We're seeing a good terrain man back here. yep, safe now. good for the Baron. Although these crew members did get out, this could have been the last few seconds in the lives of an F-4 crew. Moments before they were faced with the most critical decision, when to eject from their out of control aircraft. A delay in making this decision, for whatever reason, may well have cost them the opportunity to make a successful escape, and added two more statistics to the ever-growing number of Air Force aircraft fatalities. Studies that shouldn't, but continue to happen. Since the first aircraft ejection in August 1949, there have been 4,600 air crewmen who have punched out. Of these, if we concentrate on the ejection survival rate for the last five years, we see a less optimistic picture. Here the survival rate average drops to 75%. Accident analysis reveals that the majority of these fatalities were not due to mechanical problems, failure of the egress system, or improper parachute landing technique. Rather they were the direct result of delayed ejection. The Air Force Inspection and Safety Center is well aware of this problem. During the past several years, we at the Air Force Inspection and Safety Center have noted a gradual but steady increase in our ejection fatalities. This has been in spite of the fact that we're making constant improvements to our systems. Single motion initiation, rocket catapults, automatic opening lap belts, ballistic powered inertia reels, seat man separators, seat stabilization devices, force deployed parachutes, and automatically deployed survival kits are just some of the improvements which were designed to facilitate crew members' escape. Some of our newer aircraft such as the A-10, the F-15, and the F-16 are equipped with the new A-2 ejection seats that even surpass our other highly refined escape systems. There's some evidence that tends to suggest that many air crew members interpret escape system improvements as being additional time to overcome an emergency. This of course is not why escape systems are improved. They are improved to give crew members a better chance to escape. Yet in spite of the many safety improvements, escape technology is still having a hard time keeping pace with the demands placed upon it by improved aircraft performance, more complex missions, and more low level flying now required in the current training environment. There must be time for the ejection sequence to fully operate prior to ground impact. Therefore delaying the decision to leave the out of control aircraft is and has been the single most critical factor in determining the success or failure of in-flight escape. This is borne out by the high fatality rate in escape attempts outside the performance envelope of the system at low altitudes, particularly below 500 feet. No matter how good the escape system, you've got to give it time to work. As flight surgeon at the safety center, I reviewed many accident reports involving the delayed ejection and you always illustrate at least two points. One, these seats require a finite amount of time to work. For example, depending upon the airspeed, the rear seat out of the F4 requires four or five seconds from initiation to full parachute and the front seat takes a second longer. And second, these systems were not designed to overcome the horrendous sink rates generated by aircraft out of control, which may exceed 600 feet per second. There's a good reason for those mandatory bailout altitudes. You just don't have much time. Not long ago, the F4 crew was defending during a similar combat-taxed engagement. And while pressing to defeat his attacker, the young pilot departed his aircraft at roughly 8,000 to 9,000 feet AGL above an overcast. Now he had a reputation as being an aggressive, up-and-coming good stick. And he tried hard to salvage his mistake. But apparently he got a secondary stalled of what going in the overcast and in they went. While passing through the overcast, perhaps they became disoriented. We'll never know for sure. But one thing for certain is that both he and his whistle lost awareness for how fast that aircraft was really coming down. We have indications that that aircraft dropped the 8,000 or 9,000 feet in less than 16 seconds and possibly as little as 11 seconds for an average sink rate of between 500 and 700 feet per second. When it passed through 4,000 feet AGL, still unrecovered, it was going to crash and it was fuel to stay with it. But when the aircraft broke through the bottom of that 1,500 foot overcast with them still aboard, they were both dead men. The widow did initiate a dual-sequence ejection at something around 1,000 AGL but barely achieved man-seat separation when he hit the ground. Amazingly, though the impact broke his thigh, that's not what killed him. He burned to death in the fireball. Making the ejection decision in a wartime environment does not seem to be a problem. We know from our experience in Southeast Asia that there was little reluctance for crew members to go out of a battle damaged aircraft. Their decisions were made quickly, almost automatically, without hesitation. As a result, there was a 95% survival rate. Yet in peacetime, the decision to eject from a disabled aircraft is not always an easy one to make. In-depth analysis of aircraft accidents reveals that a number of psychological factors may be deeply involved in the decision. One expert with insight into this very complex problem is Mr. Rudy Delgado, Egress Systems Safety Manager at the Air Force Inspection and Safety Center. This are some of the other recorded reasons for delaying the ejection decision. Besides this, we think there's other things such as stigma, ego involvement, peer pressure, and command emphasis that tend to argue against a timely escape decision. However, in my opinion, the single most important element in the late ejection is lack of situation awareness. That is, the pilot becoming so engrossed in trying to overcome his problem that he loses awareness of the overall situation, such as altitude above the ground, the recovery envelope of the aircraft, or the safe escape envelope. This usually results in a late ejection attempt or no ejection attempt at all. Situation awareness played an important role in the number of recent successful ejections. One, over the Nevada desert in late 1980, started out as a routine F-4G training exercise. I'm Lieutenant Colonel Roger Ayres stationed at George Air Force Base. We fly the F-4G weasel on the 17th of December. We were up at Tonapaw Electronic Warfare Range. As I completed a strike shot on one of the emitters up there, got a blink of master caution light. Started to climb out and the entire caution panel had failed. As I checked the utility hydraulic pressure, it was down to zero. All other engine instruments read normally. Climbed up, leveled off at about 13,000 feet and 350 knots. By this time had lost PC-1, PC-2, and utility. The aircraft started an uncommanded roll to the left. This time made a radio call that we were ejecting and followed that by ordering the EVO to eject at that time. Watched him go through the mirror. And as soon as he cleared the aircraft, about 45 degrees of bank, I initiated ejection. Took until we were approximately about 130 degrees of bank, maybe 40 degrees nose low by the time my ejection seat fired. While the entire process took about 45 seconds from the first blink of a master caution light to ejection, the decision to eject probably was made back in pilot training. The aircraft was uncontrollable. I had no flight controls and no hope for recovery of the aircraft. If I had it to do over again, while I assumed a good position overall for ejection, I did not let go of the stick and did not pull a handle with both hands. And subsequently my right shoulder was broken during the ejection process. While a T-38 flight crew was practicing landing procedures at a Midwestern base, the pilot and her instructor experienced a right engine failure. I'm Lieutenant Julie Thie. As a student pilot, I was recently involved in an emergency and a T-38 aircraft at my home base. We came back from a routine sortie to do a heavyweight no flap touch and go. And as we were climbing out, we got a fire in the right engine. We shut the engine down, but the fire burned through the control cables that led to the stabilizer. And we had no pitch control. About that time, my instructor said it was time to get out of the aircraft. I said, OK, looked down and pulled my hand grips up and waited to hear him go behind me, heard the boom, I squeezed my triggers, and that was the end of it. It was not nearly as scary as I'd always thought it would be. I'd been really bad in aerospace physiology training. I just hated parachute landing falls, and I was terrified of ever having to eject. I thought I'd never have to do it. But when it came time to do it, my instructor pulled me through. If I'd been solo, I think I would have thought about it a lot longer. But my instructor was so calm about it that it didn't leave me any second thoughts. I just squeezed the triggers and went. And it didn't hurt. Everything worked just like it was supposed to. I know if I was ever in a situation like that again, I wouldn't hesitate for a second to pull the triggers, because it works like it's supposed to, and it doesn't hurt. Over the California desert, an A-10 was test firing ammunition with a new flash suppressor. Lieutenant Colonel Rusty Gideon was piloting the aircraft and can relate what happened. About three years ago, I was involved in a flight test mission out of Edwards Air Force Base in an A-10 during which some problems developed, which caused me to have to bail out. The problem was a double engine compressor stall, which led to a double engine over temperature. And then I shut both engines down, attempted to cool them down so that I could then restart them. However, ran out of altitude before having completed that full sequence, so I had to bail out. I've always thought that it's sometimes difficult, sometimes easy to make an ejection decision.  That's pretty self-evident that it's time to leave the aircraft. There's other times when the pilot hopes he can salvage the situation or he hopes things are going to get a little bit better. But by waiting that extra moment, it's certainly possible that you're going to put yourself out of the ejection envelope. In my case, there was some question in my mind as I descended through what appeared to me to be 2,000 feet because I'd actually seen one of the engines light off and begin its start cycle. However, I've never regretted the decision to bail out when I did because I'm still not sure that it would have lit off and that it would have provided the amount of thrust I would have needed to recover the airplane. As far as the ride in the parachute, it was a little bit violent at first. It takes about two seconds from the time you pull a handle until you're in the chute. Then it was very quiet and once my senses caught up with what was happening to me, it felt very comfortable. I'd been there before numerous times during the training and the rest of the ride down was very comfortable. While conducting high-angle of attack tests on F111, another pilot was faced with an ejection decision. I'm Colonel P. Winters. We were conducting high-angle of attack testing on the F111. On this particular day, we were conducting accelerated stalls at 35,000 feet to check the departure characteristics of the airplane. We'd already conducted one test in which the airplane did depart, as predicted, in a rolling departure and then recovered rather rapidly. We decided to go to our second point. The second point was an accelerated stall, 2Gs. The airplane departed, as predicted, but then went immediately into a spin. I applied the cover controls and the airplane started to recover. We thought we were going to make it, but we were coming down very rapidly and passed through our spin chute altitude of 22,000 feet. I deployed the spin chute as briefed and the spin chute came off in the maneuver. Now things weren't going as predicted. Both engines were stagnated. As we passed through our ejection altitude, my chase pilot yelled for me to eject, which I did after very little thought. I don't believe that up to that point, I'd even thought about ejecting. Because the airplane was highly instrumented, we went back after the accident to determine how much time we had. We calculated three seconds. We'd waited another three seconds. The chute would not have opened prior to hitting the ground. I don't know that I would have made that ejection decision in those three seconds if my chase pilot had not assisted me and yelled for me to eject. I was highly trained and prepared for my mission. I was prepared for the departure. I was not prepared for the violent recovery maneuver and the spin chute coming off. I don't know that if I departed in an operational world, if I could have made that decision to eject. It's important to know when it is that you want to eject and then abide by that decision while you're in the air. Even the crews of our newest aircraft models, the F-15 and F-16, have experienced unexpected ejection situations. The idea of ejecting never occurred to one F-16 pilot until he saw how close he was to the ground. I'm Major Paul Rosetti. We were flying in low altitude on an F-16 operational test mission. When I looked over my shoulder and saw an aggressive aircraft attacking my helmet, we made a defensive turn. After that, I made a wing rock. Shortly following the wing rock, my airplane pitched up violently and went into a falling leaf maneuver. I was surprised. I immediately focused all my attention on trying to fly the airplane back under control. After three or four oscillations, the nose pitched down, then it pitched back up again. At that point, I checked my altimeter and was reading close to target elevation. I then looked out the window, got a close-up on a cactus and decided it was time to eject. The ejection occurred about 700 feet AGL, about five seconds after going out of control. The aircraft was in a very high sink grade at that time. It impacted the ground about four seconds after I ejected and the 45-hundred pounds of fuel on board made a fairly sizable fireball. I was forced to make a four-line jettison and steer my chute to miss the fireball. If I had waited another two or three seconds, if I had not had any prior parachute knowledge, or if I had a less capable seat, I would not have cleared the fireball. Four thoughts on my ejection. Firstly, when the aircraft pitched out of control, I did not even consider the option of ejecting, even though I knew I was in very low altitude. Secondly, I did not realize that the aircraft was not going to make it until the nose pitched down, back up again, and I looked out at the ground. Once I had made up my mind, the aircraft was not going to make it and I had written off the aircraft, only then did I turn to the question of survival. And finally, things happen a lot quicker than you think you're going to. You don't have as much time as you think. During a strike exercise involving multiple aircraft, an F-15A was involved in a mid-air collision. I'm Captain Bob DeVos. I'm an F-15 pilot stationed at Hollamon Air Force Base in New Mexico. On October the 3rd, 1979, I was commander of a composite force training mission past the close escort F-4 fighter bombers into and out of the Fallon Naval Air Station range complex in Nevada. As I unloaded and rolled away from my last kill, I instinctively rolled to my right and what I saw rurned my whole day. Another F-15 on an imminent collision. The mid-air collision severed the nose of my F-15, disintegrated the canopy and windscreen and instantly blinded me. I immediately reached for the ejection handles and ejected myself in the A2C at approximately 350 knots indicated airspeed and 20,000 feet MSL. The ejection sequence was both violent and instantaneous, very comparable to being fired out of the end of a shotgun. The most important thing about the ejection sequence was that I was alive. And the reason that I was alive was because I made the decision to eject and then I executed that decision without any hesitation. I might add that I did not make the decision to eject on October the 3rd, 1979. This was a well-thought-out process over many years of flying. That is, my philosophy had always been, if I got myself into a situation where I could not determine the attitude or the capability of my aircraft, then I would eject, regardless of who was to blame. My message is simple and straightforward. If there is any doubt about the status of your aircraft, leave it. We can always rebuild the aircraft, but we cannot rebuild the pilots. There you have several ejection experiences from fellow crew members. Who like you fly some of the present Air Force inventory? Speed in today's aircraft has doubled and quadrupled from that possible in older models over the next few years. These higher speeds mean a reduction in the time a pilot has to perceive, to interpret, and to appropriately react. We no longer have the luxury of time to deliberate for a decision. You, today's air crews, must be able to meet the challenges presented by the aircraft that you fly. The time to think about what you will do if an out-of-control situation occurs is on the ground. Up there, the solution must be automatic. If ejection is warranted, then it too must be without hesitation. We all knew guys who didn't. All too often the accident report reads, pilots selected the wrong course of action by attempting to recover the aircraft from an out-of-control situation. One that was impossible to recover. Wasting those few precious seconds can not only be critical. In the ejection world, it can be fatal. Don't let it be said that you ejected a second too late.


Vix, the makers of Vix Vapor Rub, Vix Vatronol, Vix Cockdrops and Vix Inhaler brings you the matinee theater starring Victor Jory and featuring Janice Gilbert in the request performance of the romantic swashbuckling story The Pirate of Orleans We bring you the Pirate of Orleans today because the continual requests for this fine play the votes for the Paramount picture till we meet again and The love story of Robert Browning and Elizabeth Barrett are still coming in in great numbers and one of these fine plays will be presented next Sunday Now here's a good thing to remember when you catch a cold The best known home remedy for relieving miseries of colds is Vix Vapor Rub Ladies and gentlemen today our story deals with the stirring days of the early 1800s We take you now to the high seas of adventure to the decks of a tall ship With one of the boldest swashbuckling adventures that ever sailed Jean Lafitte the pirate of Orleans Have you met Jean Lafitte yet?  Oh, is he married? No one knows They're all sorts of stories. I've heard that he's married to an Indian princess a Spanish Countess and a Viennese dance What does Mr. Lafitte say to all this? What does Mr. Lafitte say? I Have it on very good authority that Jean Lafitte stopped an entire revolution once one man against thousands And whose authority do you have it? Why on Lafitte's of course What do you know about Lafitte Tom Lafitte well he and his brother have a very fine blacksmith shop and they just bought a store a Blacksmith a store why I've heard that he's the leader of the pirates of Barataria.  He's positively not a pirate The boss is a white flag going up. Are you sure? Take a look for yourself A boat and come with me I'll remove the crew and passengers and take the ship back to Barataria That's too fine a ship to destroy. Come on men. Let's see what prize we've captured Get this whole Dominic look at those silks and those spices We'll get good money for this treasure in New Orleans was a very pretty girl Did you notice boss way over the starboard? She was standing her hair was like sunshine on a yellow corn Dominic What are my orders about women on captured ships? Oh, but couldn't we make an exception? It just once I Like that girl with the yellow hair. I'd even Mario Me Dominic on the no circumstances is any woman on any captured ship to be approached for any reason whatsoever Convoys to it or touched on less by the captain See on less by the captain. We'll see that you remember it. You wouldn't look well in irons Dominic No, I wouldn't all right. You start listing the things down here. Will I go above? We're setting sail at once I'm asking too much. Would you mind telling me where you're taking this if you wish to give me a title? It's private here not Paris. Where were you going? New Orleans? That's where you will be taken Who are you? What's your name? Constance Winthrop? Is your father general winter? Yes, he is and what are you doing on a Spanish ship? I was visiting friends in Spain if it's any of your business Oh, you'd be more careful of your tongue in the presence of Pirates I'm not afraid of you.  You do that to a woman. Yes If I thought you were trying to be on equal footing in a man's world You have a little to learn about women pirate. I'm not interested in being taught miss Winthrop.  Oh, why I loathe you I should say privatee Where is that music coming from? That's Dominic playing his fiddle You shouldn't be on deck. You should be in your quarter. No No, let me look at the moon for a moment Pace the salt on my lips feel the wind around me I'm sorry. I was so rude this afternoon. I lost my temper doesn't matter women are as changeable as the weather I don't pay any attention to their moods. I Wish you liked me better. Why should you care what I think of you in the morning? You'll be in New Orleans You'll have left my world Perhaps I I'd like to stay in you'd like to stay on a pirate ship. I think I would If it was your ship, that's because there's a moon tonight in the air is sweet and someone's playing a fiddle Some other day when the decks were running with blood in the air was heavy with the smell of death.  I have none You're a hard man to get to know that's right and after tomorrow I'll never see you again. I hope not you put a rope around my neck Come the earth getting cold. You better turn in Have you ever kissed a woman pirate?  Good night. Good. Bye Or are you afraid afraid?  Why should I be modest?  I hope I never do see you again The temptation to put a rope around that neck might be too great. Good night Good night my lady. Good night. Yes Dominic What is we're at anchor now? We're ready to take the price and she's into new Orleans. You're coming up to see them No Seniorina looks as though she had been crying. I guess of myself. It would do any good Aren't you even gonna say goodbye? No Take them in All right, boys. All right We made quite a hole this tree. We won't be able to dispose of it for a while. I'm afraid We're in a little trouble my brother trouble. Hi, what happened? Governor Claiborne has sworn to stop all privateering He says he's going to wipe out that a terrier, but it's the last thing he does in this world And he says he's going to hang the leader before all of you all has he named the leader. No Well, then what are you worried about in the eyes of all ends were respectable citizens decent and peace-loving Maybe and maybe not people have always had suspicions. Well, that's not worry about it I'll have a bath and a shave and then I'll go pay a social call on Governor Claiborne Perhaps fatigue. I haven't had tea with the governor for a long time now and Too long for such good friends to be apart. I Tell you Jean I'm going to rid new Orleans of those pirates if it's the last thing I do I don't blame you Scotland so no one's safe around here anymore. I may call on you for help I'll be glad to help in any way I can Have you Hello conscience my dear, I'd like you to be a very good friend of mine. This is Jean Lafitte my niece miss winter of miss Philippine. How do you do? She's staying with me until her father's return This is a pleasure, mr. Lafitte. Very great pleasure miss Winthrop But I'm afraid I must looking at my shop before it closes. Well, then I'm very happy to meet you, mr. And I trust we'll meet again soon. Thank you miss Winthrop. Good day. Good day governor come again soon John That's a very handsome man uncle. That's a very dangerous man I'm convinced that he's the leader of the privateers. He doesn't look very dangerous to me. Are you positive? I'm so positive. I'm going to put a price on his head and send my men after him tonight Come in miss Wimph Sit down You'll find that corner chair the most comfortable. Thank you. Would you care for a sherry? Thank you. No Your manners have improved since last we met sir. I changed with the environment Why did you come here? My uncle knows who you are told him. No, of course not I don't know how he found out if it's true that he knows why didn't he keep me there this afternoon What match would he have been for you? He was alone in the house tonight. He will come with troops He doesn't think you suspect that he knows so naturally wouldn't expect you to try to escape Well, then I must be on my way. There are some men to be warned. Oh, hurry then and take care of yourself. I I suppose This time I never will see you again Constance once I told you I'd kissed a thousand women It was a lot. I know I've only kissed two or three hundred How many men have you kissed? Very few you offered me a kiss. Why?  I'm afraid I I Just want to kiss you. Will you kiss me now? I should say not not after the way you acted I was never so humiliated so I Told you not to kiss me might as well have said Stop breathing Goodbye, Constance. Goodbye Thank you. When will I see you again? When will you see me again? You'll see me when the moon rides in a certain way that you remember seeing before in the midnight sky You'll see me when you see a ship riding an anchor with a battered look about her and you'll See me when you hear someone laugh in a certain way or someone shout or perhaps cry and you'll see me Every time someone else kisses you I will not but I'm never to see you again I can forget you in a minute. Oh, you'll see I can forget you all right Then you're not the girl for me my beauty. Goodbye John. Goodbye.  So the calendar says but that doesn't do you much good today If you have one of those pesky March colds What you want most is relief from the miserable distress of that cold So take the advice of millions of folks from their own personal experience and rub Vicks vapor rub on your throat chest and back Then enjoy the comfort that comes as vapor rubs relief giving action goes right to work to help relieve Congestion and irritation in the upper breathing passages to ease the coughing spasms So a throat and that muscular soreness or tightness You see vapor rub is so effective because it penetrates Penetrates into the cold congested upper bronchial tubes with its special soothing vapors and at the same time it stimulates stimulates chest and back surfaces like a comforting warming portus and This penetrating stimulating action of vapor rub keeps on working for hours to bring such wonderful relief mind you Only vapor rub gives you this special Penetrating stimulating action the best known home remedy for relieving miseries of cold Vicks vapor up Now act two of the pirate of all Ian's starring Victor Jory and featuring Janis Gilbert As our curtain rises we find Jean-Lafitte at his hideout on Barataria The war of 1812 is entering its fourth year and as our scene opens mr. Lafitte is considering an offer Mr. Lafitte his Majesty's government is prepared to offer you the sum of $30,000 in return for your help in capturing the city of New Orleans and Full pardon for you and your men Does the opera interest you the offer interest me very much. I should have time to think it over very well Mr. Lafitte as you know, we are ain't good just outside your harbor. Yeah, we shall await your answer John oh John so glad I found you. I have to talk to you. How did you have to better Terry? I persuaded one of your men to bring me to you John there's terrible trouble in New Orleans the British are close by there aren't enough men to defend the city General Andrew Jackson has just arrived in his ill with a fever and can't get men. What do you want me to do about it? Why why help General Jackson defend it of course. Are you forgetting there's a price in my head in New Orleans? Oh, I'm sure you could get a partner. I want you early and safe And I want you safe in New Orleans. I don't want safety. I've never wanted it. I don't want it now I want a deck under my feet and a gun in my hand and a worthy prize coming in on the horizon And I thought I loved you Are you having a decent honorable motive in you? I thought you were a fearless man that would fight for a principal that I see now You're only a thief after all you'll only fight for a prize Goodbye, Mr. Lafitte. Forgive me for taking up your time General Jackson you've heard my offer now then will you grant a pardon for me and my men so that we may fight for the United States? The United States is most grateful, Mr. Lafitte We accept your help with deep thanks and your pardon shall be granted Almighty God Except our humble thanks for the victory. We have just won Mr. Lafitte America and New Orleans will always be grateful to you It hadn't been for your help and the help of your men We would never have won such a great victory. Thank you general Jackson We were fighting a great cause now my boy going out there and dance and have a good time You're the hero they are and all the ladies are waiting to dance with you Tell you about myself Well, let's see a year or two go south of the Canary Islands. Oh very south of the Canaries I Defeated an entire native army single-handed or by yourself. Oh, Mr. Lafitte Just imagine nothing. I picked them up two by two and cracked their heads together Do tell me about yourself, Mr. Lafitte. Well now let's see One time six or seven months ago somewhere north of Haiti Very north of Haiti as a matter of fact I decided to hunt for treasure on the ocean bed So I put one knife in my teeth and one in each hand and I dove in I came face to face immediately with six sharks Oh, and what happened? They ate me. Oh So I wiped out the entire nation of cannibals single-handed Then I was a little tired Camel got tired of carrying me. I carried the camel I had a harem of sixty wives. I had a thousand and sixty I slept for the next hundred and twenty years I was wondering if I was ever to have a pleasure of dancing with the lion of the evening I've been hearing stories about you. I understand you defeated an entire native army single-handed. I could never lie to you Constance As a matter of fact, it was only a brigade. I also understand that you carried a camel Small camel and that you slept a hundred and twenty years, but only fitfully my dear only Let's let's not dance Let's go outside by the water for a few minutes. It's hot in here. All right smell that scene Just smell it Drink it deep inside you saber it and taste it and Don't let it get away from you What do you think of when you close your eyes and smell the sea? I think of a house somewhere beside it And I see you in that house Looking as though you're a part of it.  What do you see? I see I See sails filled with wind Sometimes I see that is smooth and swelling and sometimes rough and challenging and ready for a brawl. I See China and the Indies and cargos of silks and spices. I see islands tropic trees against a yellow moon and bananas and dates and coconuts within the reach of your hand I See clips For the mountains been down to see who's coming in the harbor and I see harbor lights blinking a welcome You smell the ocean and you see the ends of the earth And I smell it and see home and that's the difference between us So this is where I say goodbye Constance my dear. Oh, no No, stay try it here. You might like like it. I couldn't live the life of an honest man I've had no practice Do you want to domesticate me like a cow or a dog? Do you want to put milk into my veins instead of blood and chain me to a fireplace? I'd be so irritable inside a week that you'd hate me. Do you love me? Constance what's the good of that? I'd like to know you've never said Yes Yes, I love you. I love you and I Suspect the for the rest of my life. I'm going to have a great emptiness in my heart But still you'll leave me. Yes Still I'll leave you When are you going tonight tonight? Yes, the pride is riding a dinker now outside the harbor Well, you'd rather have a ship than a wife. I'm certainly not going to argue with that's the Snap your fingers at me. Tell me to go and be hanged. There are plenty of other men in the world You know just as attractive as pirates and much more honest, but not as attractive as I am I'm a very special person even for a pirate. You certainly are you haven't got a heart where your heart should be You've got a cutlass careful. Don't let yourself trip over that cutlass. You might get your feelings hurt. Oh, I Love her now. We're on the same footing as when we met with that. I bid you an affectionate good night and goodbye. I I won't kiss you this time. I don't want to make it any harder for you to forget. No, don't worry. It won't be hard Good night my beauty and goodbye John John Well Dominic we're off on adventure again a yeah boys, where are we bound? I don't know somewhere south We're off in a long trip this time Dominic. Are we running away from somebody? Yes Dominic. You might say we are We're running away from domesticity from cottages and ruffled lace curtains We're going back into a man's world myself. I like a man's world with women in it That's your great weakness Dominic Well, it's late. I think I should turn in for a while. Tell the man at the wheel Our course is steady as she goes south southeast. Hi, I said, I'll be Hello Dominic Dominic stop playing that fiddle. It isn't gonna help one bit What are you doing in my quarters on my ship?  I'll make you no concession. You're going right back to New Orleans. Oh, no I'm not I'm going to China and the Indies for silks and spices I'm going to see traffic trees against a yellow moon and Cliffs where the mountains bend down to see who's coming in the harbor I'm going with you. That isn't the life you want. You want cottages and fires and things You want a home? You're my home. Oh, don't send me back. Sure. I love you. I belong with you I don't want you here. Oh, yes, you do Who are you going to tell about the stars and the winds and the weather and who are you going to brag to about your conquests? And who are you going to kiss? If not me no one I am sufficient of them myself. I see you're the king. Hmm. That's right Well move over King. You're going to have to share your throne.  That's been visited on me for some sin in my youth. Kiss me Oh, but that do love me. You can be very sure of that. I do love you Everything's all right, boss. Everything's wonderful Dominic. Everything is wonderful Oh, then this is a good time to tell you I got a wife with yellow hair down in the hold. No, no This is not a good time, and I tell you some other time Good night, boys Hey, good night Darling, you're so wonderful. Yes, I am Yes, I must admit it. I have a good ship and a good crew and a good wife Until I tell you something. I did it all myself single-hand Hahaha In just a moment an important message from Victor Jory You know my friends the war has caused many shortages in many cases it has made the use of substitutes necessary But this is not true of that famous family standby Vicks vapor rub. There are no wartime substitutes in the vapor rub you buy Although some of the countries that supplied us with aromatics and medications were taken by the enemy We found new sources as a result. There are no wartime substitutes in vapor up It is the same fine effective vapor up the same high quality you enjoyed before the war the best known home remedy For relieving miseries of colds time-tested home-proved Vicks vapor up This is Victor Jory. I Want to take this opportunity to thank you very much for the many fine things you have said in recent letters about the matinee theater productions They votes are still coming in and great numbers for both the love story of Robert Browning and Elizabeth Barrett and Paramounts fine motion picture till we meet again Next week Gertrude Warner will appear with me and the one that you select Remember the choices between Paramount stripping story till we meet again and the love story of Robert Browning and Elizabeth Barrett Please write me care of Columbia Broadcasting New York 22 Our script today was written by Gene Holloway and was directed by Richard Sanville Music for this series is under the direction of Mark Warner Be sure to be with us next week when Vicks the makers of Vicks patron all Vicks cough drops and Vicks inhaler Brings you another great matinee theater production Starring Victor Jory This is CBS the Columbia Broadcasting System