The Pilar

The first time I heard about the Pilar or actively spoke about it was in 1974 when I was living with my great-uncle Leicester in Miami Beach. If my father mentioned it I was either too young to understand what he was talking about or it was just another boat that he and his dad happened to be fishing on when he was a boy in Bimini in the 1930s. Leicester was much more descriptive and in his biography of his brother there was a passage where he sees Ernest sitting in the fighting chair of the Pilar at sunset in Key West taking swigs from a bottle of rum. My grandfather was a tall man, as tall as my great-uncle, 6 ft., and strongly built, and back then his hair was still black and he had a moustache. The white beard would come later and the potbelly too. He was lean and young and Leicester writes that that was the first time that he noticed all the shrapnel wounds in his legs from the Austrian shell that had nearly killed him during the First World War.

It was a powerful image and one that stuck with me as I moved from one house to another from Florida to Connecticut to Los Angeles and then finally to Europe as a man. I could easily see him sitting there and smell the salt water in the bay and feel the slight rocking of a heavily built wooden boat in the waves.

Eventually my father would also write about the Pilar and the Nazi U-Boat hunting expeditions that Ernest would organize with a few friends and his captain, Gregorio Fuentes. Packing everyone aboard the Pilar with supplies and a homemade bomb that they intended to drop into the conning tower of an unsuspecting German sub, they would set out from Cojimar in search of trouble. A slightly suicidal mission if there ever was one. How they ever thought that they might get close enough to the U-boat to pull it off before they were machine-gunned into the Gulf Stream is beyond me, but that was the plan.

Luckily they never found the Germans except for my grandfather’s fatal encounter with them at the end of his posthumous novel Islands in the Stream. They were never shot at, the boat survived and Ernest fished aboard her until he left Cuba in 1960.

Today the Pilar is in dry dock on the grounds of his house the Finca Vigía outside of Havana. It was painstakingly restored in 2007 and is kept under a steel awning that protects it somewhat from the elements. I say somewhat because when I saw it for the first time last Thursday I noticed that the varnish on the wood in the cabin had already started to chip and peel. What impressed me though was the size of the boat, something that photographs can never really convey. I could finally see it with my own eyes and imagine my grandfather standing on the flying bridge above the cabin because it was obvious now that it was strong enough to support someone as big as Ernest. Likewise I could see my Uncle Patrick as a young boy sitting in the fighting chair as he wrestled with a huge marlin for hours, just like the second son of the protagonist of Islands in the Stream does.

But the Pilar itself was an archive of dreams and past lives, which I could not avoid now in her presence. I could feel my father and my Uncle Leicester. I could sense their energy and their pathos and I knew that while they were gone and I missed them dearly that they would always be here in this place, with this boat.

Les, Marty and Ernie

Here's a photo from 1940 of my great-uncle, Leicester Hemingway, standing with a beer in his hand on his schooner in Havana with Ernest and my grandfather's third wife Martha Gellhorn.

Happy Hour in Havana

Chalk's

There’s a lot to be said for flying on a new airplane. Generally they’re more fuel efficient and quieter, more comfortable, and excluding acts of God and pilot error, a guarantee that you will get to where you’re going in one piece. Still, being fresh off the assembly line isn’t everything.

Up until recently, anyone who wanted to fly the old-fashioned way, with lots of noise, popping ears and serious jolts when the weather got bad, could take a Chalk’s seaplane from Miami to Bimini in the Bahamas. These were vintage Grummans, most of them built in 1947, and they took off and landed in the shipping channel of the city. Chalk’s had been around forever and when I first climbed aboard one in the early 1960’s the airline had already been in service for over thirty years. The owner and founder, Arthur “Pappy” Chalk, was an ex-aviator from the First World War and when I was a boy he was almost always at the ticket counter in the hut next to the water that doubled as a terminal for the tiny airline. My father, Gregory, knew him well, as did my great-uncle Les, and whenever we went to Bimini for a weekend of fishing Pappy would help us with our bags and close the rear door of the Grumman when we were all on board.

My grandmother Pauline and father Gregory leaving a Chalk's seaplane in Bimini harbor, 1930's

I don’t know how many times I flew to Bimini, hundreds perhaps, but I never got tired of it. There was nothing quite like the sensation of being in a plane that could float into a channel, turn to the left and then soar out over the Gulf Stream. In some of the earlier Grummans there were only seven or eight seats and I remember the view from the small windows, that were actually more like the portholes of a boat, turning white for a minute or two with all the water from the wind and the speed and wondering if we would ever make it.

My father had learned to fly when he lived in Africa in the 1950’s and sometimes when we were airborne and had reached our cruising altitude the co-pilot would let him sit in his seat and take the controls of the plane for a couple of minutes. It was the kind of thing that you weren’t supposed to do and that in today’s post 9/11 world would definitely cost a pilot his job, or worse, but that back then was possible. My dad knew everyone who worked for Chalk’s and even though he had his own fishing boat that he took from Miami to Alice Town on North Bimini he liked to fly and liked the Grumman Mallards in particular.

These planes were incredibly sturdy and would fly in almost any kind of weather. Once in December of 1973, when my parents were divorced and my father had taken the three of us to the island for the weekend, we were getting ready to go back to Miami but a bad storm was approaching and we didn’t know if the plane that was scheduled to land would make it. I remember that it seemed to bounce over the heavy chop in the bay between the north and the south island and when it was still in the shipping channel and where it would have to turn ramp next to the customs house the wind was so strong that the tip of the right wing was under water and one of the engines was flaming from the strain. In the end it made it up the ramp and the pilot didn’t seem to think that it was anything unusual. My dad asked him if he was still going to fly back to Miami that afternoon and he told us that it wouldn't be a problem.

A Grumman leaving Bimini a few days before the December 2005 crash

So, we climbed up the stairs and took our seats and once airborne we found out that there would be another, unscheduled, stop at a Cat Kay, an island to the south of Bimini. The landing there was smooth enough, but the take off was hellish. The Grumman was heading straight into the wind and the waves were enormous. We smashed into about ten crests until finally we were airborne, and even my father was impressed by the pilot’s ability and the plane’s strength.

That was the kind of outfit that Pappy Chalk ran, but nothing lasts forever and when he sold the airline in 1975 it passed from one financial group to another. The old Grummans continued to fly in the thirty years that followed but in this age of deregulation and cost cutting, maintenance is often overlooked, sometimes with tragic consequences. On December 19th, 2005 one of the Mallards crashed just off the coast of Miami Beach when its right wing separated from the fuselage due to metal fatigue. All 20 people aboard perished. It was Chalk’s first and only fatal crash.