At this point we leveled off and took up a heading of 305 degrees to leave the 

 " eye " through the quadrant that appeared to be the weakest on the radar scope. 



Before entering the wall of weather surrounding the " eye " we turned on all 

 the cockpit lights to avoid being blinded by the lightning that had been observed 

 while in the " eye." 



As we entered the edge of the " e3-e " we were shaken by turbulence so severe 

 that it took both pilots to keep the airplane in an upright altitude. At times the 

 updrafts and downdrafts were so severe that I was forced down in my seat so hard 

 that I could not lift my head and I could not see the instruments. Other times I 

 was thrown against my safetj' belt so hard that my arms and legs were of no use 

 momentarily, and I was unable to exert pressure on the controls. All I could do 

 was use the artificial horizon momentarily until I could see and intercept the rest 

 of the instruments. These violent forces were not of long duration fortunately, 

 for had they been, it would have been phj^sically impossible to control the airplane. 



Since the updrafts and downdrafts were so severe and we were unable to main- 

 tain control of the altitude all we could do was to hold the airspeed within limits 

 to keep the airplane from tearing up from too much speed or from stalling out from 

 too httle. After the first few seconds we managed to have the third pilot, who was 

 riding on the flight deck, advance the R.P.M. to 2,400 so we could use extra power 

 in the downdrafts and start a gradual ascent from the area. Neither of us at the 

 controls dared leave them long enough to do it ourselves. 



The third pilot received a lump on his forehead when he struck the rear of the 

 pilot's seat, and bruised his shoulder from another source in doing so. Since he had 

 no safety belt he was thrown all over the flight deck. 



This area of severe turbulence lasted between five and six minutes, and every 

 second during this time it was all both of us could do to keep the airplane at a safe 

 altitude, keep it within safe airspeed limits, and maintain a general heading. 



It is almost impossible for me to describe accurately or to exaggerate the severity 

 of the turbulence we encountered. To some it may sound exaggerated and utterlv 

 fantastic, but to me it was a fight for life. 



I have flown many weather missions in m^' thirty months in the 514tli 

 Reconnaissance Squadron, I have flown night combat missions in rough winter 

 weather out of England, and I have instructed instrument flying in the States, but 

 never have I even dreamed of such turbulence as we encountered in typhoon 

 " Beverly." It is amazing to me that our ship held together as it did. 



When the severest turbulence subsided we found we had gained an altitude 

 of about 6,000 ft. At this point we decided to climb to 10,500 ft. and proceed directly 

 to Clark Field. It was night time, and since we were shaken up pretty badly this 

 was the most sensible course of action to be taken because we had no way of knowing 

 the extent of any damage we might have sustained. 



The engineer reported that the booster pumps had all gone into high boost 

 and one generator had failed. The radar observer said that the rear of the airplane 

 was a mess of rubble from upturned floorboards, personal equipment, sustenance 

 kits, &c. The flight deck had extra equipment all over it. In addition, the co- 

 pilot had twisted off a fluorescent light rheostat switch when we hit the turbulence 

 as he was adjusting it. The radar observer reported his camera had fallen to the floor. 



During the climb the scanners checked the exterior of the ship with Aldis 

 lan:ips to ascertain any damage sustained. Control cables the length of the fuselage 

 were also checked for obstructions. Everything was found to be in order, except 

 for the afore-mentioned heap of loose equipment. 



We made contact with Clark Field tower about 80 miles from Clark Field after 

 trying vainly to raise Manila Control. Clark tower cleared us to Clark Field at 

 our cruising altitude, and then Manila control gave us a call verifying Clark tower's 

 instructions. 



Clark Field was V.F.R. with an unlimited ceiling. We made a spiral descent 

 VFR and landed at 1135Z, concluding 8 hours and 35 minutes of fljang time. We 

 logged two hours of day weather time, and one hour and twenty-five minutes of 

 night time, and two hours of night weather time. 



After my experience in leaving the " eye " of " Beverly " at 1,500 ft. the under- 

 signed has only one statement to make and it cannot be overemphasized. 



An airplane with human beings aboard should never be required to fly through 

 the " eye " of a typhoon at an altitude below 10,000 ft. If a pattern must be flown 

 at 1,500 ft. in the storm area it should be clearly indicated that the area of the " eye " 

 be left at the 700 millibar level and the descent be made at a distance of not less 

 than 70 miles from the centre. 



Full use of radar equipment should be exercised in avoiding any doubtful areas. 



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