtip and one of the props because we ground-looped it.” Komor had asked to fly the Hump, and upon graduation he was assigned to the 14th Service Group. Arriving at his new base in Florida, Komor noticed the two gate guards were Chinese-Americans. He quickly discovered the whole base was filled with men of Chinese heritage. As a graduate engineer who spoke Chinese and Ger-man, Komor had been placed in the middle of a training camp tasked with turning the men, within a five-month time span, into aircraft mechanics for the China/Burma/India (CBI) Theater of Operations. The program had been conceived by Chiang Kai-shek, presented to and approved by President Roosevelt. “Some of them were Chinese-American and could speak English. Some of them were Chinese who had come from China, and didn’t speak hardly any English. And we were going to make airplane mechanics out of them? “I couldn’t get out of there fast enough. I started writing letters… and after the third letter I got my wish and was transferred to India.” Even with his limited flying experience, Komor began flying “the Hump.” The Hump was the name for the 500 miles of Himalayan mountain peaks, obstacles made all the more treacherous to passage by aircraft due blinding snow, thunder-storms, severe updrafts and downdrafts. “I was in seventh heaven, was doing what I wanted to do, and loved everything about it except for the weather. It was atrocious, absolutely atrocious. I was not an experienced pilot yet. I had a couple of hundred hours, but nothing had taught me how to fight a 50,000 foot thunderstorm.” “We lost 12,000 pilots and airmen on the Hump in the four years of its operation. So you can imagine what kind of weather we had, because there was very little shooting going on.

“I had never flown in conditions as bad as this. The thunderstorms over the Himalayas were at 50-60 thousand feet. Gen. Harding had stated months be-fore I got there, and there was a sign in our operations center that stated, ‘There’s a war on. Therefore there is no such thing as weather.’ So when the time came, you went.”

Komor recalled a mission one night in which his plane had barely broken ground when there was an explosion: “Several airplanes had disappeared over the Hump and never been found. Intelligence had told us Japanese sappers had been climbing across the Naga

Hills, across the hills where we were in Burma, and placing explosives and destroying airplanes. They set them off once they were up in the air. I didn’t know how they did that, but that way they’d assure the airplane was not going to be flying again.”

“I had barely pulled the wheels up when there was this tremendous explosion in the back end of the airplane. And I immediately remembered the warning to Mita ‘good inspection of the airplane’, which I thought we had made. I declared an emergency and the tower said to come on in. And while I was declar-ing the emergency, I felt the controls to see if they were still there, and they were still there.

“The minute we had landed and put the airplane on the ground I knew what the problem was. We had blown out the tail wheel tire when it was retracted into the tail end of the airplane. And in blowing it out, because the doors were shut, it reverber-

ated through the airplane. I thought then that it had taken some of my years of life out of me, but it’s not true because I’m still around and almost 90. The Air Force of the 1940s had three distinct Commands: Fighter, Bomber and Air Transport. Komor says fighter pilots thought they were special, and

jokingly attached an alternative meaning to the initials of Air Transport Command (ATC), calling its pilots “allergic to combat.” Komor says he endured this indignity until one day, during the monsoon season, when he was flying 44 fighter pilots of the 14th Air Force from Kunming

back to Chadwar, India. The pilots had put in their time and were coming home on rotation. About three-quarters of the way to the station where the pilots were to disembark, the cockpit door flew open. The captain in charge of the fighter pilots came storming into the cockpit and told Komor the #2 engine was on fire.

“That got my attention and I asked the co-pilot to look out the window. He did and said there was a big cloud of smoke out there. I looked at the oil gauge for that engine and the oil pressure was going down rapidly, and it was not a fire, but was oil from the engine.

Komor feathered the engine and trimmed the airplane for single-engine flight. The captain returned to the back end of the plane, where everyone was si-lent, sat down and said nothing more himself, while the pilot-in-charge wrestled the airplane down and made a GCA landing.

“It was the worst, positively the worst trip I ever made, and we made lots of lousy ones on the Hump, believe me. The airplane rolled to a stop and I was wet with sweat from wrestling the airplane, being nervous and what have you. We sat on the runway because I could not taxi, because it was one engine. If I’d poured the coals to it, it would have probably gone off the runway, as it was not very wide.”

Komor says the door opened again and the captain said, ‘Lieutenant, you did one helluva job. I want to thank you very much. It was a great landing and you sure handled this airplane very well. I want you to have this.’

The captain handed Komor a Zippo lighter. Komor didn’t smoke, but he has always kept it as a reminder of why flying “is for the birds. It’s tough.” On one mission to Chengtou, Komor was transporting forty 55-gallon drums of gasoline tied down to the cargo deck of a C-46. Suddenly his co-pilot no-

ticed an airplane was following them. The Japanese were only 200 miles away at Michina, Burma. “We had no fighter escort. That’s why I figured if I was allergic to combat, to hell with that. I wasn’t afraid of anybody. I had nothing to fight with. So

why would I be allergic to combat?” Komor moved the tail of the C-46, and he saw a twin-engine aircraft following his plane. As that plane drew closer he recognized the unmistakable silhou-

ette of a B-25. As the medium bomber pulled up alongside Komor’s plane, someone stuck a camera out of a window and took a picture of the C-46. “At the time, I wondered, what’s going on here. Of course a B-25 is much faster than a C-46 filled with forty drums of gasoline onboard. Then, he disap-

peared and I thought I’d never find out what it was all about.” Twenty-five years later, when Komor was an electrical engineer for GTE Sylvania, a sales manager for the company had a picture of a C-46 hanging on

the wall of his Massachusetts home. Closer examination showed the plane carried the identification number “596”, the number of the C-46 Komor had been flying the day the B-25 came alongside. He found out the GTE sales manager had been in the Office of Strategic Services (OSS) in China during World War II, and had a duty to reward the natives in Burma and China with bags of salt for aircrew. The salt would be distributed to villages passing the aircrew along to safety, with more bags awarded if the crewmen were alive.

“I asked him if I could have a copy of the photo…25 years after the photo was taken. And that’s quite a coincidence.”

FOGHORN September 2014 In August 1945, while flying over Agra, India, Komor heard on the radio that “a device” had been dropped on Hiroshima and that the war would soon be over. When he landed after that mission, Komor requested a transfer to any operation flying to Shanghai, so that he could find his parents. His re-

quest was granted. Flying to Tasgaon, India, Komor was amazed to see about 100 C-54 cargo planes. With the pending Japanese surrender, the Air Transport Command

was to deliver the Nationalist Chinese 8th Division to Shanghai before Chinese Communist troops arrived there. Komor says Colonel Andrew Cannon personally told him to load “training equipment” (in actuality, a pallet of food, “procured” from the commissary) aboard one of the C-54s, which Leon-ard could deliver to his family.

Assigned to fly as second pilot on the mission, Komor soon saw how the 14th Air Force had smashed Japanese planes, hangars and facilities at the airport in Shanghai. He also had a front row seat to witness the Japanese surrender at the airbase. Komor had been left on board the C-54 to do paper-work, and had a perfect vantage point:

“Here’s this long table with the Japanese on one side and our officers on the other side. The Japanese commander ceremoniously handed his sword to our colonel in the symbolic surrender. But I had no camera. I could have been a wealthy man had I taken that picture.”

Colonel Cannon then gave Komor the opportunity he’d been hoping for, to check on his parents. He was able to commandeer two Japanese Army cars—a 1940 Cadillac and a 1939 LaSalle, both converted to crude char-coal-burning vehicles—to carry himself and the pallet of food. Leonard rode as passenger in the Cadillac. With the Imperial Chrysanthe-mum on the Cadillac’s hood and the Japanese officer he was riding with, the cars were able to navigate streets through still-armed Japanese sol-diers. Nearing the YMCA by his parents’ home, Komor recognized a white man sitting on the curb. It was Jim Walsh, a former employee of a company that made ice cream and milk for Shanghai’s foreign citizens. “I got out in the street near his feet and said, ’Hi, Jim. This is Leonard.’ “ Komor says Walsh looked at him, yelled “Hi, Leonard” back, then sprang to the middle of the street where the two men embraced. “We were surrounded by a thousand Chinamen, who had never seen an American soldier. We had to spend about 45 minutes disentangling our-selves so I could get on to my Father and Mother’s house. “The house was just like when I’d left it in 1937, and then again in ‘41. My father was on the second floor of the house… and was looking out the window. He later told me he saw these two Japanese military cars drive up. He had been arrested at the beginning at the war by the Japanese and beaten mercilessly. For six months he was in very poor health and never did fully recover from this. “I got out of the car and started walking the driveway from the road to the house. I got halfway up there, took my hat off and looked up there and said, ‘Hello, Dad.’ He disappeared from the window. My mother was sitting on the couch in the living room with this friend of hers, and she said my father came storming downstairs and said to her, ‘Our son is here!’ “She thought he’d lost it, excused herself and ran after him, right behind him down the three steps to the driveway. We embraced on the drive-way… and a lot of tears were spent, believe me.” Komor says the family’s long-time Chinese servants joined in the home-coming “cry-fest”. “That’s how I got home, how it worked to get past all the hurdles to get there. I can never thank these senior officers enough for their understand-ing and goodness. And, don’t tell me you can never bend the rules in the Army and the Air Force. You can do it if you have the right people who have the right reason and see the right cause.” After a month in Shanghai, “working” for Colonel Cannon’s group, orders came to return home. They flew as far as Karachi, India, where they were told to empty the airplanes. The C-54s were being turned over to the Chi-nese government. Men and gear were hauled to a desert camp about 30

miles away, a camp Komor describes as “a hell hole”. After two months, the crews were transported to the coast and the Grace liner Santa Rosa for the ocean cruise to New York Harbor. Then came a ride

in railroad cattle cars across the United States to home. “My wife and her parents awaited me at the station, in Berkeley. And now, I was really home.” Today, Leonard Komor says he used to be a ‘rabid pilot’, but decided he wanted to get older. So he quit flying after having put in some 15,000 hours

of time flying for the military, Pan Am Airways and privately.

Leonard Komor, American Hero, PSPYC Life me Member, 1917‐2014

PORT CAPTAIN'S REPORT

Robby Robinson

([email protected] or

415‐497‐8728)

Our August workday began as usual with doughnuts in the club then off to work in cold gloomy weather, which brightened up later in the day and a good turnout with 20 signed in. Sybal Hallbauer, Andy Santamaria and Cliff Smith, (who signed in), joined Chuck Lind for the nomina‐on commi ee mee ng to determine our future officers.

The specifics will be announced by them at a general membership mee ng.

If you hadn't no ced yet, we have new doors between the deck and dining room. We hired Paul Jaqua to hang the doors, and he also varnished the inside face. Lavonne Weber primed the outside face earlier, and on workday, Linda Kibler painted the enamel coat with an assist from Ma Rogers. Ma also helped re‐install the canopy over the front door along with Wayne Rundall (needed a tall guy) and Paul Maheu. Wayne, who was suffering from some back pain, con nued by pain ng the railing on the new galley steps. Lavonne volunteered to clean the two gas BBQ's, a filthy job, to be ready for the Pirate party, and had the good idea of lining the bo om with aluminum foil to make the job easier next me.

Our newest members, Bob and Beb Skye arrived on me ready to work. An ongoing project has been to install slip numbers ‐ all of which were removed when we got the new aluminum south dock. This was accomplished over a 2‐3 month period by Ed Wi and Louis Nickles finishing in June. The next step was to place the numbers on the face of each finger (from 10 to 49). I'm happy to report that Bob Skye accomplished this, armed with the number plates, screws, and my drill (which he did not drop in the water). In the mean me Beb along with Karleen Ohlhau‐sen dug out all the decora ons for the Pirate Party in the storage room, a job that entailed standing on wobbly things. We encourage enthusiasm, but don't forget safe‐ty!!

Another new member Suzanne Statler List arrived early burs ng with energy, and some of that enthusiasm I men‐oned. I asked her to do landscaping and weed removal.

She was joined by Julie Rundall and (I think) Sue Proud‐foot. When I looked, they were really going at it, and as a bonus, cleaned up some of the beach. Almost unno ced,

since it is a rou ne every month, David Shipman and his friend mowed and trimmed the lawns. He de‐serves our thanks for taking on this task! Those of you who would like to contribute but can't on workday, please walk around and pick up trash, empty waste baskets, clean up the beach, etc. We used to call it "Police Detail" in the army.

Building a new dinghy rack is the other ongoing project. I had purchased and posi oned lumber to con nue this project headed up by John Peitso. This month Mike Proudfoot, Paul Maheu, Chris Jannini, and Louis Nickles joined John. Apparently things were going well, and the structure of brown, treated 2 by 4's was rising from the ground being screwed and glued together. The construc‐on plan was based upon a similar structure recently built

by Encinal YC ‐ a trusted source, we believed. Just before lunch while talking to someone near the dumpster, I spo ed John, Louie, Mike and Paul walking together pur‐posefully in the direc on of the shop. I commented that something didn't look good. Turned out they were head‐ed for the "pile" of dinghies next to the shop, measuring tape in hand, and yes, the slots in the dinghy rack were too small ‐ yikes!!. Later, we speculated that the Encinal dinghy rack was meant for Lasers, but not a problem. Our 12 slot rack was disassembled and turned into a 9 slot rack with just the loss of a li le me, Luckily the glue hadn't set and the screws came out. A lesson I've learned in life and sailing 20k miles, is that mistakes happen, but it is the recovery which is important, and the guys recovered well.

Larry Haynie emailed that he couldn't make the work‐day, but could come a er Thursday. I emailed back "Great, plan on coming by on Friday and help Ingrid with the Pirate Party". Sure enough, he was there.

Kudos to Norm Harris, our RC, who took on the task of rebuilding the Tiki bar to be in readiness for the Pirate Par‐ty. He accomplished this, pu ng on the last coat of paint Friday late a ernoon ‐‐ looks great Norm!

I'll be motorcycling and sailing in the PNW most of Sep‐tember, so have asked Paul Maheu to take the September workday on Saturday, 13 September. I expect that the dinghy rack project will con nue and I know Paul will keep you busy.


Pirate Party 2014


PSPYC

Fleet Captain, Point San Pablo Yacht Club Half Moon Bay Labor Day

Cruise Out 8/29 to 9/1

Overall weekend will offer an on‐the‐beach relaxed theme, filled with delicious food, refreshing island drinks, singing compe on, prizes & live music.

Friday August 29Th

Dinner 6:00‐8:00pm‐ Build Your Own Mexicali Tacos plus all the trimmings

Open Mic Karaoke 7:00‐10:00pm.

Saturday August 30Th

Brunch 10:00am‐2:00pm

Sunday August 31St

Theme‐ Parrot Head or Pirate (Dress & Talk)

Live Music & Dancing 6:00‐10:00pm‐ Featuring Jimmy & the Waverunners, a Jimmy Buffe Tribute Band.

Recap last two Cruise Outs:

July: California Delta Fantas c Week on the Delta!

June: Benicia Lobster and Clam Bake: Great Turn out‐‐6 Yachts!

September's Cruise Out is currently scheduled for Napa‐‐ May be Canceled or Modified: I will send everyone an up date on Napa's Earth Quake damage.

Harbor Master

Glenda Linn

Summer is drawing to a close

and these last few weeks

have been our typical bay

area foggy, breezy, misty,

overcast & cold..with the sun breaking through noon

me or later. Not joyful! We do have Indian Summer

to look forward to and could be a great me to raise

those sails out on the bay and enjoy some beau ful

sailing.

We have the one large slip available, #49, at the end

of South Dock. We have a request on our wai ng list

for a small slip. We s ll have one available small

locker, #4.

Last month I sent out emails regarding boat insur‐

ance renewals. To all of you, with your responses,

thank you very much!

Our Pirate Party was a very fun success for all who

came..ge ng into the Pirate spirit of great pirate

a re, awesome delicious food, all kinds of drinks &

po ons, live music by Skip Henderson, and a magic

show by Captain Jack Spareribs.. bringing much fun

and laughter to everyone of all ages! Of course a

great fun me couldn’t have happened without all

the hard work and many hours making it the success

from our many volunteers pitching in! 'Enough can

never be said’ for Ingrid with all her planning , count‐

less hard work & hours of pu ng it all together, to

say the least crea ng the fabulous food ‐ to Norm,

for the restoring & improving the Tiki Bar, organizing

the bar tenders and making sure everyone drinks

happy, whatever the brew... ‐ to Kelly, the 'oyster

king' with his wonderful fresh oysters, ‐ and it could‐

n't be a pirate party without the roasted pig, thanks

to David! Thank You All!!Remember Friday dinner

mee ng is coming up on September 12th. See you

then!!


September 2014 Sun Mon Tue Wed Thu Fri Sat

1 2 3 4 5 6

7 8 9 10 11 12 General Mtg and Dinner

13 Work Party

14 15 16 17 18 19 20

21 22 23 24 25 26 27 PICYA

Wheelchair

Regatta

28 29 30

October 2014 Sun Mon Tue Wed Thu Fri Sat

1 2 3 4

5 6 7 8 9 10 11

12 13 14 15 16 17 18

19 20 21 22 23 24 25

26 27 28 29 30 31

Halloween Party

september 2014 - point san pablo › foghorn › foghorn-2014 › foghorn-0914-sep.pdf · letty,...

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