may - june 2012 newsletter

Sons of Italy is a fraternal organization dedicated to promoting Italian culture and
heritage. Our motto is "liberty, equality, and fraternity
VOLUME – 10 ISSUE – 3
MAY - JUNE 2012
Website – http://www.orgsites.com/ga/italians
FAMOUS ITALIANS
Enzo Ferrari
was born in 1898 in Modena Italy. His father, Alfredo, ran a local
metal-fabricating business. When he was 10 his father took Ferrari and his brother Alfredo Jr. to an automobile race in Bologna.
There he saw Vincenzo Lancia battle Felice Nazarro in the 1908
Circuit di Bologna. After attending a number of other races he
decided that he too wanted to become a racing car driver.
Ferrari's formal education was relatively sketchy, something that
he would regret in his later years. In 1916 tragedy, which would
haunt Ferrari his entire life, struck his family to its core with the
death of his father and brother in the same year. He spent World
War I shoeing mules but the world-wide flu of 1918 brought upon
his discharge and almost ended his life. Looking for work he applied for a job at Fiat only to be turned down. Eventually he was
able to get a job at CMN, a small carmaker involved with converting war surplus. His duties included test driving which he did in between delivering
chassis to the coach builder. About this time he took up racing and in 1919 he finished
ninth at the Targa Florio. Through his friend Ugo Sivocci he got a job with Alfa Romeo
who entered some modified production cars in the 1920 Targa Florio. Ferrari driving
one of these cars managed to finish second. While at Alfa Romeo he came under the
patronage of Giorgio Rimini who was Nicola Romeo's aide.
In 1923 he was racing and winning at the Circuit of Sivocci at Ravenna when he met
the father of the legendary Italian W.W.I ace Francesco Baracca. The senior Baracca
was enamored with the courage and audacity of the young Ferrari and presented the
young driver with his son’s squadron badge, which was the famous Prancing Horse on
a yellow shield. In 1924 he scored his greatest victory, winning the Coppa Acerbo.
After some more success he was promoted to full factory driver. His racing career up
till that time mostly consisted of local races in second hand cars but now he was expected to compete driving the latest cars at the years most prestigious race the French
Grand Prix.
What happened next is not quite clear but it seems that
Ferrari suffered a crisis of confidence and was not able
to take part in the the biggest race of his career. A
lesser man may have been permanently scared by this
but Ferrari was able to resume his position at Alfa Romeo becoming Rimini's "Mr. Fixit".
1
He did not race again until 1927 but his racing career was pretty much over before it
really began. Recognizing one's limits in this most dangerous of sports should not be
minimized. He continued to compete in minor events and in this he was quite successful. Ferrari by this time was married and owned a Alfa distributorship in Modena. In
1929 Ferrari started his own firm, Scuderia Ferrari. He was sponsored in this enterprise by the Ferrara-based Caniano brothers, Augusto and Alfredo, heirs to a textile
fortune. Alfa Romeo had temporarily withdrawn from racing in 1925 and the Scuderia’s
main task was to assist his wealthy Alfa Romeo customers with their racing efforts by
providing delivery, mechanical support and any other services that they would require.
With Alfa Romeo he exchanged a guarantee of technical assistance with stock in his
company. Ferrari then made similar deals with Bosch, Pirelli and Shell. To supplement
his "stable" of amateur drivers he induced Giuseppe Campari to join his team. He followed this with an even greater coup by signing Tazio Nuvolari. In his first year the
Scuderia Ferrari could boast 50 full and part-time drivers! The team competed in 22
events and scored 8 victories and several good placings. Scuderia Ferrari caused a
sensation. It was the largest team ever put together by one individual. None of the drivers were paid a salary but received a percentage of the prize money won. Any extra
technical or administrative assistance a driver required was gladly given for a price.
The basic plan called for the driver to get to the race and his car would be delivered to
the track and any entrance fees or duties were handled by the Scuderia. It is not surprising that Ferrari would look fondly back upon this period. It is also not out of the
question that if anyone could survive as an independent in the current Formula One
world then the younger Ferrari would be that man.
Alfa Romeo would continue to support the
Scuderia either as a client or as the official
racing department of the factory. But soon
everything would change as Alfa Rome announced another withdrawal; from racing
starting with the 1933 season due to financial problems. At first this seemed to be just
the opening that Ferrari needed but then it
was realized that their own supply of new
racing cars would soon dry up. Luckily for
the Scuderia, Pirelli interceded and convinced Alfa to supply Ferrari with six P3's
and the services of engineer Luigi Bazzi and test driver Attilio Marinoni. The Scuderia
would now be in effect Alfa Romeo's racing department. In 1932 his first son also
named Alfredo after his father, and known as Dino was born, and Ferrari took this opportunity to retire from driving. A more professional turn was also taken by the team.
This upset Alfredo Caniato and he was bought out by Count Carlo Felice Trossi who
was a part-time driver as well as a full-time millionaire.
2
All looked set for Ferrari to make his true mark on the racing scene. What he did not
count on was a German tidal wave in the form of Auto Union and Mercedes. In 1935
Ferrari signed the French driver Rene Dreyfus who most recently drove for Bugatti. He
was struck by the difference between his old team and Ferrari.
"The difference between being a member of the Bugatti team
and Scuderia Ferrari was virtually night and day," recalled
Dreyfus. I lived with Meo Constantini, the Bugatti team manager, I visited with Ferrari. "With Ferrari, I learned the business
of racing, for there was no doubt he was a businessman. Enzo
Ferrari was a pleasant person and friendly, but not openly affectionate. There was, for example, none of the sense of belonging to the family that I had with the Maserati brothers, nor
the sense of spirited fun and intimacy that I had with Meo Constantini. Enzo Ferrari loved racing, of that there was no question. Still, it was more than an enthusiast’s love, but one tempered by the practical realization that this was a good way to
build a nice, profitable empire. I knew he was going to be a big
man one day, even then when the cars he raced carried somebody else’s name. I felt sure that eventually they would carry
his. Through the years the Scuderia Ferrari would employ such
great drivers as Giuseppe Campari, Louis Chiron, Achille Varzi
and the greatest of them all Tazio Nuvolari.
Except for Nuvolari's great victory in the 1935 German Grand Prix, victories in any of
the major races were few and far between. During these years his team faced the German
might of Auto Union and Mercedes. On one occasion Ferrari had the opportunity to passenger
the great Nuvolari. At the trials on the "Three
Provinces" Circuit, when he asked his companion (Ferrari was also driving there with a more
powerful car than the Mantuan's) to take him
with him. It should be added that Nuvolari did not
know that circuit. "At the first bend," Ferrari
writes, "I had the clear sensation that Tazio had
taken it badly and that we would end up in the
ditch; I felt myself stiffen as I waited for the
crunch. Instead, we found ourselves on the next
straight with the car in a perfect position. I looked at him," Ferrari goes on. "His rugged
face was calm, just as it always was, and certainly not the face of someone who had
just escaped a hair-raising spin. I had the same sensation at the second bend. By the
fourth or fifth bend I began to understand; in the meantime, I had noticed that through
the entire bend Tazio did not lift his foot from the accelerator, and that, in fact, it was
flat on the floor.
As bend followed bend, I discovered his secret. Nuvolari entered
the bend somewhat earlier than my driver's instinct would have
told me to. But he went into the bend in an unusual way: with one
movement he aimed the nose of the car at the inside edge, just
where the curve itself started.
His foot was flat down, and he had obviously changed down to
the right gear before going through this fearsome rigmarole. In
this way he put the car into a four-wheel drift, making the most of
the thrust of the centrifugal force and keeping it on the road with
the traction of the driving wheels.
Throughout the bend the car shaved the inside edge, and when the bend turned into
the straight the car was in the normal position for accelerating down it, with no need for
any corrections." Ferrari honestly admits that he soon became used to this exercise,
because he saw Nuvolari do it countless times. "But each time I seemed to be climbing
into a roller coaster and finding myself coming through the downhill run with that sort of
dazed feeling that we all know."
In 1937 Ferrari suggested to Alfa that they build 1.5-liter
voiturette class cars but what he got was Alfa Romeo's
decision to bring the racing effort back in-house. After being the man in charge at the Scuderia he found himself,
the new Direttore Sportivo, working under Alfa's engineering director, Wilfredo Ricart. This was a situation he could
not stomach and soon decided to quit. As part of his severance agreement he could not compete against his former bosses for four years. Ferrari started a new company
called Auto-Avio Costruzioni S.p.A. which produced machine parts for various clients.
For the 1940 Mille Miglia, Ferrari entered two small sportscars to be driven by Alberto
Ascari and Lothario Rangoni. They were labeled AAC 815s but were actually the first
Ferrari race cars.
The Ferrari of the Scuderia years was very much the hands on team manager quite
unlike the Ferrari of later years when he did not attend any of the race and was given
information over the telephone and in reports from his employees. Ferrari continued to
be successful after he stopped attending the races but it is not hard to imagine that in
this were the seeds of Ferrari’s future decline.
After the war Ferrari set out to create his own Grand Prix car and in 1947 a 1.5-liter Tipo125 entered the Grand Prix of Monaco. The car was designed by his old collaborator
Gioacchino Colombo. Ferrari’s first Grand Prix victory came in 1951 at the British
Grand Prix in the hands of Argentine Froilan Gonzalez. The team had a chance for a
World Championship evaporate at the Spanish Grand Prix. Before the most important
race in the young team’s history Ferrari decided to experiment with new Pirelli tires.
The result was thrown treads, which allowed Fangio to win the race and his first title.
Production sports cars were also an important endeavor for Ferrari but in marked difference with other car manufacturers, racing was not used to sell more cars, rather
cars were sold so that the team could go racing! Many of the cars that were sold were
last year’s models to private entrants. Ferrari was not a sentimental person when it
came to his cars and those that were not sold were turned to scrap or scavenged for
parts. Ferraris would become common feature at all major sports car events including
Le Mans, the Targa Florio and the Mille Miglia. It was at the Mille Miglia that Ferrari
would claim some of its greatest victories. In 1948 Nuvolari already in bad health was
scheduled to drive a Cisitalia but the car was not ready in time. Ferrari gave him a car
intended for Count Igor Troubetzkoy, an open Ferrari 166C. Nuvolari realizing that his
body was failing him drove as if the devil himself was in pursuit. By the time the field
reached Ravenna, Nuvolari was already in the lead. Despite losing his fender and later
the engine bonnet nothing could stop the "Flying Mantuan".
By the time he reached Florence he was more than have an hour ahead of Ferrari’s
normal lead driver. The seat had come lose from his car to be replaced by a sack of
oranges and still he drove on driving faster and faster. Some in the crowd began to
fear that the "Great Little Man", knowing that time was running out was determined to
die behind the wheel.
Ferrari at one of the last control stops saw the state of his driver and with tears in his
eyes begged his friend to stop. For even though they had at various times been at
each other’s throats each understood the other. Nuvolari was the last driver that could
look Ferrari in the eye as an equal. Finally at Reggio Emilia what no competitor could
ever accomplish, Nuvolari was beaten by a broken spring. Exhausted he had to be carried from his car.
During the 1952-53 seasons there was a
shortage of Formula 1 cars so the World
Championship would be staged for Formula 2
cars. The Ferrari Tipo 500 would dominate the
championships both years. In the hands of
double World Champion Alberto Ascari Ferrari
would win 9 races. For 1954 Ascari left Ferrari
and joined Lancia where he would drive one
of the the Jano-designed D50s. Lancia's
hopes for a title were dashed first when the
car was late in arriving and fatally when Ascari
died testing a Ferrari sportscar. Lancia was
forced to withdraw and Fiat their parent company turned over all of Lancia's cars over to Ferrari also including their designer Vittorio Jano! Ferrari's next challenge came from the new British teams. Guy Vandervell
supplied Ferrari with the special ThinWall bearings that were used in all of their engines. Vandervell had been a part of the BRM group but quit in disgust. After purchasing and racing a pair of Ferrari's he built his own cars that eventually beat the Italian
cars.
It was only by outlasting the Vanwalls, as the cars were named was Ferrari able to
climb back on top. But this was only the beginning of the British invasion. These manufacturers did not produce their own engines but concentrated on chassis design and
aerodynamics, areas of traditional weakness for Ferrari. During this period Ferrari began to produce his famous Gran Turismo car in conjunction with Battista "Pinin" Farina.
Victories at Le Mans and other long distance races made Ferrari famous the world
over. The demands of producing winning sportscars and Grand Prix cars was proving
to much for the relatively small company. In the sixties John Surtees the 1964 World
Champion in a Ferrari would complain that Ferrari’s involvement in sports car racing
was hindering its Formula One efforts. Surtees explains "At Ferrari in those days you
started with a handicap. Until Le Mans was over you couldn't really do the work you
wanted to do - and needed to do - in Formula One.
In 1969 Ferrari faced severe financial strains. Their cars were still much sought after
but they were unable to produce enough to meet the demand and maintain their racing
program. To their rescue came Fiat and the Agnelli family. Ferrari was still in charge
but a new paymaster was on board. It was with the background of Fiat's manufacturing
and aerospace empire that Ferrari was criticized for not dominating their smaller British
rivals. Another genius, Colin Chapman was at his peak.
In 1975 Ferrari attained something of a renaissance at
the hands of Niki Lauda winning two World Championships and three Constructor titles in three years. It was
three years after Renault had inaugurated the new
Turbo Era when Ferrari joined the bandwagon. Their
current Flat-12 engine had reached the end of its development to be replaced by a 1.5-liter turbo V6. As with
most Ferraris the engine turned out to be the car's
strong point while the chassis was based on an antiquated multi-tube spaceframe. The brilliant driving of
Gilles Villeneuve gave the new Ferrari several victories
in 1981 but it was evident that the chassis needed to be
upgraded before the car could seriously challenge for the title. At mid-season the team
was joined by Dr Harvey Postlewaite whose job it was to build an improved chassis for
the following season. Postlewaite wanted to build a carbon-fibre composite chassis but
had to settle on a monocoque with a Nomex honeycomb skin because of Ferrari’s lack
of experience with the new material. Still with a half decent chassis much was expected of the team in 1982. It all ended in tragedy with the death of its star driver, Villeneuve and the maiming of his estranged teammate, Didier Pironi, in different accidents.
With the earlier retirement of its last World Champion, Jody Scheckter, Ferrari was now
bereft of any frontline drivers and years would go by before it could count a top driver
as one of its own.
Enzo Ferrari would not
live to see that day; he
died at the age of 90 in
1988. Ferrari continued
to drift even though the
brilliance of a Prost or
Mansell would bring
some victories. In 1993 Jean Todt was brought in
to end the drift. Todt had been in charge of Peugeot 's Le Mans winning team and he hired Niki
Lauda as a technical advisor.
In 1996 they added two-time World Champion Michael Schumacher to the equation and 1997 Ross
Brawn and Rory Byrne from Benneton were
added to finish the remade team. The season long
battle came down to the last race which ended in
controversy. 1998 would be the year for the return
of Ferrari, now it was only left to Williams and the resurgent McLaren to cooperate!
Unfortunately while Williams did their best to regress, McLaren with their partner Mercedes produced a car that even Michael Schumacher couldn't stop on its way to a
championship for Mika Hakkinen. Yet Ferrari was back and if team stability is maintained a championship will come their way whether at the hands of their hired German
driver or another.
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4
Rutherford B. Hayes
Nineteenth President
1877-1881
Beneficiary of the most fiercely disputed election in
American history, Rutherford B. Hayes brought to the
Executive Mansion dignity, honesty, and moderate reform.
To the delight of the Woman's Christian Temperance
Union, Lucy Webb Hayes carried out her husband's
orders to banish wines and liquors from the White
House.
Born in Ohio in 1822, Hayes was educated at Kenyon College and Harvard Law
School. After five years of law practice in Lower Sandusky, he moved to Cincinnati,
where he flourished as a young Whig lawyer.
He fought in the Civil War, was wounded in action, and rose to the rank of brevet major
general. While he was still in the Army, Cincinnati Republicans ran him for the House
of Representatives. He accepted the nomination, but would not campaign, explaining,
"an officer fit for duty who at this crisis would abandon his post to electioneer... ought
to be scalped."
Elected by a heavy majority, Hayes entered Congress in December 1865, troubled by
the "Rebel influences ... ruling the White House." Between 1867 and 1876 he served
three terms as Governor of Ohio.
Safe liberalism, party loyalty, and a good war record made Hayes an acceptable Republican candidate in 1876. He opposed Governor Samuel J. Tilden of New York.
Although a galaxy of famous Republican speakers, and even Mark Twain, stumped for
Hayes, he expected the Democrats to win. When the first returns seemed to confirm
this, Hayes went to bed, believing he had lost. But in New York, Republican National
Chairman Zachariah Chandler, aware of a loophole, wired leaders to stand firm:
"Hayes has 185 votes and is elected." The popular vote apparently was 4,300,000 for
Tilden to 4,036,000 for Hayes. Hayes's election depended upon contested electoral
votes in Louisiana, South Carolina, and Florida. If all the disputed electoral votes went
to Hayes, he would win; a single one would elect Tilden.
Months of uncertainty followed. In January 1877 Congress established an Electoral
Commission to decide the dispute. The commission, made up of eight Republicans
and seven Democrats, determined all the contests in favor of Hayes by eight to seven.
The final electoral vote: 185 to 184.
Northern Republicans had been promising southern Democrats at least one Cabinet
post, Federal patronage, subsidies for internal improvements, and withdrawal of troops
from Louisiana and South Carolina.
Hayes insisted that his appointments must be made on merit, not political considerations. For his Cabinet he chose men of high caliber, but outraged many Republicans
because one member was an ex-Confederate and another had bolted the party as a
Liberal Republican in 1872.
Hayes pledged protection of the rights of Negroes in the South, but at the same time
advocated the restoration of "wise, honest, and peaceful local self-government." This
meant the withdrawal of troops. Hayes hoped such conciliatory policies would lead to
the building of a "new Republican party" in the South, to which white businessmen and
conservatives would rally.
Many of the leaders of the new South did indeed favor Republican economic policies
and approved of Hayes's financial conservatism, but they faced annihilation at the polls
if they were to join the party of Reconstruction. Hayes and his Republican successors
were persistent in their efforts but could not win over the "solid South."
Hayes had announced in advance that he would serve only one term, and retired to
Spiegel Grove, his home in Fremont, Ohio, in 1881. He died in 1893.
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KNOW YOUR PRESIDENTS
Rutherford Birchard
Hayes
The Nineteenth
President
• 1877-1881
“Striving For A Fresh Start”
Biographical Facts
Birth: Delaware, Ohio,
October 4, 1822
Wife: Lucy Webb Hayes
Birth: Chillicothe, Ohio, August 28, 1831
Death: Fremont, Ohio, June 25, 1889
Children:
Birchard Austin Hayes (1853-1926); Webb
Cook Hayes (1856-1934);
Rutherford Platt Hayes (1858-1927); Joseph Hayes (1861-1963);
George Crook Hayes (1864-1866); Fanny
Hayes (1867-1950);
Scott Hayes (1871-1923);
Manning Hayes (1873-1874)
Religious Affiliation: None
Ancestry: English
Father: Rutherford Hayes
Birth: Brattleboro, Vermont,
January 4, 1787
Death: Delaware, Ohio,
July 20, 1822
Occupation: Store Owner
Mother: Sophia Birchard Hayes
Birth: Wilmington, Vermont,
April 15, 1792
Death: Columbus, Ohio,
October 30, 1866
Brother: Lorenzo Hayes (1815-1825)
Sisters:
Sarah Sophia Hayes (1817-1821); Fanny
Arabella Hayes (1820-1856)
Education: Kenyon College (B.A., 1842);
Harvard Law School (LL.B., 1845)
Occupation Before Presidency: Lawyer
Military Service: Major in 23rd Ohio Volunteers (1861); Resigned as Major General
In June, 1865
Prepresidential Offices: Solicitor of Cincinnati; United States Congressman; Governor of Ohio
Inauguration Age: 54
Occupations After Presidency: Philanthropist; President of the Slater Fund
Death: Fremont, Ohio, January 17, 1893
Marriage: Cincinnati, Ohio,
December 30, 1852
Place of Burial: Spiegel Grove State Park,
Fremont, Ohio
MINNESOTA ( The Land of 10,000 Lakes )
Year of Statehood May 11, 1858
EARLY MINNESOTA HISTORY
Dakota Sioux and Ojibwa Indians lived in present-day Minnesota when the first Europeans, French fur traders, arrived in the 17th century. The state gets its name from a
Sioux phrase meaning "cloudy water." In 1679, French explorer Daniel Greysolon,
sieur Duluth, claimed the entire region for France. In 1763, the French ceded part of
Minnesota to Great Britain in the treaty that ended the French and Indian War. The
United States took over that portion after the American Revolution and gained control
of the western area in the Louisiana Purchase of 1803.
Minnesota became a U.S. territory in 1849. After the Sioux and Ojibwa surrendered
most of their land through a series of treaties, thousands of settlers poured into the
area. Minnesota was admitted to the Union as the 32nd state on May 11, 1858. In
1862, the Sioux staged a violent uprising, before they were defeated at the Battle of
Woods Lake and driven out of Minnesota.
MINNESOTA'S MIDDLE HISTORY
During the American Civil War, Minnesota sent more than 24,000 men to fight in the
Union army. Throughout the 19th century, large numbers of immigrants moved to Minnesota. In 1900, two-thirds of the new arrivals came from Germany, Sweden and Norway. In addition to wheat farming and lumbering, flour milling and iron mining became
important industries in the later part of the 19th century.
MINNESOTA TODAY
Today, Minnesota most successful industries are technology, healthcare, tourism, agriculture and printing and paper products. Minnesota is home to the Mayo Clinic, a world
-famous medical center founded in 1883, as well as the Mall of America, the nation's
largest shopping center, which opened in 1992. In 1998, Minnesota voters surprised
the country by voting a former professional wrestler, Jesse Ventura, the Reform party
candidate, into the governor's office. The colorful and controversial Ventura often battled with the media and state legislators during his single term in office.
Other famous Minnesotans include former senators and presidential candidates Hubert
Humphrey, Eugene McCarthy and Walter Mondale; authors F. Scott Fitzgerald, Sinclair
Lewis and Garrison Keillor; musician Prince; filmmakers Ethan and Joel Coen; entrepreneur Richard Sears, co-founder of retailer Sears, Roebuck and Company; and aviator Charles Lindbergh.
MINNESOTA Fun Facts
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For a while the settlement that would become St. Paul was known as Pig's Eye,
after the Canadian fur trader that lived there.
Three million cows live and graze in Minnesota.
St. Paul's Winter Carnival in early February features ice shows, snowmobile
races and ice sculpture exhibits.
Minnesota's massive Mall of America is big enough to hold 258 Statue of Libertys (lying down), 32 Boeing 747s or seven Yankee Stadiums.
The Hubert H. Humphrey Metrodome, which opened in 1982, is the world's only
air-supported dome—it requires 250,000 cubic feet of air pressure per minute to
remain inflated. Visitors enter through revolving doors to prevent the release of
air.
The first successful open-heart surgery took place at the University of Minnesota in 1952.
The largest ball of twine rolled by one man can be found in Darwin, Minnesota.
It weights 17,400 pounds.
Tonka trucks, the popular children's toy, were first designed and made in
Mound, Minnesota, near Lake Minnetonka.
In Minneapolis, an elevated skyway system connects 69 blocks, making it possible to walk eight miles without stepping outside.
The annual John Beargrease Sled Dog Marathon is 411 miles long. It commemorates the winter mail runs of its namesake, who delivered mail between
Two Harbors and Grand Marais in the late 1800s.
HAPPY BIRTHDAY
HAPPY ANNIVERSARY
We would like to wish a
HAPPY BIRTHDAY
We want to wish a
HAPPY ANNIVERSARY
Deborah Lauda
5/5
Frank & Linda Masi
5/13/1962
Dominick Esposito
5/9
Ralph & Lee Scognamiglio
5/23/1948
Joe Lonati
5/9
John & Pauline Brisacone
5/1954
Ben Spotts
5/15
Frank & Frances Giove
6/24/1961
Christine Beard
5/18
LJ & Dawn Benton
6/30/1973
Joseph Scarimbolo
5/18
Joseph & Joan Coppolino
6/1968
Toni Leanza
5/21
Nick & Janet Terrasse
6/1995
AI Como
6/10
Frank Giove
6/11
Geraldine Bustamante
6/21
John Dorso
6/27
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Dottie and Joe Arcaro
Dawn and L.J. Benton
Christine and Wally Beard
Vincent & Rosemarie Belmonte
Linda Lee Bietighofer
John & Pauline Brisacone
Grace Buonocore
Carmela and Dick Colella
Vera and Al Como
Joseph and Joan Coppolino
John Dorso
Constance and Dominick Esposito
Frances and Frank Giove
Edward and Deborah Lauda
Vito and Toni Leanza
Carol Leverone
Roseann and Joe Lonati
Gregory R. and Theresa Martini
Linda and Frank Masi
Eileen Moffitt
Pam and Frank Palmieri
Frank & Jackie Panacciulli
Tony and Carol Pucci
Vicki and Santo Scacco
Joseph and Antoinette Scarimbolo
Lee and Ralph Scognamiglio
12
2012 — 2014 OFFICERS
President
L J Benton
770-928-9314
Degrillmouse@comcast.net
Vice President
Joe Lonati
770-591-6538
jolo35@aol.com
Immediate Past President
Vito Leanza
770-479-6950
vitoleanza@comcast.net
Orator
Carmine Disclafani
678-445-0648
disclca@bellsouth.net
Recording Secretary
Terry Martini
678-493-8498
olive2@att.net
Financial Secretary
Greg Martini
678-493-8498
olive2@att.net
Treasurer
Frank Giove
770-928-4034
fgiove@bellsouth.net
Guard
Frank Masi
770-354-5855
bigfrank1938@aol.com
Trustee
John Brisacone
770-928-0062
entemador@bellsouth.net
Trustee
Carmela Colella
770-973-1093
carmtc@bellsouth.net
Trustee
Linda Lee Bietighofer
770-926-3037
robertb4320@comcast.net
Trustee
Nick Terrasse
678-354-4689
tnicktee@bellsouth.net
Trustee
Janet Terrasse
678-354-4689
tnicktee@bellsouth.net
Mistress of Ceremonies
Deborah Lauda
770-592-9828
winebibber0505@aol.com
Master of Ceremonies
Edward Lauda
770-592-9828
elauda4962@aol.com
YEARLY FOOD SCHEDULE AT COBB GOV CENTER ( repeats every year )
Arcaro to Colella
JAN
APRIL
OCT
Meat, Fish Etc
Como to Leverone
Pasta, Vegetables, Salad *
Lonati to Testa
FEB
MAY
MARCH
JUNE
SEPT
JULY
NOV
DEC
AUG
Dessert, Fruit
Arcaro to Colella
Dessert, Fruit
Como to Leverone
Meat, Fish Etc
Lonati to Testa
Pasta, Vegetables, Salad *
Arcaro to Colella
Pasta, Vegetables, Salad *
Como to Leverone
Dessert, Fruit
Lonati to Testa
Meat, Fish Etc
All Members
If a meeting is scheduled at a restaurant, disregard that dates food schedule only.
The rest of the schedule will remain as shown
Appetizers, Dessert, Fruit Only
* Bread optional with one of the above
In Memory of Our Departed Members
Dee Arasi
Ralph Palladino
Rita Morano
Harold Valery
Mike Moffitt
Silverio Buonocore
Vita Scacco
Lorayne Attubato
William J. Bloodgood
Bob Bietighofer
Ann Testa
Donald F. Stokes
Rest in Peace
MICHAEL J. LONATI
ATTORNEY AT LAW
110 EVANS MILL DRIVE
SUITE # 603
DALLAS, GEORGIA 30157
Directly across from Hardy Chevrolet/Ford
PHONE : (678) 363-3500
WWW.LonatiLaw.com
*****************************************************
ALL PERSONAL INJURIES & SELECTED CRIMINAL CASES
AUTO ACCIDENTS
MOTORCYCLE ACCIDENTS
18 WHEELER ACCIDENTS
DOG BITE INJURIES
WATERCRAFT ACCIDENTS
WORKERS COMPENSATION
WRONGFUL DEATH
OSIA
Marietta Lodge #2607
P.O. Box 669781
Marietta, GA. 30066
Chicago’s
Sun Brunch 11:00 – Dinner Til 9:00 PM
Open
5:00 to 9:00 PM Mon
5:00 to 10:00 PM Tues, Wed , Thurs
5:00 to 11:00 PM Fri & Sat
Live Entertainment Fri & Sat in our Speak Easy Lounge
Dine Early and Save
Sun – Thurs $14.00 bottle wine specials
Daily $5.00 Drink Specials
http://www.chicagosrestaurant.com/
Jeanne Wittner
General Manager
4401 Shallowford Rd
Roswell, Georgia 30075
Phone 770-993-7464 . Fax 770-993-0855
Valerie Semple
Assistant
General Manager