end, to No. 2 was 1500 feet. Others up to No. 6 were 750 feet apart. No. 7 was 3,000 feet beyond No. 6 and marked the extreme limits of the available landing area totaling 7500 feet in length. These lights were of a fluorescent type and are considered to be highly satisfactory for night landings during normal weather conditions. No weather handicaps prevailed during the approach or landing. Visibility was unlimited.
Witnesses to the approach who were on the company service launches saw a single landing light approach with uniform and even descent until it appeared to be at water level when it suddenly went out. Company procedure provides that when the second landing light is turned on during the approach it constitutes a signal for the firing of a flare from the company launch as an aid to the pilot in gauging accurately his height above the water. In this instance, the pilot did not turn on the second landing light during his approach.
Examination of the wreckage revealed no indication of malfunctioning of any part of the airplane prior to its impact with the water. Both wings were broken off; the left wing and left sea-wing received more damage than those on the right. The hull was broken in two at the center of No. 2 compartment, approximately 3 feet aft of the hull step. The forward portion of the hull was badly damaged, the rear portion was buckled and forced in an upward direction, and the extreme rear section of the hull received little damage. Approximately 400 square feet of the hull bottom was not recovered. This section of the bottom covered an area from a point a few feet aft of the bow to the region of the step, the hull skin having failed predominantly in an outward direction.
The left altimeter setting was found to be very close to the then existing station pressure of 1014.6 millibars. The right altimeter, from which Captain Goyette called off the altitude of 250 feet, was found set at
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