Amelia Earhart: Difference between revisions
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Amelia is right now 23 and in great health. she is still flying and is right now in the process of flying to the moon. |
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<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->{{Infobox Person |
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|name =Amelia Earhart |
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|image =amelia earhart.jpeg |
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|image_size =180px |
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|caption =Amelia Mary Earhart c. 1935 |
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|birth_date ={{birth date|1897|7|24|df=y}} |
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|birth_place =[[Atchison, Kansas]], [[USA]] |
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|known_for = First woman to fly solo across the [[Atlantic Ocean]], and set many aviation records. |
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|death_date =Date of death unknown. |
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|death_place =Missing [[2 July]] [[1937]] over central [[Pacific Ocean]] near [[Howland Island]], and declared dead on<br>[[5 January]] [[1939]]. |
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|occupation =Aviator, author and spokesperson |
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|spouse =[[George P. Putnam]] |
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|parents =Samuel "Edwin" Stanton Earhart (1868-1930) and Amelia Otis Earhart (1869-1962) |
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}} |
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'''Amelia Mary Earhart''' ([[24 July]] [[1897]] – missing [[2 July]] [[1937]], declared deceased [[5 January]] [[1939]]) was a noted [[United States|American]] [[aviation]] pioneer, [[author]] and [[women's rights]] [[advocate]].<ref> Morey 1995, p. 11. Quote: "She was a pioneer in aviation... she led the way so that others could follow and go on to even greater achievements." and quote: Charles Kuralt said on CBS television program ''Sunday Morning'', referring to Earhart, "Trailblazers prepare the rest of us for the future."</ref><ref>Oakes 1985</ref> Earhart was the first woman to receive the [[Distinguished Flying Cross (United States)|Distinguished Flying Cross]],<ref> Goldstein and Dillon 1997, p. 111,112.</ref> which she was awarded as the first woman to fly solo across the [[Atlantic Ocean]].<ref>Pearce 1988, p. 95.</ref> She set many other records,<ref>Oakes 1985</ref> wrote best-selling books about her flying experiences, and was instrumental in the formation of [[Ninety-Nines|The Ninety-Nines]], an organization for women pilots.<ref>Lovell 1989, p.152.</ref> |
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Earhart [[Missing person|disappeared]] over the central [[Pacific Ocean]] near [[Howland Island]] during an attempt to make a [[circumnavigation]]al flight of the globe in 1937. Fascination with her life, career and disappearance continues to this day.<ref> ''The Mystery of Amelia Earhart''. Social Studies School Service. [http://sss.cuesta.com/c/article.html?article@AE+s@h5Ge91PMdTMQk] Quote: "She vanished nearly 60 years ago, but fascination with Amelia Earhart continues through each new generation."</ref> |
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==Early life== |
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===Childhood=== |
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[[Image:ameliachild.jpg|left|frame|Amelia Earhart]] |
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Amelia Mary Earhart, daughter of Samuel "Edwin" Stanton Earhart (1868-1930)<ref>[http://www.famousgenealogy.com/famous/trees/earhart/gp0.htm Earhart Family tree]</ref> and Amelia Otis Earhart (1869-1962),<ref>[http://oasis.harvard.edu:10080/oasis/deliver/~sch00228 Harvard University Library: A/E11/M-129, Earhart, Amy Otis, 1869-1962. Papers, 1944, n.d.: A Finding Aid]</ref> was born in [[Atchison, Kansas|Atchison]], [[Kansas]].<ref>[http://www.idreamof.com/tree_earhart.html The Family Tree of Amelia Earhart] This was the second child in the marriage as an infant was stillborn in August, 1896. </ref> in the home of her maternal grandfather, Alfred Otis, a former [[United States federal judge|federal judge]], president of the Atchison Savings Bank and a leading citizen in Atchison. Alfred Otis had not initially favored the marriage and was not satisfied with Edwin's progress as a [[lawyer]]. |
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Amelia was named, according to family custom, after her two grandmothers (Amelia Josephine Harres and Mary Wells Patton).<ref> Goldstein and Dillon 1997, p. 8.</ref> From an early age Amelia, nicknamed "Meeley" (sometimes "Milie") was the ringleader while younger sister (two years her junior), Grace Muriel (1899-1998), nicknamed "Pidge," acted the dutiful follower.<ref>[http://www.ninety-nines.org/muriel.html The Ninety-Nines Grace Muriel Earhart Morrissey]</ref> Both girls continued to answer to their childhood nicknames well into adulthood.<ref> Goldstein and Dillon 1997, p. 8.</ref> Their upbringing was unconventional since Amy Earhart did not believe in molding her children into "nice little girls."<ref> Goldstein and Dillon 1997, p. 8-9.</ref> Meanwhile their maternal grandmother disapproved of the "[[Bloomers (clothing)|bloomers]]" worn by Amy's children and although Amelia liked the freedom they provided, she was aware other girls in the neighborhood did not wear them. |
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===Early influences=== |
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A spirit of adventure<ref> Randolph 1987, p. 16. Quote: "...the judge nevertheless adored his brave and intelligent granddaughter, and in her (Amelia's) love of adventure, she seemed to have inherited his pioneering spirit."</ref> seemed to abide in the Earhart children with the pair setting off daily to explore their neighborhood for interesting and exciting pursuits. As a child, Amelia spent long hours playing with Pidge, climbing trees, hunting rats with a rifle and "belly-slamming" her sled downhill. Although this love of the outdoors and "rough-and-tumble" play was common to many youngsters, some biographers have even characterized the young Amelia as a [[tomboy]].<ref>Rich 1991, p.4.</ref> The girls kept "worms, moths, katydids and a tree toad"<ref>Lovell 1989, p. 14.</ref> in a growing collection gathered in their outings. In 1904, with the help of her uncle, she cobbled together a home-made ramp fashioned after a roller coaster she had seen on a trip to [[St. Louis, Missouri|St. Louis]] and secured the ramp to the roof of the family toolshed. Amelia's well-documented first flight ended dramatically. She emerged from the broken wooden box that had served as a sled with a bruised lip, torn dress and a "sensation of exhilaration." She exclaimed, "Oh, Pidge, it's just like flying!"<ref> Goldstein and Dillon 1997, p. 9.</ref> |
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Although there had been some missteps in his career up to that point, in 1907 Edwin Earhart's job as a claims officer for the [[Rock Island Railroad]] led to a transfer to [[Des Moines, Iowa|Des Moines]], [[Iowa]]. The next year, at the age of 11, Amelia saw her first [[fixed-wing aircraft|aircraft]] at the Iowa [[State Fair]] in Des Moines. Her father tried to interest her and her sister in taking a flight. One look at the rickety old "flivver" was enough for Amelia, who promptly asked if they could go back to the merry-go-round.<ref>Randolph 1987, p. 18.</ref> She later described the biplane as “a thing of rusty wire and wood and not at all interesting.”<ref>Lovell 1989, p. 15.</ref> |
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===Education=== |
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The two sisters, Amelia and Grace, remained with their grandparents in Atchison, while their parents moved into new, smaller quarters in Des Moines. During this period, Amelia received a form of home-schooling together with her sister, from her mother and a governess. She later recounted that she was "exceedingly fond of reading"<ref>Hamill 1976, p. 51.</ref> and spent countless hours in the large family library. In 1909, when the family was finally reunited in Des Moines, the Earhart children were enrolled in public school for the first time with Amelia entering the seventh grade at the age of 12 years. |
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===Family fortunes=== |
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While the family's finances seemingly improved with the acquisition of a new house and even the hiring of two servants, it soon became apparent Edwin was an alcoholic. Five years later (in 1914), he was forced to retire, and although he attempted to rehabilitate himself through treatment, he was never reinstated at the Rock Island Railroad. At about this time, Amelia's grandmother Amelia Otis died suddenly, leaving a substantial estate that placed her daughter's share in trust, fearing that Edwin's drinking would drain the funds. The Otis house, and all of its contents, was auctioned; Amelia was heart-broken and later described it as the end of her childhood.<ref>Garst 1947, p. 35.</ref> |
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In 1915, after a long search, Amelia's father found work as a clerk at the [[Great Northern Railway (U.S.)|Great Northern Railway]] in St. Paul, Minnesota, where Amelia entered [[Central High School (Saint Paul, Minnesota)|Central High School]] as a junior. Edwin applied for a transfer to [[Springfield, Missouri|Springfield]], [[Missouri]], in 1915 but the current claims officer reconsidered his retirement and demanded his job back, leaving the elder Earhart with nowhere to go. Facing another calamitous move, Amy Earhart took her children to [[Chicago]] where they lived with friends. Amelia made an unusual condition in the choice of her next schooling; she canvassed nearby high schools in Chicago to find the best science program. She rejected the high school nearest her home when she complained that the chemistry lab was "just like a kitchen sink." <ref> Blau 1977, p. 10-11.</ref> She eventually was enrolled in [[Hyde Park Career Academy|Hyde Park High School]] but spent a miserable semester where a yearbook caption captured the essence of her unhappiness, "A.E. – the girl in brown who walks alone."<ref> Rich 1991, p. 11.</ref> |
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Amelia graduated from Hyde Park High School in 1916. Throughout her troubled childhood, she had continued to aspire to a future career; she kept a scrapbook of newspaper clippings about successful women in predominantly male-oriented fields, including film direction and production, law, advertising, management and mechanical engineering.<ref> [http://www.ameliaearhart.com/about/biography.html Amelia Earhart: Celebrating 100 Years of Flight]</ref> She began junior college at [[Ogontz, Philadelphia, Pennsylvania|Ogontz]] School in Rydal, [[Pennsylvania]] but did not complete her program.<ref> Kerby 1990, p. 18-19. Note: Although a good student, Amelia cut short her time at Ogontz when she became a nursing assistant in Canada.</ref> |
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During Christmas vacation in 1917, she visited her sister in [[Toronto]], [[Ontario]]. [[World War I]] had been raging and Amelia saw the returning wounded soldiers. After receiving training as a [[Certified Nursing Assistant|nurse's aide]] from the [[Red Cross]], she began work with the [[Volunteer Aid Detachment]] at [[1 Spadina Crescent|Spadina Military Hospital]] in [[Toronto]], [[Ontario]]. Her duties included preparing food in the kitchen for patients with special diets and handing out prescribed [[medication]] in the hospital's dispensary. |
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===1918 Spanish flu pandemic=== |
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When the 1918 [[Spanish flu]] pandemic reached Toronto, Earhart was engaged in arduous nursing duties including night shifts at the Spadina Military Hospital.<ref name= "Lovell p27">Lovell 1989, p. 27.</ref><ref name = "AE 1932"> Earhart 1932, p. 21.</ref> She contracted flu herself, pneumonia and maxillary sinusitis being complications.<ref name= "Lovell p27"/> She was hospitalized in early November 1918 owing to pneumonia and discharged in December 1918, about two months after the illness had started.<ref name= "Lovell p27"/> Her [[sinus (anatomy)|sinus]] related symptoms were pain and pressure around one eye and copious mucous drainage via the nostrils and throat.<ref name= "Backus p49-50">Backus 1982, p. 49-50.</ref> In hospital, in the pre-antibiotic era, she had painful minor operations to wash out the affected maxillary sinus,<ref name= "Lovell p27"/><ref name = "AE 1932"/><ref name= "Backus p49-50"/> but these procedures were not successful and Earhart subsequently suffered from worsening headache attacks. Her convalescence lasted nearly a year, which she spent at her sister's home in [[Northampton, Massachusetts|Northampton]], [[Massachusetts]].<ref name = "AE 1932"/> She passed the time by reading poetry, learning to play the banjo and studying mechanics.<ref name= "Lovell p27"/> Chronic sinusitis was to significantly affect Earhart's flying and activities in later life,<ref name= "Backus p49-50"/> and sometimes even on the airfield she was forced to wear a bandage on her cheek to cover a small drainage tube.<ref> Rich 1991, p. 31-32. </ref> |
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===Early flying experiences=== |
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At about that time, with a young woman friend, Earhart visited an air fair held in conjunction with the [[Canadian National Exhibition|Canadian National Exposition]] in Toronto. One of the highlights of the day was a flying exhibition put on by a World War I "ace."<ref> Earhart 1937, p. 2.</ref> The pilot overhead spotted Earhart and her friend, who were watching from an isolated clearing, and dived at them. "I am sure he said to himself, 'Watch me make them scamper,'" she said. Earhart characteristically stood her ground, swept by a mixture of fear and exhilaration. As the aircraft came close, something inside her awakened. "I did not understand it at the time," she said, "but I believe that little red airplane said something to me as it swished by."<ref> Earhart 1937, p. 3.</ref> |
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By 1919 Earhart prepared to enter [[Smith College]] but changed her mind and enrolled at [[Columbia University]] signing up for a course in medical studies among other programs.<ref> Thames 1989, p. 7.</ref> She quit a year later to be with her parents who had reunited in [[California]]. |
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[[Image:Neta amelia kinner airster s.jpg|thumb|left|L–R: [[Neta Snook]] and Amelia Earhart in front of Earhart's [[Kinner]] Airster, c.1921]] |
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In [[Long Beach, California|Long Beach]], on [[28 December]] [[1920]], she and her father visited an airfield where [[Frank Monroe Hawks|Frank Hawks]] (who later gained fame as an [[air racing|air racer]]) gave her a ride that would forever change Earhart's life. "By the time I had got two or three hundred feet off the ground," she said, "I knew I had to fly."<ref> Earhart 1937, p. 4.</ref> After that ten-minute flight, she immediately became determined to learn to fly. Working at a variety of jobs, as a photographer, truck driver and stenographer at the local telephone company, she managed to save $1,000 for flying lessons. Earhart had her first lessons, beginning on [[3 January]] [[1921]], at Kinner Field near Long Beach but to reach the airfield Amelia took a bus to the end of the line, then walked four miles.<ref>[http://www.aviationhistory.org/ah_Amelia_Earhart.html Aviation History- Lady Lindy, Amelia Earhart's Life History] Note: Amelia's mother also provided part of the $1,000.00 "stake" much against her "better judgement."</ref> Her teacher was [[Neta Snook|Anita "Neta" Snook]], a pioneer female aviator who used a surplus [[Curtiss JN-4]] "Canuck" for training. Amelia arrived with her father and a singular request, "I want to fly. Will you teach me?"<ref> Marshall 2007, p.21.</ref> |
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Amelia's commitment to flying required her to accept the frequently hard work and rudimentary conditions that accompanied early aviation training. She chose a leather jacket but aware that other aviators would be judging her, slept in it for three nights to give the jacket a more "worn" look. To complete her image transformation, she also cropped her hair short in the style of other women flyers. <ref>Blau 1977, p. 15-16.</ref> Six months later, Amelia purchased a second-hand bright yellow [[Kinner Airplane & Motor Corp|Kinner]] Airster [[biplane]] which she nicknamed "The Canary." On [[22 October]] [[1922]], Earhart flew the Airster to an altitude of 14,000 feet, setting a world record for women pilots. On [[15 May]] [[1923]], Earhart became the 16th woman to be issued a pilot's license (#''6017'')<ref>Long 1999, p. 36. </ref> by the [[Fédération Aéronautique Internationale]] (FAI).<ref>[http://www.u-s-history.com/pages/h1658.html U-S-History.com: Aerospace Amelia Earhart 1897-1937]</ref> |
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==Aviation career and marriage== |
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===Boston=== |
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According to the ''[[Boston Globe]]'', she was "one of the best women pilots in the United States", although this characterization has been disputed by aviation experts and experienced pilots in the decades since.<ref>Goldstein and Dillon 1997, p. 40.</ref><ref>Lovell 1989, p. 37.</ref><ref> Hamill 1976, p. 67. Quote: "Amelia was reduced to being a judge of a model-airplane contest."</ref> Amelia was an intelligent and competent pilot<ref>Long 1999, p. 36. </ref> but hardly a brilliant aviator, whose early efforts were characterized as inadequate by more seasoned flyers. <ref> Gillespie 2006. Note: A modern observer, Ric Gillespie, states: "Earhart’s piloting skills were average at best."</ref> One serious miscalculation occurred during a record attempt that had ended with her spinning down through a cloud bank, only to emerge at 3,000 ft. Experienced pilots admonished her, "Suppose the clouds had closed in until they touched the ground?"<ref>Goldstein and Dillon 1997, p. 34.</ref> Earhart was chagrined yet acknowledged her limitations as a pilot and continued to seek out assistance throughout her career from various instructors.<ref>Lovell 1989, p. 40-42.</ref>By 1927, "Without any serious incident, she had accumulated nearly 500 hours of solo flying – a very respectable achievement."<ref> Long 1999, p. 46.</ref> |
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Throughout this period, her grandmother's inheritance, which was now administered by her mother, was constantly depleted until it finally ran out following a disastrous investment in a failed [[gypsum]] mine. Consequently, with no immediate prospects for recouping her investment in flying, Earhart sold the "Canary" as well as a second Kinner and bought a yellow [[Kissel Motor Car Company|Kissel]] "Speedster" two-passenger automobile, which she named the "Yellow Peril." Simultaneously, Earhart experienced an exacerbation of her old sinus problem as her pain worsened and in early 1924, she was hospitalized for another sinus operation, which was again unsuccessful. After trying her hand at a number of interesting ventures including setting up a photography company, Amelia set out in a new direction. Following her parents' divorce in 1924, she drove her mother in the "Yellow Peril" on a transcontinental trip from California with stops throughout the West and even a jaunt up to [[Calgary]], [[Alberta]]. The meandering tour eventually brought the pair to [[Boston]], [[Massachusetts]] where Amelia underwent another sinus procedure, this operation being more successful. After recuperation, she returned for several months to Columbia University but was forced to abandon her studies and any further plans for enrolling at the [[Massachusetts Institute of Technology|MIT]] because her mother could no longer afford the tuition fees and associated costs. Soon after, she found employment first as a teacher, then as a [[social worker]] in 1925 at Denison House, living in Medford. |
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Earhart maintained her interest in aviation, becoming a member of the American Aeronautical Society's Boston chapter, and was eventually elected its vice president. She also invested a small sum of money in the Dennison Airport as well as acting as a sales representative for Kinner airplanes in the Boston area.<ref> Rich 1991, p. 43.</ref> She wrote local [[columnist|newspaper columns]] promoting flying and as her local celebrity grew, she laid out the plans for an organization devoted to women flyers.<ref> Randolph 1987, p. 41.</ref> |
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[[Image:Earhart in Southampton.jpg|thumb|right|Amelia Earhart being greeted by Mrs. Foster Welch, Mayor of Southampton, [[20 June]] [[1928]]]] |
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===1928 transatlantic flight=== |
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After [[Charles Lindbergh]]'s solo flight across the [[Atlantic Ocean|Atlantic]] in 1927, Amy Phipps Guest, an American socialite (1873-1959), expressed interest in being the first woman to fly (or be flown) across the Atlantic Ocean. After deciding the trip was too perilous for her to undertake, she offered to sponsor the project, suggesting they find "another girl with the right image." While at work one afternoon in April 1928, Earhart got a phone call from publicist Capt. Hilton H. Railey, who asked her, "Would you like to fly the Atlantic?" |
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The project coordinators (including book publisher and publicist [[George P. Putnam]]) interviewed Amelia and asked her to accompany pilot [[Wilmer Stultz]] and co-pilot/mechanic Louis Gordon on the flight, nominally as a passenger, but with the added duty of keeping the flight log. The team departed [[Trepassey, Newfoundland and Labrador|Trepassey Harbor]], [[Newfoundland and Labrador|Newfoundland]] in a [[Fokker F.VII]]b/3m on [[17 June]] [[1928]], landing at [[Burry Port]] (near [[Llanelli]]), [[Wales]], [[United Kingdom]], exactly 20 hours and 40 minutes later.<ref> Bryan 1979, p. 132.</ref> Since most of the flight was on "instruments" and Amelia had no training for this type of flying, she did not pilot the aircraft. When interviewed after landing, she said, "Stultz did all the flying - had to. I was just baggage, like a sack of potatoes." She added, "...maybe someday I'll try it alone."<ref>Goldstein and Dillon 1997, p. 54.</ref> |
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While in England, Earhart flew the [[Avro Avian]] 594 Avian III, SN: R3/AV/101 owned by [[Lady Mary Heath]]. She purchased the aircraft and had it shipped back to the United States (where it was assigned “unlicensed aircraft identification mark” 7083).<ref>[http://www.goldenwingsmuseum.com/Aircraft%20Pages/Avro%20Avian.html 1927 Avro Avian]</ref> |
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When the Stultz, Gordon and Earhart flight crew returned to the United States they were greeted with a [[ticker-tape parade]] in New York followed by a reception with [[President of the United States|President]] [[Calvin Coolidge]] at the [[White House]]. |
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[[Image:AmeliaEarnhardHoover.jpg|left|thumb|Earhart walking with President [[Herbert Hoover|Hoover]] in the grounds of the White House on [[2 January]] [[1932]]]] |
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===Celebrity image=== |
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Trading on her physical resemblance to [[Charles Lindbergh|Lindbergh]],<ref>Goldstein and Dillon 1997, p. 55. </ref> whom the press had dubbed "Lucky Lindy," some newspapers and magazines began referring to Amelia as "Lady Lindy.<ref> Glines 1997, p. 44. Note: Putnam himself may have coined the term "Lady Lindy."</ref> The United Press was more [[grandiloquence|grandiloquent]]; to them, Earhart was the reigning "Queen of the Air."<ref>Rich 1989, p. 177. <---Grandiloquent is not accurate but it was accepted to head off a long-standing edit war, the actual descriptive "Queen of the Air" was more flamboyant than feigning.---> </ref> Immediately after her return to the United States, she undertook an exhausting lecture tour (1928-29). Meanwhile, Putnam had undertaken to heavily promote her in a campaign including publishing a book she authored, a series of new lecture tours and using pictures of her in mass market endorsements for products including luggage, "Lucky Strike" [[cigarette]]s (this caused image problems for her, with McCall's magazine retracting an offer)<ref name="Pearce p. 76"> Pearce 1988, p. 76.</ref> and women's clothing and sportswear. The money that she made with "Lucky Strike" had been earmarked for a $1,500 donation to Commander [[Richard Evelyn Byrd|Richard Byrd]]'s imminent South Pole expedition.<ref name="Pearce p. 76"/> |
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Rather than simply endorsing the products, Amelia actively became involved in the promotions, especially in women's fashions. For a number of years she had sewn her own clothes, but the "active living" lines that were sold in 50 stores such as Macy's in metropolitan areas were an expression of a new Earhart image. Her concept of simple, natural lines matched with wrinkle-proof, washable materials was the embodiment of a sleek, purposeful but feminine "A.E." (the familiar name she went by with family and friends).<ref>Rich 1989, p. 177.</ref><ref>Lovell 1989, p.135.</ref> The luggage line that she promoted (marketed as Modernaire Earhart Luggage) also bore her unmistakable stamp. She ensured that the luggage met the demands of air travel; it is still being produced today. A wide range of promotional items would appear bearing the Earhart "image" and likewise, modern equivalents are still being marketed to this day.<ref>[http://www.thinktanktoys.com/FAME109.html Amelia Earhart costume kit]</ref> The marketing campaign by G.P. Putnam was successful in establishing the Earhart mystique in the public psyche.<ref> [http://www.americanheritage.com/rss/articles/web/20070702-fred-noonan-lockheed-electra-george-putnam-tighar-ric-gillespie-david-jourdan.shtml Searching for Amelia Earhart]</ref> |
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[[Image:AE.jpg|upright|thumb|Studio portrait of Amelia Earhart, c. 1932. Putnam specifically instructed Earhart to disguise a "gap-toothed" smile by keeping her mouth closed in formal photographs.]] |
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===Promoting aviation=== |
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The celebrity endorsements would help Amelia finance her flying.<ref>[http://www.ameliaearhartmuseum.org/bios/main.htm Amelia Earhart Museum: Biography]{{dead link|date=December 2007}}</ref> Accepting a position as associate editor at ''Cosmopolitan'' magazine, she turned this forum into an opportunity to campaign for greater public acceptance of aviation, especially focusing on the role of women entering the field.<ref> Glines 1997, p. 45.</ref> In 1929, Earhart was among the first aviators to promote commercial air travel through the development of a passenger airline service; along with Charles Lindbergh, she represented [[Transcontinental Air Transport]] (TAT), and invested time and money in setting up the first regional shuttle service between [[New York City|New York]] and [[Washington, DC]]. (TAT later became [[TWA]]). She was a Vice President of [[National Airways]], which conducted the flying operations of the Boston-Maine Airways and several other airlines in the northeast.<ref>''Boston and Maine Railroad Employees Magazine'', Volume 8, Number 10, July 1933, copy in Purdue University Special Collections</ref> By 1940, it had become [[Northeast Airlines]]. |
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===Competitive flying=== |
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Although she had gained fame for her transtlantic flight, Earhart endeavored to set an "untarnished" record of her own.<ref>Rich 1989, p.73.</ref> Shortly after her return, piloting Avian ''7083'', she set off on her first long solo flight which occurred just as her name was coming into the national spotlight. By making the trip in August 1928, Earhart became the first woman to fly solo across the North American continent and back<ref>Mendieta, Carlene. ''Amelia Earhart's Flight Across America: Rediscovering a Legend'' [http://www.ameliaflight.com/ameliaflight/flight.po Amelia Earhart's Flight Across America: Rediscovering a Legend] Retrieved: [[21 May]] [[2007]].</ref> Gradually her piloting skills and professionalism grew, as acknowledged by experienced professional pilots who flew with her. General Leigh Wade flew with Earhart in 1929: "She was a born flier, with a delicate touch on the stick."<ref>Rich 1989, p.85. </ref> |
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She subsequently made her first attempt at competitive air racing in 1929 during the first Santa Monica-to-Cleveland Women's Air Derby (later nicknamed the "[[Powder Puff Derby]]" by [[Will Rogers]]), placing third. In 1930, Earhart became an official of the [[National Aeronautic Association]] where she actively promoted the establishment of separate women's records and was instrumental in the [[Fédération Aéronautique Internationale]] (FAI) accepting a similar international standard.<ref> Glines 1997, p. 45. </ref> In 1931, flying a [[Pitcairn]] PCA-2 [[autogyro|autogiro]], she set a world altitude record of 18,415 feet (5,613 m) in a borrowed company machine. While to a reader today it might seem that Earhart was engaged in flying "stunts," she was, with other women flyers, crucial to making the American public "air minded" and convincing them that "aviation was no longer just for daredevils and supermen."<ref>Corn 1983, p. 75.</ref> |
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During this period, Earhart became involved with [[Ninety-Nines|The Ninety-Nines]], an organization of women pilots providing moral support and advancing the cause of women in aviation. She had called a meeting of women pilots in 1929 following the Women's Air Derby. She suggested the name based on the number of the charter members; she later became the organization's first president in 1930.<ref>Lovell 1989, p.152.</ref> Amelia was a vigorous advocate for women pilots and when the 1934 [[Bendix Trophy]] race banned women, she openly refused to fly screen actress [[Mary Pickford]] to Cleveland to open the races.<ref> Oakes 1985, p. 31.</ref> |
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===Marriage=== |
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[[Image:Earhartputnam.jpg|upright|thumb|Amelia Earhart and her husband, George P. Putnam]] |
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For a while she was engaged to Samuel Chapman, a chemical engineer from Boston, breaking off her engagement on [[23 November]], [[1928]].<ref>Lovell 1989, p. 130, 138.</ref> During the same period, Earhart and Putnam had spent a great deal of time together, leading to [[intimacy]]. George Putnam, who was known as GP, was divorced in 1929 and sought out Amelia, proposing to her numerous times before she finally agreed.<ref> Pearce 1988, p. 81. Quote: "Amelia eventually said yes – or rather nodded yes – to GP's sixth proposal of marriage.</ref> After substantial hesitation on her part, they married on [[7 February]] [[1931]] in Putnam's mother's house in Noank, Connecticut. Earhart referred to her marriage as a "partnership" with "dual control." In a letter written to Putnam and hand delivered to him on the day of the wedding, she wrote, "I want you to understand I shall not hold you to any medieval (midaevil <nowiki>[</nowiki>sic<nowiki>]</nowiki>) code of faithfulness to me nor shall I consider myself bound to you similarly.<ref> Lovell 1989, p.165-166. Quote: "It was pencilled longhand...a slip or two in spelling meticulously corrected." The later typewritten note has the word medieval incorrectly spelled. The original note has some slight variances in the header, use of commas and the salutation but is spelled correctly.</ref><ref>[http://ncbuy.com/news/wireless_news.html?qdate=2003-02-25&nav=VIEW&id=0823D7UCP05030225 Wireles Flash News: Newly Discovered Amelia Earhart Letter Shows Her Wild Side]</ref><ref>[http://news.uns.purdue.edu/html4ever/030224.Mobley.Earhart.html Purdue News: Public to get first look at Amelia Earhart's private life]</ref> |
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Amelia's ideas on marriage were liberal for the time as she believed in equal responsibilities for both "breadwinners" and pointedly kept her own name rather than being referred to as Mrs. Putnam. When ''The New York Times'', per the rules of its stylebook, insisted on referring to her as Mrs. Putnam, she laughed it off. GP also learned quite soon that he would be called "Mr. Earhart."<ref> Pearce 1988, p. 82.</ref> There was no honeymoon for the newlyweds as Amelia was involved in a nine-day cross-country tour promoting autogyros and the tour sponsor, "Beechnut Gum." Although Earhart and Putnam had no children, he had two sons by his previous marriage to Dorothy Binney (1888-1982),<ref>[http://www.rootsweb.com/~flslchs/DorothyPutnam.htm St. Lucie Historical Society, Inc.: Dorothy Binney Putnam Upton Blanding Palmer 1888-1982]</ref> a chemical heiress whose father's company, [[Binney & Smith]], invented [[Crayola]] crayons:<ref>[http://www.rootsweb.com/~flslchs/EdwinBinney.htm St. Lucie Historical Society, Inc.:Edwin Binney 1866-1934]</ref> the explorer and writer [[David Binney Putnam]] (1913-1992) and George Palmer Putnam, Jr. (born 1921).<ref>Lovell 1989, p. 154, 174.</ref> Amelia was especially fond of David who frequently visited his father at their family home in [[Rye (city), New York|Rye, New York]]. George had contracted [[polio]] shortly after his parents' separation and was unable to visit as often. |
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A few years later, a fire broke out at the Putnam residence in Rye and before it could be contained, destroyed much of the Putnam family treasures including many of Earhart's personal mementos. Following the fire, GP and AE decided to move to the west coast, since Putnam had already sold his interest in the publishing company to his cousin Palmer, setting up in [[Hollywood|North Hollywood]], which brought GP close to [[Paramount Pictures]] and his new position as head of the editorial board of this motion picture company.<ref> Sloate 1990, p. 64. Note: Amelia preferred the more benign weather of the west coast for flying and based her later years' operation from California rather than the east coast.</ref> |
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===1932 transatlantic solo flight=== |
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[[Image:Lockheed Vega 5b.jpg|thumb|right|Lockheed Vega 5b flown by Amelia Earhart as seen on display at the [[National Air and Space Museum]]]] |
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At the age of 34, on the morning of [[20 May]] [[1932]] Earhart set off from [[Harbour Grace, Newfoundland and Labrador|Harbour Grace]], [[Newfoundland and Labrador|Newfoundland]] with the latest copy of a local newspaper (the dated copy was intended to confirm the date of the flight). She intended to fly to [[Paris]] in her single engine [[Lockheed Vega|Lockheed Vega 5b]] to emulate [[Charles Lindbergh]]'s solo flight. Her technical advisor for the flight was famed [[Norwegian American]] aviator [[Bernt Balchen]] who helped prepare her aircraft. He also played the role of "decoy" for the press as he was ostensibly preparing Earhart's Vega for his own Arctic flight.<ref> Butler 1997, p. 263. Note: Balchen had been instrumental in other transatlantic and Arctic record-breaking flights during that period.</ref> After a flight lasting 14 hours, 56 minutes during which she contended with strong northerly winds, icy conditions and mechanical problems, Earhart landed in a pasture at [[Culmore]], north of [[Derry]], [[Northern Ireland]]. When a farm hand asked, "Have you flown far?" Amelia replied, "From America." The site now is the home of a small museum, the ''Amelia Earhart Centre.''<ref>[http://www.derrycity.gov.uk/museums/emelia.asp Amelia Earhart Centre, Derry City Council Heritage and Museum Service]</ref> |
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As the first woman to fly solo non-stop across the Atlantic, Earhart received the [[Distinguished Flying Cross (United States)|Distinguished Flying Cross]] from [[United States Congress|Congress]], the Cross of Knight of the [[Légion d'honneur|Legion of Honor]] from the [[Government of France|French Government]] and the Gold Medal of the [[National Geographic Society]] from President [[Herbert Hoover]]. As her fame grew, she developed friendships with many people in high offices, most notably, [[Eleanor Roosevelt]], the "First Lady." Roosevelt shared many of Earhart's interests and passions, especially women's causes. After flying with Earhart, Roosevelt actually obtained a student permit but did not pursue her plans to learn to fly. The two friends communicated frequently throughout their lives.<ref> Glines 1997, p. 47. Note: Franklin D. Roosevelt was not in favor of his wife becoming a pilot and firmly "closed" the door. Eleanor Roosevelt would later feature prominently in another aviation-related cause when she took a famous flight with a young Black aviator that helped establish the credentials of the "Tuskegee Airmen".</ref> Another famous flyer, [[Jacqueline Cochran]], who the public considered Amelia's greatest rival, also became a confidant and friend during this period.<ref> Leder 1987, p. 49.</ref> |
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[[Image:AE and Vega.jpg|upright|thumb|left|Earhart and "old Bessie" Vega 5b c. 1935]] |
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===Other solo flights=== |
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On [[11 January]] [[1935]], Earhart became the first person to fly solo from [[Honolulu, Hawaii]] to [[Oakland, California]]. Although this transoceanic flight had been attempted by many others, most notably by the unfortunate participants in the 1927 [[Dole Air Race]] which had reversed the route, her trailblazing<ref name= "Goldstein and Dillon p. 132.">Goldstein and Dillon 1997, p.132.</ref> flight had been mainly routine, with no mechanical breakdowns. In her final hours, she even relaxed and listened to "the broadcast of the Metropolitan Opera from New York."<ref name= "Goldstein and Dillon p. 132.">Goldstein and Dillon 1997, p.132.</ref> |
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That year, once more flying her faithful Vega which she had tagged "old Bessie, the fire horse," Earhart soloed from [[Los Angeles]] to [[Mexico City]] on 19 April. The next record attempt was a nonstop flight from Mexico City to New York. Setting off on 8 May, her flight was uneventful although the large crowds that greeted her at [[Newark, New Jersey]] were a concern<ref> Lovell 1989, p. 218.</ref> as she had to be careful not to taxi into the throng. |
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Earhart again participated in long-distance air racing, placing fifth in the 1935 [[Bendix Trophy|Bendix Trophy Race]], the best result she could manage considering that her stock Lockheed Vega topping out at 195 mph was outclassed by purpose-built air racers which reached more than 300 mph.<ref> Oakes 1985, p. 35.</ref> The race had been a particularly difficult one as one competitor, Cecil Allen, died in a fiery takeoff mishap and rival Jacqueline Cochran was forced to retire due to mechanical problems and the "blinding fog"<ref> Goldstein and Dillon 1997, p. 145.</ref> and violent thunderstorms that plagued the race. |
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Between 1930–1935, Amelia had set seven women's speed and distance records in a variety of aircraft including the Kinner Airster, Lockheed Vega and Pitcairn Autogiro. By 1935, recognizing the limitations of her "lovely red Vega" in long, transoceanic flights, Amelia contemplated, in her own words, a new "prize... one flight which I most wanted to attempt – a circumnavigation of the globe as near its waistline as could be."<ref> Earhart, Amelia. ''Last Flight''. New York: Putnam, 1937.</ref> For the new venture, she would need a new aircraft. |
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==1937 world flight== |
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[[Image:Earhart.electra.jpeg|thumb|Amelia Earhart and [[Lockheed 10E|Lockheed L-10E Electra]] NR 16020 c. 1937]] |
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[[Image:Earhart-electra USAF.jpg|thumb|Amelia Earhart's [[Lockheed 10E|Lockheed L-10E Electra]]. During its modification, the aircraft had most of the cabin windows blanked out and had specially fitted fuselage fuel tanks.]] |
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===Planning=== |
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Earhart joined the faculty of [[Purdue University]] in 1935 as a visiting faculty member to counsel women on careers and as a technical advisor to the Department of Aeronautics.<ref> Goldstein and Dillon 1997, p. 145. Note: Her job at Purdue was outlined by Edward C. Elliott, the President of Purdue University.</ref> In July 1936, she took delivery of a [[Lockheed 10E]] Electra financed by Purdue and started planning a round-the-world flight. Not the first to circle the globe, it would be the longest at 29,000 miles (47,000 km), following a grueling equatorial route. Although the Electra was publicized as a "flying laboratory," little useful science was planned and the flight seems to have been arranged around Earhart's intention to circumnavigate the globe along with gathering raw material and public attention for her next book. Her first choice as navigator was Captain Harry Manning, who had been the captain of the ''President Roosevelt'', the ship that had brought Amelia back from Europe in 1928. |
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Through contacts in the [[Los Angeles]] aviation community, [[Fred Noonan]] was subsequently chosen as a second [[flight officer|navigator]].<ref>Long 1999, p. 65.</ref> He had vast experience in both marine (he was a licensed ship's captain) and [[air navigation|flight navigation]]. There were significant additional factors which had to be taken into account while using celestial navigation for aircraft.<ref>Post, Wiley and Gatty, Harold. ''Around the World in Eight Days''. New York: Rand McNally & Company, 1931, Chapter III, "Driving from the back seat" p. 45-56.</ref> Noonan had recently left [[Pan Am]], where he established most of the company's [[China Clipper]] seaplane routes across the [[Pacific Ocean|Pacific]]. Noonan had also been responsible for training Pan American's navigators for the route between San Francisco and Manila.<ref>Grooch 1936, p. 177.</ref><ref>Grooch 1936, p. 189. Note: Noonan also navigated the China Clipper on its first flight to Manila, departing Alameda under the command of Captain Ed Musick, on [[22 November]] [[1936]].</ref> The original plans were for Noonan to navigate from Hawaii to [[Howland Island]], a particularly difficult portion of the flight; then Manning would continue with Earhart to Australia and she would proceed on her own for the remainder of the project. |
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===First attempt=== |
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[[Image:Mantz, Ae,Manning, Noonan.jpg|thumb|left|L-R, Paul Mantz, Amelia Earhart, Harry Manning and [[Fred Noonan]], [[Oakland, California]], [[17 March]] [[1937]]]] |
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On [[St. Patrick's Day]], [[17 March]] [[1937]], they flew the first leg from [[Oakland, California]] to [[Honolulu, Hawaii]]. In addition to Earhart and Noonan, Harry Manning and Hollywood stunt pilot [[Paul Mantz]] (who was acting as Earhart's technical advisor) were on board. Due to lubrication and galling problems with the propeller hubs' variable pitch mechanisms, the aircraft needed servicing in Hawaii. Ultimately, the Electra ended up at the United States Navy's Luke Field on [[Ford Island]] in [[Pearl Harbor]]. The flight resumed three days later from Luke Field with Earhart, Noonan and Manning on board, and during the takeoff run, Earhart [[ground loop (aviation)|ground-looped]]. The circumstances of the ground loop remain controversial. Some witnesses at Luke Field including the Associated Press journalist on the scene said they saw a tire blow <ref name="Rich p.245">Rich 1989, p. 245.</ref> Earhart thought either the Electra's right tire had blown and/or the right landing gear had collapsed. Some sources, including Mantz, cited pilot error.<ref name="Rich p.245">Rich 1989, p. 245.</ref> |
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With the aircraft severely damaged, the flight was called off and the aircraft was shipped by sea to the Lockheed facility in [[Burbank, California]] for repairs.<ref> Leder 1987, p. 48.</ref> |
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[[Image:Amelia Earhart in Darwin on 28 June 1937.jpg|thumb||Earhart and Noonan by the Lockheed L10 Electra in [[Darwin, Australia]], [[28 June]] [[1937]]]] |
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===Second attempt=== |
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While the Electra was being repaired Earhart and Putnam secured additional funds and prepared for a second attempt. This time flying west to east, the second attempt began with an unpublicized flight from Oakland to [[Miami, Florida]] and after arriving there Earhart publicly announced her plans to circumnavigate the globe. The flight's opposite direction was partly the result of changes in global wind and weather patterns along the planned route since the earlier attempt. Fred Noonan was Earhart's only crew member for the second flight. They departed Miami on [[1 June]] and after numerous stops in [[South America]], [[Africa]], the [[Indian subcontinent]] and [[Southeast Asia]], arrived at [[Lae]], [[New Guinea]] on [[29 June]] [[1937]]. At this stage about 22,000 miles (35,000 km) of the journey had been completed. The remaining 7,000 miles (11,000 km) would all be over the Pacific. |
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===Departure from Lae=== |
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On [[2 July]] [[1937]] (midnight [[GMT]]) Earhart and Noonan took off from [[Lae]] in the heavily loaded Electra. Their intended destination was [[Howland Island]], a flat sliver of land 6,500 ft (2,000 metres) long and 1,600 ft (500 metres) wide, 10 feet (3 m) high and 2,556 miles (4,113 km) away. Their last known position report was near the [[Nukumanu Islands]], about 800 miles (1,300 km) into the flight. The [[United States Coast Guard]] cutter ''[[USCGC Itasca (1929)|Itasca]]'' was on station at Howland, assigned to communicate with Earhart's Lockheed Electra 10E and guide them to the island once they arrived in the vicinity. |
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[[Image:Kiribati-map-AE.png|left|Map of Pacific region]] |
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===Final approach to Howland Island=== |
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Through a series of misunderstandings or errors (the details of which are still controversial), the final approach to Howland Island using radio navigation wasn't successful. Fred Noonan had earlier written about problems affecting the accuracy of radio direction finding in navigation.<ref>"The inaccuracies of direction finding bearings can be very definitely cataloged: twilight effects, faint signals, wide splits of minima, and inaccurate calibration."Noonan, Fred. ''Memo to Operations Manager, Pacific Division, Pan American Airlines'', [[29 April]] [[1935]].</ref> Some sources have noted Earhart's apparent lack of understanding of her Bendix direction finding loop antenna, which at the time was very new technology. Another cited cause of possible confusion was that the USCG cutter ''Itasca'' and Earhart planned their communication schedule using time systems set a half hour apart (with Earhart using Greenwich Civil Time (GCT) and the ''Itasca'' under a Naval time zone designation system).<ref name= "Hoversten">Hoversten 2007, p. 22-23.</ref> |
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Motion picture evidence from Lae suggests that an [[Antenna (radio)|antenna]] mounted underneath the fuselage may have been torn off from the fuel-heavy Electra during taxi or takeoff from Lae's turf runway, though no antenna was reported found at Lae. Don Dwiggins, in his biography of [[Paul Mantz]] (who assisted Earhart and Noonan in their flight planning), noted that the aviators had cut off their long-wire antenna, due to the annoyance of having to crank it back into the aircraft after each use. |
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[[Image:Amelia 1936.jpg|thumb|right|Earhart in the Electra cockpit, c.1936]] |
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===Radio signals=== |
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During Earhart and Noonan's approach to Howland Island the ''Itasca'' received strong and clear voice transmissions from Earhart identifying as KHAQQ but she apparently was unable to hear voice transmissions from the ship. At 7:42 a.m. Earhart radioed "We must be on you, but cannot see you -- but gas is running low. Have been unable to reach you by radio. We are flying at 1,000 feet." Her 7:58 a.m. transmission said she couldn't hear the ''Itasca'' and asked them to send voice signals so she could try to take a radio bearing (this transmission was reported by the ''Itasca'' as the loudest possible signal, indicating Earhart and Noonan were in the immediate area). They couldn't send voice at the frequency she asked for, so Morse code signals were sent instead. Earhart acknowledged receiving these but said she was unable to determine their direction.<ref>[http://199.236.90.155/Projects/Earhart/ResearchPapers/Worldflight/finalflight3.html ''The Final Flight. Part 3: At Howland Island.'' Randall S. Jacobson, Ph.D.]</ref> |
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In her last known transmission at 8:43 a.m. Earhart broadcast "We are on the line 157 337. We will repeat this message. We will repeat this on 6210 kilocycles. Wait." However, a few moments later she was back on the same frequency (3105 kHz) with a transmission which was logged as a "questionable": "We are running on line north and south." <ref>[http://tighar.org/forum/FAQs/navigation.html ''Earhart Navigation FAQ'', TIGHAR]</ref> Earhart's transmissions seemed to indicate she and Noonan believed they had reached Howland's charted position, which was incorrect by about five nautical miles (ten km). The Itasca used her oil-fired boilers to generate smoke for a period of time but the fliers apparently did not see it. The many scattered clouds in the area around Howland Island have also been cited as a problem: their dark shadows on the ocean surface may have been almost indistinguishable from the island's subdued and very flat profile. |
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Whether any post-loss radio signals were received from Earhart and Noonan remains controversial. If transmissions were received from the Electra, most if not all were weak and hopelessly garbled. Earhart's voice transmissions to Howland were on 3105 kHz, a frequency restricted to aviation use in the United States by the FCC.<ref>American Radio Relay League 1945, p. 453. Quote: "Frequencies between 2,504 to 3,497.5 kc were allocated to "Coastal harbor, government, aviation, fixed, miscellaneous."</ref> This frequency was not thought to be fit for broadcasts over great distances. When Earhart was at cruising altitude and mid-way between Lae and Howland (over 1,000 miles from each) neither station heard her scheduled transmission at 0815 GCT.<ref>Long 1999, p. 20.</ref> Moreover, the 50-watt transmitter used by Earhart was attached to a less-than-optimum-length V-type antenna.<ref>Everette, Michael. ''Electric Radio Communications Equipment Installed on Board Lockeed Electra NR16020''. Wilmington, Delaware: TIGHAR, 2006.</ref><ref>American Radio Relay League 1945, p. 196-199. Note: The height of the antenna is important, a horizontally polarized antenna operating at a small fraction of its wavelength above the ground will be less efficient than that same antenna operating at cruising altitude.</ref> |
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The last voice transmission received on Howland Island from Earhart indicated she and Noonan were flying along a line of position (taken from a "sun line" running on 157-337 degrees) which Noonan would have calculated and drawn on a chart as passing through Howland.<ref> Safford, Warren and Payne 2003, p. 145. Note: Safford disputes a "sun line" theory and proposes that Noonan asked Earhart to fly 157-337 magnetic or to fly at right angles to the original track on north-south courses.</ref> After all contact was lost with Howland Island, attempts were made to reach the flyers with both voice and [[Morse code]] transmissions. Operators across the Pacific and the United States may have heard signals from the downed Electra but these were unintelligible or weak.<ref>Brandenberg, Bob. "Probability of Betty Hearing Amelia on a Harmonic Gardner Sunset: 0538Z Sunrise: 1747Z," ''TIGHAR website'', BettyProb182531a-1.pdf, 2007. Note: A teenager in the northeastern United States claims to have heard post-loss transmissions from Earhart and Noonan but modern analysis has shown there was an extremely low probability of any signal from Amelia Earhart being received in the United States on a harmonic of a frequency she could transmit upon.</ref> |
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Some of these transmissions were [[hoax]]es but others were deemed authentic. Bearings taken by [[Pan American Airways]] stations suggested signals originating from several locations, including Gardner Island.<ref>Gillespie 2006, p.115.</ref><ref>Strippel 1995, p. 18.</ref> It was noted at the time that if these signals were from Earhart and Noonan, they must have been on land with the aircraft since water would have otherwise shorted out the Electra's electrical system.<ref>Gillespie 2006, diagram p. 190. Note: The essential components were all mounted low, including the generator, batteries, dynamotor and transmitter. </ref><ref>Gillespie 2006, p. 140. Note: In order to operate the radio for any length of time, the aircraft would have had to be standing more or less upright on its landing gear with the right engine running in order to charge the 50-watt transmitter's battery, which would have consumed 6 gallons of fuel per hour.</ref> Sporadic signals were reported for four or five days after the disappearance but none yielded any understandable information.<ref> Goldstein and Dillon 1997, p. 241. Note: The first two days were marked by rumors and misinformation regarding radio transmission capabilities of the Lockheed L10 Electra that were finally resolved by the aircraft company.</ref> The captain of the USS ''Colorado'' later said "There was no doubt many stations were calling the Earhart plane on the plane's frequency, some by voice and others by signals. All of these added to the confusion and doubtfulness of the authenticity of the reports."<ref>Gillespie 2006, p. 146.</ref> |
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===Search efforts=== |
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Beginning approximately one hour after Earhart's last recorded message, the USCG ''Itasca'' undertook an ultimately unsuccessful search north and west of Howland Island based on initial assumptions about transmissions from the aircraft. The [[United States Navy]] soon joined the search and over a period of about three days sent available resources to the search area in the vicinity of Howland Island. The initial search by the ''Itasca'' involved running up the 157/337 line of position to the NNW from Howland Island. The ''Itasca'' then searched the area to the immediate NE of the island, corresponding to the area, yet wider than the area searched to the NW. Based on bearings of several supposed Earhart radio transmissions, some of the search efforts were directed to a specific position 281 degrees NW of Howland Island without finding land or evidence of the flyers.<ref name="Goldstein and Dillon p. 251"> Goldstein and Dillon 1997, p. 251.</ref> Four days after Earhart's last verified radio transmission, on [[6 July]] [[1937]] the captain of the battleship [[USS Colorado (BB-45)|''Colorado'']] received orders from the Commandant, [[United States Naval Districts#14th Naval District|Fourteenth Naval District]] to take over all naval and coast guard units to coordinate search efforts.<ref name="Goldstein and Dillon p. 251"/> |
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Later search efforts were directed to the [[Phoenix Islands]] south of Howland Island<ref> Goldstein and Dillon 1997, p. 248.</ref> A week after the disappearance naval aircraft from the ''Colorado'' flew over several islands in the group including [[Nikumaroro|Gardner Island]], which had been uninhabited for over 40 years. The subsequent report on Gardner read, "Here signs of recent habitation were clearly visible but repeated circling and zooming failed to elicit any answering wave from possible inhabitants and it was finally taken for granted that none were there... At the western end of the island a tramp steamer (of about 4000 tons)... lay high and almost dry head onto the coral beach with her back broken in two places. The lagoon at Gardner looked sufficiently deep and certainly large enough so that a seaplane or even an airboat could have landed or takenoff [sic] in any direction with little if any difficulty. Given a chance, it is believed that Miss Earhart could have landed her aircraft in this lagoon and swum or waded ashore."<ref>Memo from Senior Aviator, USS ''Colorado'', to The Chief of the Bureau of Aeronautics, "Aircraft Search of Earhart Plane," "Finding Amelia" DVD, Annapolis, Maryland, Naval Institute Press, 2006, DVD: Contents: Reports: Lambrecht.pdf, p. 3. Their commander Capt Friedell made no note of "recent habitation" in his official summary.</ref> They also found that Gardner's shape and size as recorded on charts were wholly inaccurate. Other Navy search efforts were again directed north, west and southwest of Howland Island, based on a possibility the Electra had ditched in the ocean, was afloat, or that the aviators were in an emergency raft.<ref> Goldstein and Dillon 1997, p. 254.</ref> |
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The official search efforts lasted until [[19 July]] ''1937''.<ref> Safford, Warren and Payne 2003, p. 61-62, 67-68.</ref> At $4 million, the air and sea search by the Navy and [[Coast Guard]] was the most costly and intensive in history up to that time but [[search and rescue]] techniques during the era were rudimentary and some of the search was based on erroneous assumptions and flawed information. Official reporting of the search effort was influenced by individuals wary about how their roles in looking for an American hero might be reported by the press.<ref> Goldstein and Dillon 1997, p. 254-255. Note: FDR himself had to respond to accusations that the search was justified.</ref> Despite an unprecedented search by the United States Navy and Coast Guard no physical evidence of Earhart, Noonan or the Electra 10E was found. The United States Navy ''Lexington'' aircraft carrier and ''Colorado'' battleship, the ''Itasca'' (and even two Japanese ships, the oceanographic survey vessel ''Koshu'' and auxiliary seaplane tender ''Kamoi'') searched for six-seven days each, covering 150,000 square miles.<ref>Goldstein and Dillon 1997, p. 245- 254. </ref><ref> King et al, 2001, p. 32-33.</ref> |
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Immediately after the end of the official search, G.P. Putnam financed a private search by local authorities of nearby Pacific islands and waters, concentrating on the Gilberts. In late July 1937 Putnam chartered two small boats and while he remained in the United States, directed a search of the Phoenix Islands, Christmas Island, Fanning Island, the Gilberts and the Marshall Islands but no traces of the Electra or its occupants were found.<ref> Goldstein and Dillon 1997, p. 257.</ref> |
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[[Image:AE-Fred.jpg|upright|thumb|left|AP Photo of Amelia Earhart and Fred Noonan, [[Los Angeles]], May 1937]] |
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==Disappearance theories== |
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Many theories emerged after the disappearance of Earhart and Noonan. Two possibilities concerning the flyers' fate have prevailed among researchers and historians. |
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===Crash and sink theory=== |
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Many researchers believe the Electra ran out of fuel and Earhart and Noonan ditched at sea. Navigator and aeronautical engineer [[Elgen Long]] and his wife Marie K. Long devoted 35 years of exhaustive research to the "crash and sink" theory, which is the most widely accepted explanation for the disappearance.<ref>[http://www.elgenlong.com/amelia.php?view=main "Crash and Sink" Theory]</ref> Capt. [[Laurance F. Safford]], USN (retired-deceased), who was responsible for the interwar Mid Pacific Strategic Direction Finding Net and decoding of the Japanese [[PURPLE]] cipher messages for the attack on Pearl Harbor, began a lengthy analysis of the Earhart flight during the 1970s, including the intricate radio transmission documentation and came to the conclusion, "poor planning, worse execution." <ref name= "Strippel">Strippel 1995, p. 20.</ref> Rear Admiral Richard R. Black, USN (retired-deceased) who was in administrative charge of the Howland Island airstrip and was present in the radio room on the ''Itasca'' asserted in 1982 that "the Electra went into the sea about 10 am, [[2 July]] [[1937]] not far from Howland".<ref name="Strippel"/> British aviation historian Roy Nesbit interpreted evidence in contemporary accounts and Putnam's correspondence and concluded Earhart's Electra was not fully fueled at Lae.<ref>Strippel 1995, p. 58.</ref> William L. Polhemous, the navigator on Ann Pellegreno's 1967 flight which followed Earhart and Noonan's original flight path, studied navigational tables for [[2 July]] [[1937]] and thought Noonan may have miscalculated the "single line approach" intended to "hit" Howland.<ref>Strippel 1995, p. 58, 60.</ref> |
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David Jourdain, a former Navy submarine captain and ocean engineer specializing in deep-sea recoveries, has claimed any transmissions attributed to Gardner Island were false. Through his company Nauticos he extensively searched a 1,200 quadrant north and west of Howland Island during two $4.5 million deep-sea sonar expeditions (2002, 2006) and found nothing. The search locations were derived from the line of position (157-337) broadcast by Earhart on [[2 July]] [[1937]].<ref name= "Hoversten"/> Nevertheless, Elgen Long's interpretations have led Jourdain to conclude, "The analysis of all the data we have – the fuel analysis, the radio calls, other things – tells me she went into the water off Howland."<ref name= "Hoversten"/> Earhart's stepson George Palmer Putnam Jr. has been quoted as saying he believes "the plane just ran out of gas."<ref>[http://mt.lincolnshirepostpolio.org.uk/archives/pandpp-news/000512.html Amelia Earhart's disappearance still haunts her stepson, 83.] Retrieved: [[19 July]] [[2007]].</ref> Thomas Crouch, Senior Curator of the National Air and Space Museum has said the Earhart/Noonan Electra is "18,000 ft. down" and may even yield a range of artifacts that could rival the finds of the ''Titanic'', adding, "...the mystery is part of what keeps us interested. In part, we remember her because she's our favorite missing person."<ref name= "Hoversten">Hoversten 2007, p. 23.</ref> |
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===Gardner Island hypothesis=== |
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Immediately after Earhart and Noonan's disappearance, the United States Navy, Paul Mantz and Earhart's mother (who convinced G.P. Putnam to undertake a search in the Gardner Group)<ref> Rich 1989, p. 272-273.</ref> all expressed belief the flight had ended in the [[Phoenix Islands]] (now part of [[Kiribati]]), some 350 miles southeast of Howland Island. |
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The Gardner Island hypothesis has been characterized as the "most confirmed" explanation for Earhart's disappearance.<ref>''The end of Amelia Earhart (2): several theories.'' ''Avio News (WAPA)'', [[16 July]] [[2007]]. [http://www.avionews.com/index.php?corpo=see_news_home.php&news_id=1076879&pagina_chiamante=corpo%3Dindex.php Avio News (WAPA)] Retrieved: [[17 July]] [[2007]].</ref> The International Group for Historic Aircraft Recovery ([[TIGHAR]]) has suggested Earhart and Noonan may have flown without further radio transmissions<ref>[http://199.236.90.155/Projects/Earhart/ResearchPapers/Worldflight/finalflight4.html ''The Final Flight Part 4: The Airplane Returns to Earth.'' Randall S. Jacobson, Ph.D.]</ref> for two-and-a-half hours along the line of position Earhart noted in her last transmission received at Howland, arrived at then-uninhabited Gardner Island (now [[Nikumaroro]]) in the Phoenix group, landed on an extensive reef-flat near the wreck of a large freighter and ultimately perished. |
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TIGHAR's research has produced a range of documented archaeological and anecdotal evidence supporting this hypothesis.<ref>''Common Earhart Myths''. (Copyright date of 1998–2004 on page.) [http://www.tighar.org/Projects/Earhart/AEmyths.html AE Myths] Retrieved: [[1 April]] [[2007]].</ref><ref>''The TIGHAR Hypothesis''. November, 2001. [http://www.tighar.org/Projects/Earhart/AEhypothesis.html AE Hypothesis] Retrieved: [[1 April]] [[2007]].</ref> For example, in 1940, [[Gerald Gallagher]], a [[United Kingdom|British]] colonial officer (also a licensed pilot) radioed his superiors to inform them that he had found a "skeleton... possibly that of a woman", along with an old-fashioned sextant box, under a tree on the island's southeast corner. He was ordered to send the remains to [[Fiji]] where in 1941, British colonial authorities took detailed measurements of the bones and concluded they were from a stocky male. However, in 1998 an analysis of the measurement data by forensic anthropologists indicated the skeleton had belonged to a "tall white female of northern European ancestry." The bones themselves were misplaced in Fiji long ago. |
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Artifacts discovered by TIGHAR on Nikumaroro have included improvised tools, an aluminum panel (possibly from an Electra), an oddly cut piece of clear Plexiglas which is the exact thickness and curvature of an Electra window and a size 9 Cat's Paw heel dating from the 1930s which resembles Earhart's footwear in world flight photos.<ref>''Was Amelia Earhart a doomed castaway?'' Associated Press (CNN) [http://www.cnn.com/2007/US/04/01/earhart.mystery.ap/index.html Earhart Mystery]{{dead link|date=December 2007}} Retrieved: [[1 April]] [[2007]]. Note: According to records, Noonan was 6 ft tall, and Earhart was 5 ft 8 in and wore a size 6 shoe according to her sister.</ref> The evidence remains circumstantial but Earhart's surviving stepson, George Putnam Jr., has expressed enthusiasm for TIGHAR's research.<ref> Cruikshank, Joe. "The Search for Earhart's Plane Continues." ''Treasure County Palm News, [[4 November]] [[2006]]''. [http://nl.newsbank.com/cgi-bin/ngate/TCNP?ext_docid=1154F5669639D990&ext_hed=The%20search%20for%20Amelia%20Earhart's%20plane%20continues&ext_theme=tcnp&pubcode=TCNP] Retrieved: [[1 April]] [[2007]].</ref> |
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A 15-member TIGHAR expedition visited Nikumaroro from [[21 July]] to [[2 August]] [[2007]], searching for unambiguously identifiable aircraft artifacts and DNA. The group included engineers, environmentalists, a land developer, archaeologists, a sailboat designer, a team doctor and a videographer.<ref>[http://news.yahoo.com/s/ap/20070712/ap_on_re_us/search_for_amelia Yahoo.com, New search begins in Earhart mystery]{{dead link|date=December 2007}}</ref> They were reported to have found additional artifacts of as yet uncertain origin on the weather-ravaged atoll, including bronze bearings which may have belonged to her aircraft and a zipper pull which might have come from her flight suit.<ref>[http://www.guardian.co.uk/worldlatest/story/0,,-6824184,00.html The Guardian/AP], ''Group Ends Island Search for Earhart'', [[3 August]] [[2007]], Retrieved: [[5 August]] [[2007]].</ref> |
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===Myths, urban legends and unsupported claims=== |
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The unresolved circumstances of Amelia Earhart's disappearance, along with her fame, attracted a great body of other claims relating to her last flight, all of which have been generally dismissed for lack of verifiable evidence. Several conspiracy theories have become well-known in popular culture. |
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====Spies for FDR==== |
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A [[World War II]]-era movie called ''Flight for Freedom'' (1943) starring [[Rosalind Russell]] and [[Fred MacMurray]] furthered a [[mythology|myth]] that Earhart was [[spy]]ing on the Japanese in the Pacific at the request of the [[Franklin Roosevelt]] administration.<ref> [http://www.tighar.org/Projects/Earhart/AEmyths.html AE myths] Some authors have speculated that Earhart and Noonan were shot down by Japanese aircraft as she was seen as a threat who was spying on the Japanese so America could supposedly plan an attack, presumed by Japanese military leaders.</ref> By 1949 both the [[United Press]] and U.S. Army Intelligence had concluded these rumors were groundless. [[Jacqueline Cochran|Jackie Cochran]] (herself a pioneer aviatrix and one of Earhart's friends) made a postwar search of numerous files in Japan and was convinced the Japanese were not involved in the Earhart's disappearance.<ref> Cochran 1954, p. 160.</ref> |
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====Saipan Claims==== |
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In 1966, [[CBS]] [[Correspondent]] Fred Goerner published a book claiming Earhart and Noonan were captured and executed when their aircraft crashed on [[Saipan]] Island, part of the [[Northern Mariana Islands|Northern Marianas archipelago]] while it was under Japanese occupation.<ref>[http://query.nytimes.com/gst/fullpage.html?res=9F06E1D9133BF935A2575AC0A962958260 New York Times Obituary: Fred Goerner, Broadcaster, 69 Published: [[16 September]] [[1994]]</ref><ref>[http://www.time.com/time/magazine/article/0,9171,836416-2,00.html ''Time Magazine''] Goerner’s book was immediately challenged, but the ''Time Magazine'' article on it does include a quote from Admiral [[Chester W. Nimitz]], who ''allegedly'' told Goerner in March 1965: "I want to tell you Earhart and her navigator did go down in the Marshalls and were picked up by the Japanese."</ref><ref>Goerner 1966, p. 304. Note: Goerner disclosed in his book that Nimitz refused permission to be quoted.</ref> |
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Thomas E. Devine (who served in a postal Army unit) wrote ''Eyewitness: The Amelia Earhart Incident'' which includes a letter from the daughter of a Japanese police official who claimed her father was responsible for Earhart's execution. |
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Former [[U.S. Marine]] Robert Wallack claimed he and other soldiers opened a safe on Saipan and found Earhart's briefcase. Former U.S. Marine Earskin J. Nabers claimed that while serving as a wireless operator on Saipan in 1944, he decoded a message from naval officials which said Earhart's aircraft had been found at [[Battle of Saipan|Aslito AirField]], that he was later ordered to guard the aircraft and then witnessed its destruction.<ref>[http://video.google.com/videoplay?docid=7287599184130049317&hl Thomas E. Devine: What Really Happened to Amelia Earhart]</ref> In [[1990]] the [[NBC-TV]] series ''[[Unsolved Mysteries]]'' broadcast an interview with a Saipanese woman who claimed to have witnessed Earhart and Noonan's execution by Japanese soldiers. No independent confirmation or support has ever emerged for any of these claims.<ref name=>Strippel 1995, p. 52.</ref> Purported photographs of Earhart during her captivity have been identified as either fraudulent or having been taken before her final flight.<ref>''[http://tighar.org/TTracks/15_1/faqs.html Amelia Earhart FAQ]'', TIGHAR</ref> |
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Since the end of [[World War II]] a location on [[Tinian]], which is five miles (eight km) southwest of Saipan, had been rumoured to be the grave of the two aviators. In 2004 a scientifically supported archaeological dig at the site failed to turn up any bones.<ref>''[http://www.tighar.org/Projects/Earhart/Tinian/tigharstinian.htm TIGHARS on Tinian]'', TIGHAR website, [[7 November]] [[2004]]</ref> |
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====Tokyo Rose Rumor==== |
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A rumor which claimed that Earhart had made propaganda radio broadcasts as one of the many women compelled to serve as [[Tokyo Rose]] was investigated closely by George Putnam. According to several biographies of Earhart, Putnam investigated this rumor personally but after listening to many recordings of numerous Tokyo Roses he did not recognize her voice among them.<ref>Goldstein and Dillon 1997, p. 282.</ref> |
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====Rabaul==== |
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David Billings, an Australian aircraft engineer, has asserted a map marked with notations consistent with Earhart's engine model number and her airframe's construction number, has surfaced. It originates from a World War II Australian patrol stationed on New Britain Island off the coast of New Guinea and indicates a crash site 40 miles southwest of [[Rabaul]]. Billings has speculated Earhart turned back from Howland and tried to reach Rabaul for fuel. Ground searches have been unsuccessful.<ref>"The Enduring Mystery of Amelia Earhart's Disappearance Maybe Finally Coming To an End." ''The Atlantic Flyer'', September 2007, p. 3.</ref> |
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====Assuming another identity==== |
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In November 2006, the [[National Geographic Channel]] aired episode two of the ''[[Undiscovered History]]'' series about a claim that Earhart survived the world flight, moved to [[New Jersey]], changed her name, remarried and became [[Irene Craigmile Bolam]]. This claim had originally been raised in the book ''Amelia Earhart Lives'' (1970) by Joe Klaas. Irene Bolam had been a banker in New York during the 1940s, denied being Earhart, filed a lawsuit requesting $1.5 million in damages and submitted a lengthy [[affidavit]] in which she refuted the claims. The book's publisher, [[McGraw-Hill]], withdrew the book from the market shortly after it was released and court records indicate that they made an out of court settlement with her.<ref>[http://www.tighar.org/Projects/Earhart/BookReviews/earhartsurvive.html Amelia Earhart Survived by Colonel Rollin Reineck, USAF (ret.), 2003]</ref> Subsequently, Bolam's personal life history was thoroughly documented by researchers, eliminating any possibility she was Earhart. Kevin Richland, a professional criminal forensic expert hired by National Geographic, studied photographs of both women and cited many measurable facial differences between Earhart and Bolam.<ref name=>Strippel 1995, p. 52-53.</ref> |
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==Legacy== |
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Amelia Earhart was a widely known international [[celebrity]] during her lifetime. Her shyly charismatic appeal, independence, persistence, coolness under pressure, courage and goal-oriented career along with the circumstances of her disappearance at a young age have driven her lasting [[celebrity|fame]] in [[popular culture]]. Hundreds of articles and scores of books have been written about her life which is often cited as a motivational tale, especially for [[girls]]. Earhart is generally regarded as a [[feminist]] icon.<ref> Hamill 1976, p. 49.</ref> |
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===Records and achievements=== |
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*Woman's world altitude record: 14,000 ft (1928) |
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*First woman to fly the Atlantic (1928) |
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*Speed records for 100 km (and with 500 lb cargo) (1931) |
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*First woman to fly an [[autogyro]] (1931) |
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*Altitude record for autogyros: 15,000 ft (1931) |
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*First person to cross the U.S. in an autogyro (1932) |
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*First woman to fly the Atlantic solo (1932) |
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*First person to fly the Atlantic alone twice (1932) |
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*First woman to receive the [[Distinguished Flying Cross (United States)|Distinguished Flying Cross]] (1932) |
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*First woman to fly non-stop, coast-to-coast across the U.S. (1933) |
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*Woman's speed transcontinental record (1933) |
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*First person to fly solo across the Pacific between Honolulu, Hawaii and Oakland, California (1935) |
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*First person to fly solo from Los Angeles, California to Mexico City, Mexico (1935) |
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*First person to fly solo nonstop from Mexico City, Mexico to Newark, New Jersey (1935) |
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*Speed record for east-to-west flight from Oakland, California to Honolulu, Hawaii (1937)<ref> Sloate 1990, p. 116-117.</ref> |
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===Books by Earhart=== |
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[[Image:EarhartBook.jpg|upright|thumb|left|Cover of a 1977 reprint of Earhart's ''The Fun of It'', first published in 1932]] |
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Amelia Earhart was a successful and heavily promoted [[writer]] who served as aviation editor for ''[[Cosmopolitan (magazine)|Cosmopolitan]]'' magazine from 1928 to 1930. She wrote magazine articles, newspaper columns, essays and published two books based upon her experiences as a flyer during her lifetime: |
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*''[[20 Hrs., 40 Min.]]'' (1928) was a journal of her experiences as the first woman passenger on a transatlantic flight. |
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*''[[The Fun of It]]'' (1932) was a memoir of her flying experiences and an essay on women in aviation. |
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*''[[Last Flight (book)|Last Flight]]'' (1937) featured the periodic journal entries she sent back to the United States during her world flight attempt, published in newspapers in the weeks prior to her final departure from [[New Guinea]]. Compiled by her husband GP Putnam after she disappeared over the Pacific, many historians consider this book to be only partially Earhart's original work. |
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===Memorial flights=== |
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Two notable memorial flights by female aviators subsequently followed Earhart's original [[circumnavigation]]al route. |
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*In 1967, Ann Dearing Holtgren Pellegreno and a crew of three successfully flew a similar aircraft (a [[Lockheed Model 10 Electra|Lockheed 10A Electra]]) to complete a world flight that closely mirrored Earhart's flight plan. On the 30th anniversary of her disappearance, Pellegreno dropped a wreath in Earhart's honor over tiny Howland Island and returned to Oakland, completing the 28,000-mile commemorative flight on [[7 July]] [[1967]]. |
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*In 1997, on the 60th anniversary of Amelia Earhart's world flight, San Antonio businesswoman Linda Finch retraced the final flight path flying the same make and model of aircraft as Earhart, a restored 1935 [[Lockheed Model 10 Electra|Lockheed Electra 10E]]. Finch touched down in 18 countries before finishing the trip two and a half months later when she arrived back at Oakland Airport on [[28 May]] [[1997]]. |
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In 2001, another commemorative flight retraced the route undertaken by Amelia Earhart in her August 1928 trans-continental record flight. Dr. Carlene Mendieta flew an original Avro Avian, the same type that was used in 1928.<ref> [http://www.ameliaflight.com/ameliaflight/flight.po Amelia Earhart's Flight Across America: Rediscovering a Legend]</ref> |
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[[Image:AE-medal.jpg|upright|thumb|right|Amelia Earhart received the Cross of Knight of the [[Légion d'honneur|Legion of Honor]] from the [[Government of France|French Government]] in June 1932]] |
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===Other honors=== |
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*'''Amelia Earhart Centre And Wildlife Sanctuary''' was established at the site of her 1932 landing in Northern Ireland, Ballyarnet Country Park, Derry. |
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*The '''"Earhart Tree"''' on [[Banyan Drive]] in Hilo, Hawaii was planted by Amelia Earhart in 1935. |
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*The '''[[Zonta International]] Amelia Earhart Fellowship Awards''' were established in 1938. |
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*'''"Earhart Light"''' (also known as the '''"Amelia Earhart Light"'''), is a day beacon on [[Howland Island]] (said to be crumbling). |
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*The '''Amelia Earhart Memorial Scholarships''' (established in 1939 by [[Ninety-Nines|The Ninety-Nines]]), provides scholarships to women for advanced pilot certificates and ratings, jet type ratings, college degrees and technical training. |
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*In 1942, a [[United States]] [[Liberty ship]] named '''[[SS Amelia Earhart|SS ''Amelia Earhart'']]''' was launched (it was wrecked in 1948). |
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*'''Amelia Earhart Field''' (1947), formerly Masters Field and [[Miami]] Municipal Airport, after closure in 1959, the '''Amelia Earhart Regional Park''' was dedicated in an area of undeveloped federal government land located north and west of the former Miami Municipal Airport and immediately south of Opa-locka Airport. |
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*The '''Purdue University Amelia Earhart Scholarship''' is based on academic merit and leadership and is open to juniors and seniors enrolled in any school at the West Lafayette campus. After being discontinued in the 1970s, a donor resurrected the award in 1999. |
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*'''Amelia Earhart Commemorative Stamp''' (8¢ airmail postage) was issued in 1963 by the United States Postmaster-General. |
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*The [[Civil Air Patrol]] '''Amelia Earhart Award''' (since 1964) is awarded to cadets who have completed the first 11 achievements of the cadet program along with receipt of the General Billy Mitchell Award. |
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*Member of [[National Women's Hall of Fame]] (1973). |
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*'''The Amelia Earhart Birthplace'''[http://www.ameliaearhartmuseum.org/], Atchison, Kansas (a museum and [[National Historic Site]], owned and maintained by The Ninety-Nines). |
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*'''Amelia Earhart Airport''', located in [[Atchison, Kansas]]. |
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*'''[[Amelia Earhart Bridge]]''', located in [[Atchison, Kansas]]. |
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*Schools named after Amelia Earhart are found throughout the United States including the '''Amelia Earhart Elementary School''', in [[Alameda, California]], '''Amelia Earhart Elementary School''', in [[Hialeah, Florida]] and '''Amelia Earhart International Baccalaureate World School''', in [[Indio, California]]. |
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*'''Amelia Earhart Hotel''', located in [[Wiesbaden, Germany]], originally used as a hotel for women, then as temporary military housing is now operated as the United States Army Contracting Agency office. |
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*'''Amelia Earhart Road''', located in [[Oklahoma City, Oklahoma|Oklahoma City (headquarters of The Ninety-Nines), Oklahoma]]. |
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*'''UCI Irvine Amelia Earhart Award''' (since 1990). |
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*'''Amelia Earhart Intermediate School''', located in [[Kadena Air Base]], [[Okinawa Prefecture|Okinawa, Japan]]. |
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*Member of [[Motorsports Hall of Fame of America]] (1992). |
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*'''Earhart Foundation''', located in [[Ann Arbor, MI]]. Established in 1995, the foundation funds research and scholarship through a network of 50 '''"Earhart professors"''' across the United States. |
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*'''Amelia Earhart Festival''' (annual event since 1996), located in [[Atchison, Kansas]]. |
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*'''Amelia Earhart Pioneering Achievement Award''', Atchison, Kansas: Since 1996, the Cloud L. Cray Foundation provides a $10,000 women’s scholarship to the educational institution of the honoree’s choice. |
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*'''Amelia Earhart Earthwork''' in Warnock Lake Park, [[Atchison, Kansas]]. Stan Herd created the one-acre landscape mural from permanent plantings and stone to celebrate the 100th anniversary of Earhart's birth. Located at {{coor d|39.537621|N|95.145158|W|region:US_type:landmark}} and best viewed from the air. |
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*'''Earhart Corona''', a [[Corona (planetary geology)|corona]] on [[Venus]] was named by the ([[International Astronomical Union|IAU]]). |
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*'''Greater Miami Aviation Association Amelia Earhart Award''' for outstanding achievement (2006); first recipient: noted flyer [[Patty Wagstaff|Patricia "Patty" Wagstaff]]. |
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*On [[6 December]] [[2006]], California Governor [[Arnold Schwarzenegger]] and First Lady [[Maria Shriver]] inducted Amelia Earhart into the [[California Hall of Fame]] located at [[The California Museum for History, Women and the Arts]]. |
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*'''[[USNS Amelia Earhart (T-AKE-6)|USNS ''Amelia Earhart'' (T-AKE-6)]]''' was named in her honor in May 2007. |
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==Popular culture== |
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Amelia Earhart's life has spurred the imaginations of many writers and others: |
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*The 1943 [[Rosalind Russell]] film ''Flight for Freedom'' derived from a treatment, ''Stand by to Die'', was a fictionalized treatment of Earhart's life, with a heavy dose of [[Hollywood]] [[World War II]] propaganda<ref name="Strippel"/>. |
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*In the 1962 play written by [[Arthur Kopit]], "Chamber Music," which takes place in an insane asylum, one of the characters believes that she is Amelia Earhart. Ironically, in the context of the play, it is suggested that she could actually be Amelia Earhart, based on the time frame. |
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*In [[David McCord Lippincott|David Lippincott]]'s 1970 novel, ''E Pluribus Bang!'', the protagonist, the former President of the United States disappears and is taken to a Pacific island where he meets an aged Earhart and is told that until his death, Judge [[Joseph Crater]] lived on the island. |
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*Possibly the first tribute album dedicated to the legend of Amelia Earhart was by Plainsong, "In Search of Amelia Earhart," Elektra K42120, released in 1972. Both the album and the Press Pak released by Elektra are highly prized by collectors and have reached cult status.<ref>[http://www.andyrobertsmusic.com/plains.html In Search of Amelia Earhart/Now We Are Three]</ref> |
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*Singer [[Joni Mitchell]] wrote a song called "Amelia" on her 1976 album, ''[[Hejira (album)|Hejira]]'', based on Amelia Earhart's legacy. |
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*A 1976 television bio production titled ''Amelia Earhart'' starring [[Susan Clark]] and [[John Forsythe]] included flying by Hollywood stunt pilot [[Frank Tallman]] whose late partner in Tallmantz Aviation, [[Paul Mantz]], had tutored Earhart in the 1930s. |
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*[[Clive Cussler]]'s 1992 book, ''[[Sahara (novel)|Sahara]]'' refers to Earhart by name in a fictional story about another female pilot from the same era who also disappears. |
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*The [[Gap (clothing)|Gap]] khaki pants ad campaign (1993) featured Amelia Earhart as part of a series of American icons linked to modernity and "trailblazing." <ref> Lubben and Barnett 2007, p. 9, 146, 162.</ref> |
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*''Amelia Earhart: The Final Flight'' (1994) starring [[Diane Keaton]], [[Rutger Hauer]] and [[Bruce Dern]] was initially released as TV movie and subsequently released as a theatrical feature. |
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*The ''[[Star Trek: Voyager]]'' episode, "[[The 37's]]," (1995) suggests that Earhart and Noonan were abducted by aliens in 1937 and placed in [[stasis]], until found in 2371; like other Earhart-related fiction, a romance between Earhart and Noonan is implied. Earhart and Noonan were portrayed in the episode by [[Sharon Lawrence]] and [[David Graf]], respectively. (One of the ''[[Star Trek]]'' [[Starfleet]]'s main [[space station]]s in the 24th century is named after Earhart). |
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*''I Was Amelia Earhart'' (1996) is a faux autobiography by [[Jane Mendelsohn]] in which "Earhart" tells the story of what happened to her in 1937, complete with heavy doses of romance with her navigator. |
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*''[[Flying Blind (novel)|Flying Blind]]'' (1999) by [[Max Allan Collins]] is a detective novel in which the intrepid [[Nathan Heller]] is hired to be a bodyguard for Amelia Earhart. Before long they become lovers (her marriage to Putnam being described as being a union in name only), and later Heller helps her to try to escape from the Japanese following her ill-fated flight. |
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*The disappearance of Earhart is one of the many mysteries mentioned in the song "[[Someday We'll Know]]" (1999) by the [[New Radicals]], later covered by [[Mandy Moore]] and [[Jon Foreman|Jonathan Foreman]] for the movie ''[[A Walk to Remember]]''. The lyrics are: "Whatever happened to Amelia Earhart? Who holds the stars up in the sky?" |
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*Singer/songwriter [[Deb Talan]]'s second album, "Something Burning" (2000), begins with a song called "Thinking Amelia." The song goes on to suggest that Earhart had a "one-in-a-million bad day." |
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*Earhart's likeness was included among the icons in [[Apple Computer]]'s "Think Different" advertising campaign (2002) and is now a sought-after collectible. (See: studio portrait, c. 1932 above) |
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*In [[Christopher Moore (author)|Christopher Moore]]'s 2003 novel, ''[[Fluke, or, I Know Why the Winged Whale Sings|Fluke]]'', Earhart survived her wreck and appears as the mother of one of the characters. |
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*The song "Aviator" by [[Nemo (band)|Nemo]], which appears on their 2004 debut LP ''[[Signs of Life]]'', was written about Amelia Earhart's last flight. |
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*The song "I Miss My Sky," written by [[Heather Nova]] for her 2005 album ''[[Redbird (album)|Redbird]]'', is dedicated to Earhart, suggesting that she survived on an island after her disappearance. |
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*Banjo player [[Curtis Eller]] of ''Curtis Eller's American Circus'' has also written a song about Earhart's disappearance, "Amelia Earhart" in his "Taking Up Serpents Again" release (2005). One of the lyrics poignantly states that she, "disappeared in a cloudbank and the static never cleared."<ref>[http://www.curtiseller.com/amelia.html Lyrics: Amelia Earhart] </ref> |
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*The Canadian Hip Hop artist [[Buck 65]] links Amelia Earhart and other iconic women [[Neko Case]] and [[Frida Kahlo]] in the song "Blood of a Young Wolf" (2006) from the album ''[[Secret House Against The World]]''. |
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*English singer/songwriter [[Tom McRae]]'s fourth album [[King of Cards]] (2007) features a song called "The Ballad of Amelia Earhart." |
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*Pop/rock singer-songwriter [[Jon Mclaughlin]] wrote a song titled "Amelia's Missing" (2007); the lyrics state: "and Amelia's missing somewhere out at sea." |
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==See also== |
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{{commonscat}} |
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{|width="100%" |
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|- valign=top |
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|width="40%" | |
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*[[Amelia Earhart Park]] |
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*[[Aviation]] |
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*[[Aviation archaeology]] |
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*[[Bernt Balchen]] |
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*[[Irene Craigmile Bolam]] |
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*[[Jacqueline Cochran]] |
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*[[Howland Island]] |
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*[[Lae]] |
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*[[List of people who have disappeared]] |
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|width="45%" | |
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*[[Lockheed L-10 Electra]] |
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*[[Lockheed Vega]] |
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*[[Paul Mantz]] |
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*[[Nikumaroro]] |
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*[[Fred Noonan]] |
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*[[Radio navigation]] |
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*[[Opa-locka Airport]] |
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*[[Purdue University]] |
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*[[George P. Putnam]] |
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*[[Neta Snook]] |
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|width="15%" | |
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|} |
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==References== |
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===Notes=== |
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{{reflist|2}} |
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===Bibliography=== |
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{{refbegin}} |
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*Backus, Jean L. ''Letters from Amelia 1901-1937''. Boston: Beacon Press, 1982. ISBN 0-80706-703-2. |
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* Blau, Melinda. ''Whatever Happened to Amelia Earhart?'' Milwaukee, Wisconsin: Contemporary Perspectives Inc., 1977. ISBN 0-8172-1057-1. |
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*Briand, Paul. ''Daughter of the Sky''. New York: Duell, Sloan, Pearce, 1960. No ISBN. |
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*Brink, Randall. ''Lost Star: The Search for Amelia Earhart''. New York: W.W. Norton & Company, 1994. ISBN 0-393-026883-3. |
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*Burke, John. ''Winged Legend: The Story of Amelia Earhart''. New York: Ballantine Books, 1971. ISBN 0-425-03304-X. |
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*Butler, Susan. ''East to the Dawn: The Life of Amelia Earhart''. Reading, MA: Addison-Wesley, 1997. ISBN 0-306-80887-0. |
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*Bryan, C.D.B. ''The National Air and Space Museum''. New York: Harry N. Abrams, Inc., 1979. ISBN 0-8109-0666-X. |
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*Campbell, Mike with Devine, Thomas E. ''With Our Own Eyes: Eyewitnesses ot the Final Days of Amelia Earhart''. Lancaster, Ohio: Lucky Press, LLC, 2002. ISBN 0-9706377-6-4. |
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*Cochran, Jacqueline and Brinkley, Maryann Bucknum. ''Jackie Cochran: The Autobiography of the Greatest Woman Pilot in Aviation History''. Toronto: Bantam Boooks, 1987. ISBN 0-553-05211-X. |
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*Cochran, Jacqueline. ''Stars at Noon''. Boston: Little, Brown and Company, 1954. |
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*Corn, Joseph J. ''The Winged Gospel''. New York: Oxford University Press, 1983. ISBN 0-19-503356-6. |
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*Crouch, Thomas D. "Searching for Amelia Earhart." ''Invention & Technology'' Volume 23, Issue 1, Summer 2007. |
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*Devine, Thomas E. ''Eyewitness: The Amelia Earhart Incident''. Frederick, CO: Renaissance House, 1987. ISBN 0-939650-48-7. |
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*Garst, Shannon. ''Amelia Earhart: Heroine of the Skies''. New York: Julian Messner, Inc., 1947. No ISBN. |
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*Gillespie, Ric. ''Finding Amelia: The True Story of the Earhart Disappearance''. Annapolis, MD: Naval Institute Press, 2006. ISBN 1-59114-319-5. |
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*Glines, C.V. "'Lady Lindy': The Remarkable Life of Amelia Earhart." ''Aviation History'' July 1997. |
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*Goerner, Fred. ''The Search for Amelia Earhart''. New York: Doubleday, 1966. ISBN 0-385-07424-7. |
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*Goldstein, Donald M. and Dillon, Katherine V. ''Amelia: The Centennial Biography of an Aviation Pioneer''. Washington, DC: Brassey's, 1997. ISBN 1-57488-134-5. |
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*Grooch, William Stephen. ''Skyway to Asia''. New York: Longmans, Green and Co., 1936. No ISBN. |
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*Hamill, Pete. "Leather and Pearls: The Cult of Amelia Earhart." ''MS Magazine'' September 1976. |
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*Hoverstein, Paul. "An American Obsession". ''Air & Space Smithsonian'' Vol. 22, No. 2, June/July 2007. |
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*Kerby, Mona: ''Amelia Earhart: Courage in the Sky'' (Women of our Time series). New York: Puffin Books, 1990. ISBN 0-14-034263-X. |
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*King, Thomas F., Burns, Karen Ramey, Jacobson, Randall and Spading, Kenton. ''Amelia Earhart's Shoes''. Walnut Creek, CA: AltaMira Press, 2001. ISBN 0-7591-0130-2. |
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*Leder, Jane. ''Amelia Earhart'' (Great Mysteries: Opposing Viewpoints). San Diego: Greehaven Press, Inc., 1989. ISBN 0-89908-070-7. |
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*Long, Elgen M. and Marie K. ''Amelia Earhart: The Mystery Solved''. New York: Simon & Schuster, 1999. ISBN 0-684-86005-8. |
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*Loomis, Vincent V. ''Amelia Earhart, the Final Story''. New York: Random House, 1985. ISBN 0-394-53191-4. |
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*Lovell, Mary S. ''The Sound of Wings''. New York: St. Martin's Press, 1989. ISBN 0-312-03431-8. |
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*Lubben, Kristen and Barnett, Erin. ''Amelia Earhart: Image and Icon''. New York: International Center of Photography, 2007. ISBN 978-3-86521-407-2. |
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*Marshall, Patti. "Neta Snook". ''Aviation History'' Vol. 17, No. 3. January 2007, p. 21-22. |
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*Morey, Eileen. ''The Importance of Amelia Earhart''. San Diego: Lucent Books, 1995. ISBN 1-56006-065-4. |
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*Morrissey, Muriel Earhart. ''Amelia Earhart''. Santa Barbara, California: Bellerophon Books, 1992. ISBN 0-88388-044-X. |
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*Morrissey, Muriel Earhart. ''Courage is the Price: The Biography of Amelia Earhart''. Wichita, Kansas: McCormick-Armstrong Publishing Division, 1963. ISBN 1-14140-879-1. |
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*Oakes, Claudia M. ''United States Women in Aviation 1930-1939''. Washington, DC: Smithsonian Institution Press, 1985. ISBN 0-87474-380-X. |
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*O'Leary, Michael. "The Earhart Discovery: Fact or Fiction?" '' Air Classics'' Vol 28, No. 8, August 1992. |
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*Pearce, Carol Ann. ''Amelia Earhart''. New York: Facts on File, 1988. ISBN 0-8160-1520-1. |
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*Pellegrino, Anne Holtgren. ''World Flight: The Amelia Trail''. Ames, Iowa: The Iowa State University Press, 1971. ISBN 0-8138-1760-9. |
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*''The Radio Amateur's Handbook''. West Hartford, Connecticut: American Radio Relay League, 1945. No ISBN. |
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*Randolph, Blythe. ''Amelia Earhart''. New York: Franklin Watts, 1987. ISBN 0-531-10331-5. |
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*Rich, Doris L. ''Amelia Earhart: A Biography''. Washington, DC: Smithsonian Institution Press, 1989. ISBN 1-56098-725-1. |
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*Safford, Laurance F. with Warren, Cameron A. and Payne, Robert R.''Earhart's Flight into Yesterday: The Facts Without the Fiction'', McLean, Virginia: Paladwr Press, 2003. ISBN 1-88896-220-8. |
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*Sloate, Susan. ''Amelia Earhart: Challenging the Skies''. New York: Fawcett Books, 1990. ISBN 0-449-90396-6. |
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*Strippel, Richard G. ''Amelia Earhart: The Myth and the Reality''. New York: Exposition Press, 1972. ISBN 0-682-47447-9. |
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*Strippel, Richard G. "Researching Amelia: A Detailed Summary for the Serious Researcher into the Disappearance of Amelia Earhart." ''Air Classics'' Vol. 31, No. 11, November 1995. |
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*Thames, Richard. ''Amelia Earhart''. New York: Franklin Watts, 1989. ISBN 0-531-10851-1. |
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*Ware, Susan. ''Still Missing: Amelia Earhart and the Search for Modern Feminism''. New York: W.W. Norton & Company, 1993. ISBN 0-393-03551-4. |
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*Wright, Monte Duane. ''Most Probable Position, A History of Aerial Navigation to 1941''. Lawrence, Kansas: University Press of Kansas, 1972. ISBN 0-70060-092-2. |
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===Further reading=== |
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*Barker, Ralph. ''Great Mysteries of the Air''. London: Pan Books, 1966. ISBN 0-330-02096-X. |
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*Cady, Barbara. ''They Changed the World: 200 Icons Who Have Made a Difference''. New York: Black Dog & Leventhal Publishers, 2003. ISBN 1-57912-328-7. |
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*Chapman, Sally Putnam, with Mansfield, Stephanie. ''Whistled Like a Bird: The Untold Story of Dorothy Putnam, George Putnam, and Amelia Earhart''. New York: Warner Books, 1997. ISBN 0-446-52055-1. |
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*Haynsworth, Leslie and Toomey, David. ''Amelia Earhart's Daughters: The Wild and Glorious Story of American Women Aviators from World War II to the Dawn of the Space Age''. New York: Harper Collins Publishers Inc., 1998. ISBN 0-380-72984-9. |
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*Landsberg. Alan. ''In Search of Missing Persons''. New York: Bantam Books, 1978. ISBN 0-553-11459-X. |
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*Moolman, Valerie. ''Women Aloft'' (The Epic of Flight series). Alexandria, Virginia: Time-Life Books, 1981. ISBN 0-8094-3287-0. |
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*Turner, Mary. ''The Women's Century: A Celebration of Changing Roles 1900-2000''. Kew, Richmond, Surrey, UK: The National Archives, 2003. ISBN 1-903365-51-1. |
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{{refend}} |
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==External links== |
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*[http://www2.let.uu.nl/solis/ams/xroads/earhart.htm ''A 1930's American Hope, Amelia Earhart'', Essay by Mariette Vermeulen, 3 April 1997] |
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*[http://www.kansastravel.org/ameliaearhartmuseum.htm Amelia Earhart Birthplace Museum] |
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*[http://www.lib.purdue.edu/spcol/aearhart/ Amelia Earhart Collection of Papers, Memorabilia and Artifacts The world's largest collection of Earhart photographs, artifacts and correspondence. More than 600 photos are now online] |
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*[http://www.ameliaflight.com/ameliaflight/flight.po Amelia Earhart's Flight Across America: Rediscovering a Legend] |
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*[http://www.ameliaearhartmuseum.org/ Amelia Earhart Museum] |
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*[http://www.ameliaearhart.com/ Amelia Earhart Official Web site] |
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*[http://boomp3.com/m/28deebc2721e Amelia Earhart: On The Future Of Women In Flying (listen online)] |
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*[http://www.chet-aero.com/women.php Amelia Earhart's resignation as Vice President of the National Aeronautic Association in May 1933] |
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*[http://www.highbeam.com/doc/1Y1-104844696.html?refid=hbw_my Diary a Clue to Amelia Earhart Mystery] |
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*[http://sss.cuesta.com/c/article.html?article@AE+s@h5Ge91PMdTMQk Mystery of Amelia Earhart] |
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*[http://www.elgenlong.com/ Search for Amelia Earhart: Elgen Long a website detailing the "crash and sink" theory and the man and research behind it] |
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*[http://www.imdb.com/title/tt0035888/ ''Flight for Freedom'' (1943 movie)] |
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*[http://www.museumofwomenpilots.com/index.html - Museum of Women Pilots] |
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*[http://tenwatts.blogspot.com/2007/06/amelia-earhart-on-khaqq.html Specific details on KHAQQ and Amelia's radio at Arcane Radio Trivia] |
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*[http://www.tighar.org/Projects/Earhart/AEdescr.html The Earhart Project from The International Group for Historic Aircraft Recovery. Includes a summary of the Nikumaroro landing hypothesis and a video showing Earhart's Lockheed taking off from Lae] |
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*[http://www.nauticalcurrents.com/amelia_earhart_mem_flt.html Amelia Earhart Memorial flight Recreation] |
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*[http://www.imdb.com/title/tt0270530/ ''The Mysteries of Amelia Earhart'' (1998 movie)] |
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*[http://www.booknotes.org/Transcript/?ProgramID=1391 Transcript of interview with Earhart biographer Susan Butler, 1997] |
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{{AHOFONJ}} |
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{{Persondata |
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|NAME=Earhart, Amelia Mary |
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|ALTERNATIVE NAMES= A.E., "Mellie" and "Millie" (nicknames) |
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|SHORT DESCRIPTION=American [[aviator]] |
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|DATE OF BIRTH=[[24 July]] [[1897]] |
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|PLACE OF BIRTH=[[Atchison, Kansas]], [[United States]] |
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|DATE OF DEATH=Unknown (missing since [[2 July]] [[1937]]) |
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|PLACE OF DEATH=Unknown (missing over the [[Pacific Ocean]]) |
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}} |
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{{DEFAULTSORT:Earhart, Amelia}} |
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[[Category:American aviators]] |
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[[Category:Aviation pioneers]] |
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[[Category:Female aviators]] |
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[[Category:Harmon Trophy winners]] |
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[[Category:National Aviation Hall of Fame]] |
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[[Category:Recipients of US Distinguished Flying Cross]] |
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[[Category:Aviation Hall of Fame of New Jersey]] |
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[[Category:1937 in the United States]] |
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[[Category:Aviation accidents and incidents in 1937]] |
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[[Category:Purdue University]] |
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[[Category:People from Kansas]] |
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[[Category:Disappeared people]] |
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[[Category:Unexplained disappearances]] |
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[[Category:Unsolved deaths or murders]] |
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[[Category:1897 births]] |
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[[Category:Year of death unknown]] |
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[[ru:Эрхарт, Амелия]] |
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[[sr:Амелија Ерхарт]] |
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[[th:อเมเลีย เอียร์ฮาร์ต]] |
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[[zh:阿梅莉亚·埃尔哈特]] |
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Revision as of 16:35, 25 January 2008
Amelia is right now 23 and in great health. she is still flying and is right now in the process of flying to the moon.