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overcast at a point too close to the airport and too high to effect a normal landing on No. 1 runway, he proceeded across the airport with the intention of circling to the left for a landing on No. 6. Witnesses in the control tower and on the ground testified that the airplane flew across the airport at an altitude which did not vary to any noticeable extent and during that time the lights of the airplane were clearly and constantly visible, unobscured by scattered clouds or scud. If any of the scattered clouds reported to be at 200 feet were in the flight path of Trip 6, the testimony of the eye witnesses indicates that the airplane flew across the field at an altitude below 200 feet. As already mentioned (page 13) the evidence derived from subsequent simulated flights, although undertaken by daylight with consequent possibility of error by the witnesses, indicated that Trip 6 was no higher than 200 feet above the airport and the testimony given by the surviving passengers is not in conflict with this. Since the area west and southwest of the airport is thinly populated and devoid of visible landmarks at night, it is obvious that Captain Scott planned to remain underneath the overcast during the turn rather than to pull up into the overcast, thereby necessitating another instrument approach or proceeding to his alternate.
Caption Scott had years of experience as an airline pilot on the type of equipment involved and had been flying into St. Louis since 1933. During this time it is certain that he became well acquainted with the conditions at the Lambert-St. Louis Airport and was well aware of all obstructions in the immediate vicinity. Nevertheless, Captain Scott flew the airplane at an altitude too low to clear the trees.
