“To me the most unwelcome sight of the whole trip was the swelling, churning sea. From nine hundred feet, which seemed to be our average altitude, the height of the spray above the ocean could not be determined. In places the surface was covered with sharp white streaks. If one thought for very long about what would happen to him if he were forced down upon this boiling ocean, he would be cured of hurricane flying for some time to come. “The center was very welcome. The turbulence there was only light and the intense rain stopped completely. This gave me a momentary ‘breather’ so that I could swallow my stomach, assure myself that I was not sick, and code up a few back messages.” The morning crew went to Eglin Field and only one ship and crew was left at Morrison as the big storm closed in. The weather officer on this last flight was Lieutenant Edward Bourdet. He said: “The weather during the entire morning at Morrison was bad. There were numerous thunderstorms with heavy rain showers that reduced visibility at times to less than one-quarter mile. Our flight took off at 10 A.M. We went just east of Miami where the wind was easterly at about fifty knots. We circled the storm center according to instructions and the wind went around from east to north and then through west to south. We experienced not only vertical currents but shearing horizontal currents. It is surprising that an airplane can hold together under such punishment. I found that there is no dry place in the nose of a B-25 in hurricane rain and I had to sit on the papers to keep them fairly dry, but I was also troubled in trying to keep myself from being battered against the side of the plane. We did not enter the eye of the storm but were in the northeast corner. The pilot later remarked, ‘Our left wing tip may have been in the calm, but we sure as hell weren’t.’ It was here that I experienced the worst turbulence and the heaviest rain I have ever seen. The noise was terrific.” Lieutenant Bourdet added: “The worst part of flying hurricanes is the fact that if there should be some trouble, structural or otherwise, that would force the plane down, the crew would not have a chance of getting out alive. The best part is the fact that you know that you are instrumental in providing adequate warning to all concerned and in saving lives and property.”