In the reconnaissance of Hurricane Dolly, many feet of radar pictures were made of the spiral bands of the storm. When it became clear that all planes would have to be flown to the mainland because of the approach of Dolly to Bermuda, the film pack used on the reconnaissance was left in the plane so that additional pictures could be made on the flight back to the mainland. Not only was this done, but also an additional eye dropsonde was obtained during the trip to the mainland. It was agreed that as soon as the plane returned to Bermuda after the storm had passed, the film and additional records would be mailed to Washington. On its flight from the mainland while returning to Bermuda, the plane exploded in mid-air 150 miles off the coast, near Savannah, Georgia. It had the records, the radar film, the dropsondes taken in the eye, and other data. In this case, the No. 4 engine had “run away,” throwing its prop, which struck Engine No. 3, and the latter exploded. The plane fell out of control. Eight of the crew were rescued but none of the records or data of the reconnaissance was saved. This plane, however, was not on a storm mission at the time. The unexpected appearance of a small eye on the radar scope is not uncommon. The Navy’s instruction to its crews says: “During the final minutes of the run-in, radar may prove to be more of a hindrance than a help. There can be a number of open spots close to the true eye which might appear as eyes on the radar screen. You should not chase these false eyes!” Out in the Pacific, the typhoon chasers say: “False eyes are often found in weak storms and care must be taken not to confuse them with the true eye of the typhoon. On the radar scope they may present an appearance much like the true eye but will not remain on the scope for any length of time. By continually scanning the suspected eye with several sweeps, the radar observer will see that the false eyes are surrounded by fuzzy cloud formations rather than a heavy ring of cloud characteristic of the eye.” When Hurricane Carol of 1954 was approaching the New England Coast, the last penetration was made by a Navy plane with Lieutenant Commander R. W. Westover as pilot and Lieutenant C. W. Hines as co-pilot. On the way into the storm circulation, Hines was telling Westover about his family’s experience in the New England hurricane of 1938. The family residence was on Cape God. It was blown into the water and drifted until it lodged against a bridge, obstructing navigation. Finally, it was necessary to dynamite the wrecked house to clear the channel. The Hines family rebuilt their home and took out hurricane insurance. They carried the insurance until June 1, 1954, and then let it lapse.