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An AT-9 "Jeep" Crashed on the W.H. Outlaw Farm6, September 11, 19423

An unstable two-engined trainer airplane from Moody Field was caught in a thunderstorm and crashed. In this essay, the servicemen who died are remembered, along with the airplane that took them to their deaths. On the bases of the Incident Report, print media, and personal recollections, the event is summarized. I conclude that the officers knew the risk they assumed to signal the trainees to safety, an action that cost their lives.

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Last edit: 2014-03-21
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Captain Dallas "Dal" Lester Morris1 (Aug 26, 1914-Sep 11, 1942) was the seventh of ten children of James Lester (1878-1938) and Elizabeth Henrietta "Etta" (née Biggers) (1877-1951) Morris of Charlotte, NC.

A direct descendent of Philemon Morris (born 1773 in Mecklenburg, County, NC), Captain Morris' family was long established in the Charlotte area, where he was born and reared. Subsequently he matriculated to Wake Forest University (far right) and excelled in sports, particularly football and baseball, the latter team which he captained. His many exploits are described play-by-play in the university's Howler yearbooks. He enlisted soon after Christmas, 1939, and was commissioned Aug 30, 1940 (shown near right as a pilot).

At the time of his death, he was Pilot and Commanding Officer, Training Group 3, Moody Field, Valdosta, GA. One of seventy known Wake Forest alum WWII casualties, Captain Morris was buried in Evergreen Cemetery, Mint Hill, North Carolina.

 

Chaplain (First Lieutenant) Lawrence Aloysious Gough2 (abt 1912-Sep 11, 1942) was second of five children of Lawrence Aloysious (1881-1953) and Anna V. (née Tomkins) (1887-1951) Gough of New York, NY.

Lawrence Gough was second-generation Irish-American and grew up in a mixed-immigrant neighborhood. A 1937 graduate of St. Joseph's Seminary (right), Yonkers, NY, Chaplain Gough had been a pastor of Immaculate Conception (St. Mary's) before entering service in early 1942.

At the time of his death, he was assigned to Moody Field, and was one of 40 Army chaplains who had died before the war reached its one-year anniversary. He was beloved in New York and he received full military and religous services to an overflow crowd of dignitaries and well-wishers before interment at St. Mary's Cemetery.

The Curtiss-Wright AT-9 was a trainer designed to teach pilots to fly dual-engine aircraft, particularly the Lockheed P-38. With a wingspan of 40 ft, it was 31 ft long and nearly 10 ft tall. High-powered (2 ~300 hp engines), it was capable of a speed of nearly 200 mph. This "hot rod" was liked by many pilots, but its instability led some to say that the P-38 should have been used as a trainer for the AT-9. Perhaps my favorite comment about this aircraft is "if you lose one engine, you can use the other to fly to the crash site." About 800 were manufactured; surplused craft were not sold to the commercial market because of the difficulty in flying it. In a personal communciation (2014-02-22), J.V. Vinyard (AT-9 pilot and correspondent for the now-dissolved Hump Pilot Association) wrote "It is true that the AT-9 was a tricky aircraft to fly.  It certainly would have been the last aircraft anyone would [have] wanted to get into a thunderstorm with." Two exist today: one is a composite and one is partial (1 , 2).

The Incident Report4, summarized below with included images to the right, was 25 pages long, but most of it was irrelevant to the purposes of these pages (e.g., 2 pages of duplicate sparse press releases; 4 pages correcting the regulation number of previous submissions; routing slips . . . .) My editorial comments are preceded by "WHO," and, as usual, direct quotes taken from others are indicated.

1. A two-page hand-written note on pocket pad signed TJN with headers on both pages: 
3 mi E of Nashville, Ga
21.152 Day 43-9-11-6
“Pilot apparently flew into thunderstorm, lost control of the plane, and spun in, with engines running. Cause of loss of control by the pilot is unknown but is believed to have resulted from structural failure due to terrific stress weather in thunderstorm or a violent directional updraft which caused plane to stall and spin.
“Pilot was Commanding Officer, Training Group 3, and had gone up to check weather.
“Weather Officer had notified Operations of approaching thunderstorm and students were called.”

[WHO: The report was inconsistent in expressions of time, and is in error in places regardless how the time is expressed. The plane crashed about 5:15 p.m. local time. This note serves for the other paragraphs, too.]

[WHO: Possibly, para 1 is a summary added later to the report?]

2. Technical Report of the Aircraft Accident Classification Committee (from Moody Field, meeting held on September 21, 1942)
Place, Date, and Time of Accident: About 3 mi east of Nashville, Ga., 9/11/42, 21:15 Z
Aircraft Station: Moody Field
Organization: 462nd [??]
Aircraft Model AT-9
Aircraft Number: 41-5819
Date Accepted from Contractor: 2/2/42
Hours on Aircraft: 657.75
Engine Model: R-680-9
Hours on Engines: Left, 522:15; Right, 264.05
Took off from Moody Field at 2100 hrs
Organization Assigned: 465th School Squadron 
Regular Duties of Pilot: Commanding Officer, Training Group III
Original Pilot Rating and Date: Pilot, 8/30/40
Total Pilot Hours: 1558:30, and on this Model: 48:40
Number of Hours in Last Three Months: 21:30, 30:10, 38:35


[WHO: In the final section of the report, “Causes” a percentage had been ascribed to Personnel Error/Pilot Error/Error of Judgment and a percentage to Materiel/Aircraft Structure/Undetermined. The report was subsequently altered and changed to 100% Pilot Error of Judgment. What motivated the report’s alteration?]

Statement of Aircraft Accident Classification Committee: “It is the opinion of the committee that the accident was primarily due to error in judgment by the pilot in flying into a thunderstorm. Inasmuch as the airplane was seen spinning in a thunderstorm of severe turbulence, it is believed that failure to recover from the spin may have been due to structural failure. Therefore, a certain percentage has been assessed under “undetermined.” /s/ Carter E. Duncan, Major; Richard H. Chalmers, First Lieutenant; Willard L. Redans, First Lieutenant. The committee report was concurred in by Fred C. Nelson, Colonel.

3. Statement of the Airdrome Officer, Second Lieutenant Herbert W. Scott: “I was the first person on the scene of the wreck of AT-9 Airplane, AAF No. 41-5819, on September 11, 1942.

“Mr. W.O. Fowler of the Post Fire Department called at 20:15 PM (sic) reporting a crash three miles east of Nashville, Georgia. I left immediately on the crash truck. We found the wreckage and located the bodies, which were removed in the Post Ambulance.

“Photographs were taken and the wreckage left in place. No eye witnesses were present but the wreck occurred in the vicinity of 17:15 PM . The airplane was an AT-9; Air Corps serial No. 41-5819. The pilot’s name was Capt. D.L. Morris and the co-pilot’s name was Chaplain Lawrence A. Gough.

The wreck occurred on September 11, 1942.”

4. Statement of Major Carter E. Duncan, Air Corps, Director of Training, dated September 12, 1942: “ On September 11, 1942, I visited the scene of the accident to airplane, AT-9 type, Air Corps No. 41-5819, which crashed three miles east of Nashville, Georgia, at approximately 1715 EWT.

“I interviewed Mrs. Ira Wetherington, the nearest resident to the crash. She testified that between 1700 and 1715 she heard the airplane pass over her house. The engines were running. The accident occurred during a very hard rain from very dark black clouds. The airplane approached the ground from the northwest and crashed into a field about seventy-five yards from Mrs. Wetherington’s house. No investigation was made until about 1945, when Ralph Wetherington arrived, discovered the accident and reported same to the sheriff, who reported it to Moody Field at 2015.

[WHO: The airplane must have crashed coming from the eastnortheast, not the northwest. Thus, the plane hit the ground, as stated, about 75 yards from the residence, and (a) an airplane seat was later found to the west in the bay (see Recollections of Sam Watson); (b) the fence damaged was presumably on the east side of the bay (See Recollections of Christine Outlaw); and (c) a jawbone was embedded in a tree (see Recollections of Addie Watson), and from my private notes, not shown, I have recorded from her conversation: "a part of a jawbone was embedded in a tree on the west fencerow." The fence row, a portion of which still stands, is about 100 yards to the west of the crash site, consistent with the stated extent of the debris field.]

[WHO: Most accounts, like this one, indicate Mrs. Wetherington was home at the time of the crash, but did not hear it because of the violent weather. The Nashville Herald, however, indicates the Wetheringtons were away at the time of the crash.]

“I also interviewed Mrs. Corson [sic?, presumably “Courson”] and Mrs. Gray, nearby residents, who saw the airplane before it crashed. They testified that the airplane appeared out of the cloud, headed down and spinning, with the engines running. They also heard the crash. They also testified that they saw another airplane in the same vicinity at the same time, but going in another direction.

[WHO: According to the late George Griffin, a Gray family lived on the Stodgill place, which had been recently purchased by Uncle Cornelius and Aunt Lena. The Stodgill place joins and is west of the L.G. Outlaw Homeplace, where Uncle Cornelius and Aunt Lena lived. Perhaps this is the “Mrs. Gray” to which the report referred. In the 1940 census, Mrs. Ada Stodgill apparently still lived on their place, along with a son, a grandson, and a hired hand. There were no Grays enumerated on the page before, of, or page after Aunt Lena was enumerated, though others expected were, e.g. Lerene Fender (who lived on our farm), Bob Akins (farm now owned by Amelia née Akins Matthews), the Warrens (farm now owned by Jimmy Lane), Uncle Joe (house now owned by Sonny and Susan Griner), Grandpa (house now owned by Larry S. Watson), Aunt Georgian (house-site where Jimmy Lane presently lives). The only Courson I found enumerated in Georgia Militia District 1157 was Leon Courson, attorney, who lived in town. Of course, the crash occurred in 1942, 1-2 years after the census was taken.]

“The owner of the property on which the airplane landed is Mr. W.H. Outlaw of Lenox, Georgia.

“The airplane apparently flew into an isolated thunderstorm of seven miles in radius, which traveled from Spence Field to Moody Field and then southeast, passing the scene of the accident at approximately 1715. The cause of the loss of control by the pilot is unknown but is believed to be either a materiel failure due to terrific stress within the thunderstorm or a violent directional draft which caused the airplane to stall and spin. The airplane was completely demolished and parts of it were scattered over a length of 100 yards, but appeared to be intact before it hit the ground. Both bodies were a considerable distance from the major portion of the airplane. One parachute was partially open, that of Captain Morris.

[WHO: The description of the violent updraft that caused the plane to stall and spin is significant, cf. para 2, above, and consistent with Mrs. Courson's testimony, para 4, above.. The location of the bodies "a considerable distance from the major portion of the airplane" is in corroboration of Granny Watson's statement about location of human remains.]

“The first officer on the scene was the Airdrome Officer, Lt. H.W. Scott. Shortly thereafter the Flight Surgeon, Captain Lanting, arrived and took charge of the bodies. Also at the scene were Captain Barnes and Lt. Di Cicco. Photographs were taken and the bodies removed and the wreckage turned over to sub-Depot for removal.”

5. The weather report from Moody Field indicated rapidly changing conditions at Moody Field between 1700 and 1730 hr, inclusive. The temperature ranged from 80 to 91 degrees, the wind from 6 to 22 mph, visibility from 0.5 to 1.5 mi with a mention of blowing dust, thundershower.

[WHO: As Moody is nominally 25 miles from the crash scene, I did not transcribe a moment by moment blow of the conditions.]

6. The Sub-Depot report indicates that the plane was transferred to the Sub-Depot on 9-12-42.

7. A Brief of the Accident (9-13-42) indicated that the cause was “Caught in thunderstorm and crashed following a spin.” Then, “Weather Officer had notified Operations of a thunderstorm approaching one hour before. Students called in and others to Auxiliary Field. Capt Morris departed 15:00. Storm arrived at field at 15:20. Capt Morris got into thunderstorm at 15:15 and crashed. Believed he went up to check on thunderstorm.”


8. On or before Sept 12, Mrs. L.A. Gough, 1705 Purdy Street, New York City, had been notified of her son’s death. She was NOK; he was unmarried. Capt. Morris was also unmarried and his mother, Mrs. J. L. Morris, 225 N. Myer Street, Charlotte, NC, had been notified.

9. Press releases had been made by 10:30, 9-12.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Recollections of my mother, Christine W. Outlaw (1918-2001), written Jan 9, 19935: "Today, I went out to Lovein Funeral Home.  Mrs. Ruby Wetherington (90) died Thursday.  Funeral today.  Mrs. Wetherington & her family lived on our farm for a few years.  When her husband went to do defense work, they moved.  His health was not good for farming.  They were living on our farm in 1941 [WHO:  should read:  1942] when a plane got in a storm & crashed from Moody Air Force Base.  A pilot & chaplain were killed.  We thought lots of the Wetherington family.  Mrs. Wetherington called us the night the plane fell.  At that time we were living in Lenox, Ga, where my husband, W.H. Outlaw, was principal of the school.  Mrs. Wetherington’s son went out to feed the mules.  Instead of opening the gate, he climbed the fence & spotted something (plane) in the old cucumber patch.  Cukes were finished & the patch was grown up in weeds.  The weather was real bad [so] they did not hear the noise.  She went out & discovered it was a plane & notified the Sheriff’s office.  This was late one Friday afternoon.  We came down Saturday.  You have never seen so many people.  Moody closed the roads & guarded the area until all remains etc. were gathered.  Several wanted my husband to file suit, which was the least of his thoughts.  We were very sorry it happened.  Moody filled the hole & replaced the fence that was destroyed.  We did not ask for this. Two men were dead & plane was gone.

"Later the men’s families came to see where they died."

 

Newspaper accounts: Nashville Herald8 (left) and unknown (right)

Oral Recollections of my grandmother, Addie F. Watson (1898-1985), as told to to William H. Outlaw Jr. (1946-) and as told to Samuel L. Watson (1923-2004) via Tommy W. Watson (1956-): Granny told me that she and two women searched the field after the military left. They found pieces of human remains and buried them. They also found (part of ) a jawbone embedded in a tree; they dug the jawbone out and buried it too. I do not remember whether she identified the other women, and I do not remember whether she identified the burial site. Unaware of my knowledge, Tommy Watson also indicated that Granny Watson had told Sam about the jawbone at some time.

Oral Recollections of my uncle, Samuel L. Watson (1923-2004), as told to Larry S. Watson (1950 -) Larry Watson recalled that his father told him of finding an aircraft seat in the bay just to the west of the crash site.

Recollections of Alton Rowan (abt 1925-) as told to William H Outlaw Jr (1946-): In October, 2008, Alton Rowan--unaware of my previous knowledge--related accounts of the crash to me. Immediately after the crash, his family ( headed by stepfather Saron Parr) visited, planning their move into the farmhouse as the Wetheringtons were moving out. He mentioned bits of human remains (in his words, "guts and skin") scattered over a large area and elaborated on the presence of blowflies. He also mentioned that one seat was leaning up against a tree (likely, that to which Sam alluded, above). This was also the general area that my grandmother described a jawbone being embedded in a tree. (see above).

My direct knowledge: When a young man, I found a mangled watch in the debris field. I placed the watch on the mantel inside the unoccupied farmhouse (at which time was used by my parents as an afternoon retreat). It was removed by parties unknown, very much to my regret then and now. I do not know that it belonged to the victims, but I suspect so, and now whether is unknowable.

On Feb 19, 2014, while working on Sutton Vineyard, I found a piece of crumpled rivetted aluminum. The location was 65 yards from the center of the location of the old farmhouse on a bearing of approximately 13o, i.e. the site of the impact, within error. I believe that this finding is a part of the aircraft, but the area is not pristine. It was farmed from the time it was cleared (shortly after 1885 by my greatgrandfather Jerry S. Sutton until 2003 when I decided to let it go fallow). Also, it was found 20-25 feet from temporary staging area for waste from a barn demolition. To the best of my knowledge, nothing stored under the barn or used in farming could have produced this artifact.

In response to my enquiry, the National Museum of the United States Air Force9 replied: "We have shared the imagery you submitted with the staff supervisors of our Museum Aircraft Restoration Division.  They have confirmed that in their estimation the piece is consistent with aircraft debris from that time period.  It is likely that this piece is associated with the wreck of the AT-9 on your family property on 11 Sep 1942."

The location is marked on the ground, by a large PT post.

 

Footnotes

Unless otherwise noted, the links were accessed or confirmed in February and March, 2014. I never finish anything, so edits might come later, pending substantive new information.

1 The image of his marker was taken from Billion Graves, and I reworked it for presentation here. Some bibliographic information was sourced from Find A Grave and Ancestry.com. Three of the linked images are from Wake Forest's yearbook, the Howler (for which I thank Vicki Johnson (pers com, 2014-02-24) of the Z. Smith Reynolds Library). I am especially grateful to Susan Grills (pers com, 2014-03-01) of Charlotte, who directed me to the Gold Star Veterans Exhibit at the Charlotte-Mecklenburg Library. For background information, I used Bynum Shaw's The History of Wake Forest University, v. 4, 1988, Wake Forest University.

2One image and bibliographical information was from Ancestry.com, including historical documents and member-posted items. Some bibliographic information and the main image was from the Herald Statesman (Yonkers), which ran a front-page article the day after his death and later a front-page article on his services (the latter linked), and from the Daily Argus.

3At least two other military aircraft crashed in Berrien County with loss of life during the war. First, Carolyn (née Peters) Griffin (pers com, 2011-10-07), indicated that one pilot from Moody AFB was lost in the crash on the E.J. Nix place. Second, Margaret ( née Carter) McMillan (FB comment, 2014-03-09) indicated that a crash on McMillan Road, Enigma, GA, took the life of the pilot. At the time of the crash, the property was owned by Billy and Carolyn Dunbar, but was soon afterward purchased by Margaret's husband's grandfather O.E. (Ollie) McMillan.

4The Incident Report was obtained from Michael T. Stowe. Thanks to Craig A. Mackey (AF Historical Research Agency, Maxwell AFB) for a copy of the report, too. Lynn Gamma (also AF Historical Research Agency) informed me that all paper copies (and hence, original photographs) were destroyed after the material was microfilmed. Thanks to Ken Christison and Fred Knowles for comments concerning the expressions of time in the report.

5For the full set of her recollections, click here.

6 The W.H. Outlaw Farm, which I name after my father because of his childhood there, his trials in keeping it during the depression, and his passion for it, is a State of Georgia Centennial Farm (click here for presentation of award by Commissioner of the Georgia Department of Natural Resources Mark Williams, left, and Georgia Secretary of Agriculture Gary Black, right). In brief, part of the farm was owned by my 3d greatgrandfather John Ellis Connell before the war. More recently, all of it has been in my direct unbroken line of descent since 1885 (the Buck Sutton Old Place) and 1905 (a portion of the Samuel Washington Watson Place). For details, click here.

7For a concise summary re the AT-9, click here or see Wikipedia, as I did for the image. Moody Air Force Base historian Kenneth E. Sloat informs us that " [The AT-10] was a foundation aircraft of the aviation training here until May 1945.  I've included a photo of an AT-10 because I think they look very similar. The AT-10 was commissioned to specifically not use important material, such as aluminum.  It was made mostly of wood.  I don't think wreckage on the farm was likely to be an AT-10, but the fact that it was made mostly of wood doesn't eliminate the possibility.  There were many parts of the AT-10, such as the engine and engine cowlings,  that were made of metal.  "

8Skeeter Parker is thanked for the Nashville Herald clipping; the other, unidentifed, was in my mother's estate.

9via email 21 Mar 2014 from Brett Stolle of the museum. Many thanks to him and the staff for their expert opinion.


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