Monday, July 10, 2017

Earhart History Channel meets Earhart on Saipan

In light of the show coming up this Sunday July 9th on History Channel, here are some eyewitnesses who saw Amelia Earhart on Saipan after she landed her plane at Mili atoll.

(Full disclosure - I was asked to participate in the History Channel show. They filmed me for the sizzle reel that they used to sell the show to History Channel. Ultimately, based on my 25 years of research, having worked on all the films about Earhart (both Diane Keaton's and Hilary Swank) and my 30 hours of footage and 5k photographs, I decided to hang onto my research, as we're still hoping to put this together in film form.  That being said, I'm friends with Les Kinney and Dick Spink, have interviewed them, have worked and shared notes with them, and what they have to say about AE's journey is accurate and based upon decades of research. 

(This show is based on their research, Les and Dick worked independently of me and Mike Harris, but a few  years back, we all got together and shared notes. Les told me about his photograph, and I've been waiting all this time to see it. And it's mind blowing.)

Here's a short time line of what the research shows based on eyewitness interviews collected over decades. Mike Harris filmed some of these interviews in the 1980's, we filmed more in Saipan recently, and the US Marines I collected over the years.

1. She landed the Electra on Endriken isle in Mili.  Dick Spink found pieces of her plane on a number of occasions - a former NTSB investigator (Jim Hayton out of Seattle) confirmed "beyond a shadow of doubt" that they could only come from her Electra.

2. She was picked up by the Japanese.  A number of islanders saw her plane land (they were fishing the shallow reefs) and the Queen of Mili was filmed and interviewed by a South African journalist in the 1980's.  Many people saw her come down.  On a recent trip to Mili, an island elder recalled that the Japanese had "ordered" 40 islanders to help drag the Electra off the atoll.

3. The Electra was put aboard a Japanese barge and taken to Majuro first. I got that info from a Navy veteran stationed on Majuro who heard it from a stevedore he worked with. He said they'd transported it to the Koshu Maru.  (Note, in the photo of the ship, there's a barge attached to the Koshu. I never thought there would be a photo of that - but there it is.)

3. Google Earth photos show (from a decade ago) that the drag marks of some large object could be seen from space.  There was Japanese rail equipment found on the island and recovered by Spink, Kinney, Mike Harris and others on a recent trip.  Same gauge equipment Japanese used to haul cane in Saipan.

4. She was transported with Fred and the Electra to Jaluit (where this picture is taken. If you watch the footage you'll see eyewitnesses who boarded the ship and saw her there.)

click to view - about 30 minutes - the links at the end no longer apply

5. She was taken to Saipan - I interviewed Ms. Akiyama a few years back, and this show on Sunday interviews her as well. She's the original source for Fred Goerner's book - and her story has not changed.  I interviewed other islanders (also in this footage) who corroborate her story - one congressman says his father told him the same story of Fred and Amelia being brought ashore.

6. She was held at first in the hospital (interview above) then the military HQ. Fred, according to reports, was beaten, tortured and killed for being a spy. (beheaded)  Amelia was moved from her initial cell which she was a few doors down from Fred (in the footage) to a larger cell closer to the commandant's view.

7. She spent the rest of her days in this cell. She was occasionally allowed to meet with islanders (see "Eye on LA" report in the 1990's for those reports with Chuck Henry) but for the most part lived in a small cell (that is still there, and has a tree growing inside of it.)

8. She died of dysentery.  She was held as a "playing card" for the Japanese to use against the US - but never got around to it. The US invaded June 1944.

9. The Electra was found in a hangar on Aslito field, Saipan June 19th. The man who decoded the messages, guarded the plane, numerous eyewitnesses are cited above in the footage and to the side of this page. Her briefcase was found, dry as a bone,her passport etc, all turned over to the same commander Louis Wallace (82nd.)  Corroborated reports are cited in the footage.

10. Her body was dug up by two GI's Hanson and Burkes, as reported in Goerner's book "Searing for Amelia" in 1963. However, subsequent evidence points to the fact these two "found an arm and a partial ribcage." Her skull and other bones have not been found or recovered.

11. The Electra, after being guarded for 4-5 weeks in the hangar, was towed to the south end of the field, covered with gas and burned (as reported above.)  It was shoved off the runway into a pit with other planes.  We had permits to excavate that pit a couple of years back, but ran out of the money required to do so. However, I know where the pit is.  According to the NTSB investigator, he could identify the frame of her plane from a field X ray.  That remains to be done.

12. Her briefcase and arm were turned over to the US military.  The next island in the war was Okinawa, and as Robert Wallack points out - "a number of ships were sunk by the Japanese."  Perhaps her arm, rib cage and briefcase went to the bottom of the sea. However, recently, I heard from a reliable source that the briefcase is in the hands of a private collector related to the Earhart family.  That too remains to be seen.

Over 200 people claim to have seen her, nursed her, fed her, washed her clothes when she got to Saipan.  Some of those people are featured in the footage above.  This footage has been posted for years now, and despite being invited to be on the History Channel, I felt that if I did not work on that show, and retained all the rights to my research, I might find another way to tell her story.  And I'm still doing that.

This is not based on a theory, belief or philosophy. These reports are based on consistent eyewitness reports, that have been cross referenced - if one person said one incredible thing (she was shot, she was beheaded) I put it aside to hear corroborating evidence.  When two people said the same thing ("I saw her in the back of a truck in May 1944 being transported by soldiers. I had never seen a white woman in my life, and it's not the kind of thing you forget, even at age 12 - a woman dressed like a man with her arms bound and a blindfold.  She was parked in from of me for 30 minutes.  My brother was next to me." (cited in the footage above.)

Ultimately, people can argue about what people saw or think they saw. Certainly the memory does tricks over the years - but when over 200 people say relatively the same thing, it deserves to be examined. And further - if what they're saying is true - then the US owes her a debt. She was the first victim of World War II and has never been honored for it.

(Sorry that this info disturbs some people - but if you take a look at my other work ("Flipside" "It's a Wonderful Afterlife" and "Hacking the Afterlife" - in which I reveal everything I've learned about Amelia's journey) I go into detail as to why that might not be the case.  

In "Hacking the Afterlife" I submitted the same 20 questions to mediums who claimed they could communicate with AE.  In all three cases, I got the same answers, as well as "new information" that no one knows, that I have confirmed, that could only come from someone who was Amelia, or knew her extremely well.)

Stay tuned. 

Sunday, January 18, 2009

Storyboards (avalonwind - Electra10e)

- Mr Putnam, Looking down 5th Ave - Scene 2 (concept drawing)
- Ten year old Amelia fascinated with flying machine - Scene 6 (thumbnails)
- Ten year old Amelia fascinated with flying machine - Scene 6 (shot descriptions) - p.1
- Ten year old Amelia fascinated with flying machine - Scene 6 (shot descriptions) - p.2
- Ten year old Amelia fascinated with flying machine - Scene 6 (shot descriptions) - p.3
- Ten year old Amelia fascinated with flying machine - Scene 6 (shot descriptions) - p.4
- 25 yr old Amelia feels the thrill of flying - Scene 7 (thumbnails)
- 25 yr old Amelia feels the thrill of flying - Scene 7 (shot descriptions) - p.1
- 25 yr old Amelia feels the thrill of flying - Scene 7 (shot descriptions) - p.2
- 25 yr old Amelia feels the thrill of flying - Scene 7 (shot descriptions) - p.3
- Night Boston seaplane hanger - Scene 12 (concept drawing)
- Night Boston seaplane hanger - Scene 12 (concept w/bluescreen)
- Ext. Boston Harbor night - Scene 13 (concept drawing)
- Ext. Boston Harbor night - Scene 13 (bluescreen)
- Photoshoot on the roof of Copley Plaza Hotel - Scene 14 (thumbnails)
- Amelia and George bid farewell in Boston - Scene 15/16 (concept drawing) - p.1
- Amelia and George bid farewell in Boston - Scene 15/16 (concept w/bluescreen) - p.1
- Amelia and George bid farewell in Boston - Scene 15/16 (concept drawing) - p.2
- Amelia and George bid farewell in Boston - Scene 15/16 (concept w/bluescreen) - p.2
- Newsreel Footage; Friendship Fails to Depart - Scene 19 (thumbnails)
- Newsreel Footage; Friendship Fails to Depart - Scene 19 (shot descriptions) - p.1
- Newsreel Footage; Friendship Fails to Depart - Scene 19 (shot descriptions) - p.2
- Friendship Takeoff - Scenes 26/27 (thumbnails)
- Friendship Takeoff - Scenes 26/27 (shot descriptions)- p.1
- Friendship Takeoff - Scenes 26/27 (shot descriptions) - p.2
- Friendship Takeoff - Scenes 26/27 (shot descriptions) - p.3
- Friendship Takeoff - Scenes 26/27 (shot descriptions) - p.4
- Friendship Takeoff - Scenes 26/27 (shot descriptions) - p.5
- Friendship Takeoff - Scenes 26/27 (shot descriptions) - p.6
- Friendship Battles Fog & Storm - Scene 28 (thumbnails)
- Friendship Battles Fog & Storm - Scene 28 (shot descriptions) - p.1
- Friendship Battles Fog & Storm - Scene 28 (shot descriptions) - p.2
- Friendship Battles Fog & Storm - Scene 28 (shot descriptions) - p.3
- Friendship Battles Fog & Storm - Scene 28 (shot descriptions) - p.4
- Friendship Battles Fog & Storm - Scene 28 (shot descriptions) - p.5
- Night scene - Friendship Flies Through the Night
- Friendship's Help Note - Scene 30 (thumbnails)
- Friendship's Help Note - Scene 30 (shot descriptions) - p.1
- Friendship's Help Note - Scene 30 (shot descriptions) - p.2
- Friendship's Help Note - Scene 30 (shot descriptions) - p.3
- Friendship's Help Note - Scene 30 (shot descriptions) - p.4
- Friendship's Help Note - Scene 30 (shot descriptions) - p.5
- Friendship Lands in Wales - Scenes 30/31 (thumbnails)
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.1
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.2
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.3
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.4
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.5
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.6
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.7
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.8
- Friendship Lands in Wales - Scenes 30/31 (shot descriptions) - p.9
- Amelia Goes Ashore in Wales - Scenes 30/31 (thumbnails)
- Arrival in London - Newsreel recreation - Scene 32 - p.1
- Arrival in London - Newsreel recreation - Scene 32 - p.2
- Flying Derby - Day - Newsreel recreation - Scene 42
- Amelia and George at Teeterbororo Airport - Scene 50 (thumbnails)
- George and Amelia at Teeterbororo Airport - Scene 50 (shot descriptions) p.1
- George and Amelia at Teeterbororo Airport - Scene 50 (shot descriptions) p.2
- Vega crosses the Atlantic, lands in Irish countryside - Scenes 51-57 - p.1
- Vega crosses the Atlantic, lands in Irish countryside - Scenes 51-57- p.2
- Vega crosses the Atlantic, lands in Irish countryside - Scenes 51-57- p.3
- Vega crosses the Atlantic, lands in Irish countryside - Scenes 51-57 - p.4
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.1
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.2
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.3
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.4
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.5
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.6
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.7
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.8
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.9
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.10
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.11
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.12
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.13
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.14
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.15
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.16
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.17
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.18
- Vega crosses the Atlantic - Scenes 51-57 (shot descriptions) - p.19
- George and Amelia Discuss the Future - Scene 60 (concept drawing)
- George and Amelia Discuss the Future - Scene 60 (bluescreen)
- George and Amelia Discuss the Future - Scene 60 (concept drawing, reverse)
- George and Amelia Discuss the Future - Scene 60 (bluescreen, reverse)
- Amelia and Elanor Roosevelt fly the Condor Airliner - Scene 64 (thumbnails)
- Amelia and Elanor Roosevelt fly the Condor Airliner - Scene 64 (shot descriptions) - p.1
- Amelia and Elanor Roosevelt fly the Condor Airliner - Scene 64 (shot descriptions) - p.2
- Newark Airport - Scene 72 (concept drawing)
- Newark Airport - Scene 72 (alternate concept drawing)
- Newark Airport - Scene 72 (wider alternate, concept drawing)
- Amelia and George; Park Ave. Night - Scene 76 (concept drawing)
- Amelia and George; Park Ave, Night - Scene 76 (bluescreen)
- Amelia and George; Park Ave, Night - Scene 76 (concept drawing, reverse)
- Amelia and George; Park Ave, Night - Scene 76 (bluescreen, reverse)
- Scene 76 - POV (with reflection of the street and cars) - (concept drawing)
- Scene 76 - Alternate Reverse (with real or CGI building background) (concept drawing)
- Scene 76 - Alternate Reverse (with real or CGI building background) (bluescreen)
- Day Lockheed Hangar Burbank - Scene 79 - (concept drawing)
- Day Lockheed Hangar Burbank - Scene 79 - (concept w/bluescreen)
- Electra Crashes Upon Takeoff - Scene 82 (thumbnails) - p.1
- Electra Crashes Upon Takeoff - Scene 82 (thumbnails) - p.2
- Electra Crashes Upon Takeoff - Scene 82 (thumbnails) - p.3
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.1
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.2
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.3
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.4
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.5
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.6
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.7
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.8
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.9
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.10
- Electra Crashes Upon Takeoff - Scene 82 (shot descriptions) - p.11
- Night Lockheed Hangar Burbank - Scene 87 - (concept drawing)
- Night Lockheed Hangar Burbank - Scene 87 - (concept w/bluescreen)
- George and Amelia at Miami Airport - Scene 90 (shot description)
- Taking off in the Monsoon of Calcutta - Scene 92 (thumbnails)
- Taking off in the Monsoon of Calcutta - Scene 92 (shot descriptions) - p.1
- Taking off in the Monsoon of Calcutta - Scene 92 (shot descriptions) - p.2
- Taking off in the Monsoon of Calcutta - Scene 93 (thumbnails)
- Taking off in the Monsoon of Calcutta - Scene 93 (shot descriptions) - p.1
- Taking off in the Monsoon of Calcutta - Scene 93 (shot descriptions) - p.2
- Monsoon batters the Electra - Scene 94
- Monsoon batters the Electra - Scene 94 (shot descriptions)
- Monsoon batters the Electra - Scene 95
- Amelia keeps her cool amongst 1,000 eagles - Scene 96 (thumbnails)
- Amelia keeps her cool amongst 1,000 eagles - Scene 96 (shot descriptions) - p.1
- Amelia keeps her cool amongst 1,000 eagles - Scene 96 (shot descriptions) - p.2
- Amelia keeps her cool amongst 1,000 eagles - Scene 96 (shot descriptions) - p.3
- Amelia keeps her cool amongst 1,000 eagles - Scene 96 (shot descriptions) - p.4
- Amelia keeps her cool amongst 1,000 eagles - Scene 96 (shot descriptions) - p.5
- Last Conversation - Scene 103
- The last flight; take off from LAE - Scene 106 (thumbnails)
- The last flight; take off from LAE - Scene 106 (shot descriptions) - p.1
- The last flight; take off from LAE - Scene 106 (shot descriptions) - p.2
- The last flight; take off from LAE - Scene 106 (shot descriptions) - p.3
- The last flight; take off from LAE - Scene 106 (shot descriptions) - p.4
- Howland Island - Scenes 108 & 110 (thumbnails)
- Howland Island - Scene 108 (shot descriptions)
- The Itasca - Scene 110 (shot description)
- Amelia and Fred panic in Electra - Scenes 111 & 112 (thumbnails)
- waiting for Amelia - Scenes 111 & 112 (thumbnails)
- waiting for Amelia - Scenes 111 & 112 (shot descriptions) - p.1
- waiting for Amelia - Scenes 111 & 112 (shot descriptions) - p.2
- waiting for Amelia - Scenes 111 & 112 (shot descriptions) - p.3
- more Howland Island - Scenes 111 & 112 (shot descriptions) - p.4
- Amelia & Fred in Electra - Scenes 111 & 112 (shot descriptions) - p.5
- Amelia & Fred in Electra - Scenes 111 & 112 (shot descriptions) - p.6
- More Howland Island - Scene 112 (shot descriptions)
- Itasca Searches for Amelia - Scene 112 (thumbnails)
- Itasca Searches for Amelia - Scene 112 (shot descriptions) - p.1
- Itasca Searches for Amelia - Scene 112 (shot descriptions) - p.2
- Itasca Searches for Amelia - Scene 112 (shot descriptions) - p.3

Interview with Elgen Long "Mystery Solved"

Elgen Long on the Friendship and the Vega

Question 1. The Friendship Fokker VII. Was the radio fore or aft?

Answer: Aft.

( 20 hrs. 40 mins., page 185: "I was kneeling beside the chart table, which was in front of the window on the port side. Through it I looked northward. It was at this time I took several photographs.
On the starboard side of the plane was another window. The table itself, a folding device, was Bill's chart table on which he made his calculations. Close by was the radio.")

Wilmer "Bill" Stultz was the only one on the plane that operated the radio.
( 20 hrs. 40 mins., page 106: "With the radio, we were particularly fortunate because Stultz is a skillful operator. It is unusual to find a man who is a great pilot, an instrument flyer, navigator, and a really good radio operator all in one." - and on page 190: "I wish I knew radio. I could help a lot.")

FYI - Miscellaneous remarks about the radio: It was a Morse code - dots and dashes using a radio key - operating on the ship's calling frequency of 500 Kilocycles. No microphone could be used for voice transmissions. When Mr. Stultz received a call from a ship or shore station, he would give the call sign to Amelia and she would look up in the radio call sign book (pages 175 and 180) the actual name of the ship Stultz had contacted.

The Fokker that Admiral Byrd actually flew to the North pole in 1926, I believe, is still on display at the "Ford Museum" in Dearborn, Michigan.

Question 2. The Vega 5B. During the 1932 trip she (Amelia) mentions that the manifold seal broke or separated, so flames were shooting out of the engine. Where could she see those from?

Answer: Immediately in front of her through the cockpit window.

(THE FUN OF IT, Page 216: "About four hours out of Newfoundland, I noticed that the flames were coming through a broken weld in the manifold ring. I knew it would grow worse as the night wore on. However, the metal was very heavy and I hoped it would last until I reached land. I was indeed sorry that I had looked at the break at all because the flames appeared so much worse at night than they did in the daytime.")

(Last Flight, first edition, Page 17: "Looking back, there are less cheering recollections of that night over the Atlantic. Of seeing, for instance, the flames lick through the exhaust collector ring and wondering, in a detached way, whether one would prefer drowning to incineration.")

The Pratt & Whitney Wasp engine on Earhart's Vega 5B was covered with an engine cowling that completely encircled the engine. The air would come in through the opening in the nose section, then pass over the engine cylinders and exhaust collector ring to cool them, before exiting out through a encircling narrow opening at the rear. The pilots' windshield was only a few inches behind the engine cowlings rear opening, and Amelia could look through the opening and see the exhaust collector ring (exhaust manifold) inside. If there were any flames leaking from the manifold in front of her she would see them through the windshield.

Last Flight, first edition, the picture opposite page 31, shows Amelia standing in the cockpit seat of the Vega she flew from Honolulu to Oakland, California in 1935. The Pacific Vega's engine was identical to the Atlantic Vega's engine. The opening at the rear of the encircling engine cowling, just in front of the cockpit windshield, is shown very clearly in this illustration.

The actual Vega Amelia flew across the Atlantic, I believe, is still on display at the "Smithsonian Air and Space Museum" in Washington, D.C.

Elgen Long

Author "Amelia Earhart: The Mystery Solved"
Consultant, Amelia

Excerpts from "Last Flight" (1932 AE)

Excerpts from "Last Flight"

Pg 2
About flying for the first time:
"I saw my first airplane.. at the Iowa State Fair in Des Moines. It was a thing of rusty wire and wood.. I confess I was more interested in (the) hat.. I had purchased for fifteen cents. The next airplane was.. at a Fair in Toronto... We watched a small plane turn and twist in the air.. I remember the mingled fear and pleasure which surged over me as I watched that small (red) airplane at the top of its earthward swoop.."

Pg 4
My first airplane was.. painted bright yellow, one of the first light airplane.. in this country. The motor was so rough that my feet went to sleep after more than a few minutes on the rudder.."


Pg 5
I crouched on the fuselage floor hoping we were really off. Thrice we failed.. after thirteen days of weary waiting... 20 hours and 40 minutes later we tied up to a buoy off Burryport, Wales. I recall desperately waving a towel; one friendly soul ashore pulled off his coat and waved back. But beyond that for an hour nothing happened."


Pg 7
1929 was the year of the women's derby from California to Cleveland.. I felt I needed a new plane .. so I traded in the faithful little Avion for my first Lockheed Vega. It was a third-hand clunker, but to me a heavenly chariot...

Pg 8
Lockheed #2 was about three years old. It had been completely reconditioned and a new and larger engine put in. By the spring of 1932 plane and pilot were ready."

Pg 9
Recollections; the flames lick through the exhaust collector ring and wondering, in a detached way, whether one would prefer drowning to incineration. Of the five hours of storm, during black midnight, when I kept ride side up by instruments alone, buffeted about as I never was before. Of much beside, not the lest the feeling of fine loneliness and realization that the machine I rode was doing its best and required from me the best I had.

And one further fact.. I carried a barograph, an instrument which records on a disc the course of the plane, its rate of ascent and descent, its levels of flight all coordinated with clocked time. My tell tale disc could tell a tale. At one point it recorded an almost vertical drop of three thousand feet. It started at an altitude of something over 3,000 feet, and ended - well, something above the water. That happened when the plane suddenly "iced up" and went into a spin. How long we spun I do not know. I do know that I tried my best to do exactly what one should do with a spinning plane, and regained flying control as the warmth of the lower altitude melted the ice. As we righted and held level again, through the blackness below I could see the white-caps too close for comfort. `


pg 27

My "flying laboratory" became equipped with.. a Sperry Gyro-Pilot, an automatic device which actually flies the ship unaided. There is a Bendix radio direction finder which pointes the way to any selected broadcasting station within its range. There is the finest two way voice and code Western Electric communication equipment... The plane is a two motor all metal monoplane, with retractable landing gear. It's normal cruising speed is 180 miles and hour and top speed in excess of 200. With the special gasoline tanks that have been installed in the fuselage, capable of carrying 1, 150 gallons, it has a cruising radius in excess of 4,000 miles. With a full load the ship weighs about 15,000 pounds. It' is powered with two Wasp "H" engines, developing 1100 horsepower.

pg 29
The plane had been fitted with special windows for (Harry Manning's) work. He had a good sized table to hold necessary charts. Chronometers were beside the table, shock mounted on rubber. Other "chart room equipment included altimeter, air speed and drift indicators, pelorus and compass. The navigator had access to any part of the plane, for a catwalk over the large gasoline tanks connected the cabin with the cockpit.''

pg 31
Fred Noonan, tops among aerial navigators, was a veteran of a dozen Pacific air crossings for Pan American, who signed on to co-operate with Harry Manning on the first two difficult over-water hops... It was St. Patrick's day.. Noonan wore a shamrock.

pg 32
Paul Mantz and I had carefully worked out he piloting technique of that start. It was a tem play take-off each with his job, I at the controls, Paul handling throttles and retractable landing gear. The 1100 horses of my two wasp engines leaped so gallantly to the task of lifting 14,000 pounds into the sky that our wheels left the ground aft the almost unbelievably short run of 1,897 feet - as subsequent measurement showed. Incidentally, special one hundred octane gasoline gave the motors extra power.
Once aloft, I throttled down..

pg 39
From Wheeler, where we landed, we had moved to Luke Field, where a fine 3,000 foot concrete runway offered better take-off facilities.. as the plane was moving down the runway I thought the take off was actually over. In ten seconds more we would have been off the ground, with our landing gear tucked up and on our way southwestward. There was not the slighted indication of anything abnormal.

Ten second later the airplane.. lay helpless on the concrete runway.. Her landing gear wiped off and one wing damaged. Possibly the landing gear's right shock absorber.. may have given way.

Watchers on the ground saw the wing drop. Suddenly the plane pulled to my right. I reduced the power on the opposite engine and succeeded in swinging from he right to the left. For a moment I thought I would be able to gain control and straightened the course.. but alas, the load was so heavy, once it started an arc there was nothing to do but let the plane group loop easily as possible.
.. the landing gear on the right was wrenched free and gasoline sprayed from the drain-well. There was no fire...

Pg 44
Permission; were multitudinous.. necessary to secure special authority to land a plane. Here and there were forbidden regions.. in other territories no firearms or motion picture cameras were permitted. Medical credential were necessary; pilot and navigator were swollen with a full personal cargo of vaccines and inoculations..


Pg 54
Ground attendants signaled "All Clear." In a last look through the window I spied nearby the Viking blond head of Mr. Putnams' son, David, and waved to him. Then I started the motors.

The engines had already been warmed.. I signaled to have the wheel chocks removed and we taxied to the end of the runway.. thirty seconds later.. we were in the air...

Pg 55
Fred Noonan was not enjoying the scenery as such, but spotting conformations of the islands beneath us, and looking for lighthouses with which to check our course and rate of speed. From PAA experience, all this was ground - and water - well known to him... with the assistance of the Sperry gyropilot, I began to feel that my long-range flying was becoming pretty sissy.. a thousand miles behind us, Fred told me he had indulged in one sandwich and some coffee. (AE doesn't drink coffee - usually cocoa on flights, her preferred drink; buttermilk with chunks of butter in it).

pg 61
The coast of Venezuela.. had densely wooded mountains and between them wide valleys of open plains and jungle... a muddy river wound through the mountain pass.. a reddish brown snake crawling among tight packed greenery..

pg 65
In addition to being an air navigator, he is a Master Mariner unlimited. And.. holds a first class pilot's license on the Mississippi River. In his.. 20 years of nautical knocking about, he rounded Cape Horn seven times, thrice on a wind jammer and four times on steamships. At the age of 15.. he served on a munitions carrier between new York and England, and later in the British Navy was on three ships which were torpedoed.

pg 68
My one suitcase.. five shirts, two pairs of slacks, a change of shoes, a light working coverall and a trick weightless raincoat, plus the minimum of toilet articles... and a sun helmet. We started with one hat, which others, as gifts were added at each port of call.`

pg 73
The blackness of the night.. made all the more cheery the subdued lights of my cockpit, glowing on the instruments which showed the way through space as we headed east over the ocean... (the next day) the heavens opened, tons of water .. so heavily I could almost feel it. The water splashed brown against the glass of my cockpit windows, a soiled emulsion mixed the oil spattering from the propellers... I can't see through. Nothing to see anyway..

Pg 74
We passed an Air France mail plane. Unfortunately I could not "talk" to it. The mail plane's radio equipment, I believe is telegraphic code, while mine, was exclusively voice telephone.

pg 90
This watery region... has cranes and storks... blue herons are plentiful... birds in great number we saw below us... we saw none of the advertised elephants or even crocodiles... we did glimpse a considerable number of hippopotami... I was able to see a little of... huts that look like bee hives, made from dried millet stalks... children are carried on the mother's back... the infant's hands not free to swat the flies.. about its eyes... many boys and girls have tribal marks cut in their cheeks... the girls wear a short skirt made of strips of leather hung from the belt,, which swings like a kilt when they walk... the boys are adorned with a single garment - a large sack like shirt with holes for the arms.. otherwise their birthday suits suffice.

In Khartoum.. heat waves danced up from the surface of the desert. The temperature was 110 degrees in the shade.. seen from the air one was struck by the symmetry with which the city is laid out..

pg 103
In the cockpit.. we carried a pretty generous supply of water in canteens, concentrated foods, a small land compass, and very heavy walking shoes...

pg 106
In Karachi.. I had a small adventure riding a camel. His master's costume was in keeping. Over very full trousers, he wore a shiny black alpaca coat, pleated to the waist at the back. from under this the tail of his shirt protruded. He had on a rather high turban and hid most of his facial expressions behind a bushy beard. .. It was a startling take off as we rose. A lurch forward that can unhorse (I mean uncamel) the unwary.. "Better wear your parachute," Fred shouted.

pg 109
Compared with the single seated cockpit of my old Vega, the Electra is commodious. The seat of the pilot is at the left, the co pilot's on the right. On both sides and in front, about shoulder high as I sit, are windows, with the main instrument board below, and above more instruments.
In all, fifty dials and gauges. One group has to do with engines, duplicated for each motor. Another nest of flight and navigation instruments, establishing the ships position in space and location geographically. The first are numbered turn and bank, rate of climb, air speed, artificial horizon and similar indicators. In the latter are compasses, directional gyros, the Bendix direction finder and various radio equipment. In the center of the instrument board is the Sperry Gyro Pilot, the automatic device which can relieve the human pilot.
There are 12 fuel talks, holding in all 1150 gallons, six in the wings and six in the fuselage, on long flights there's always bookkeeping to do.. to know how much fuel remains.
The receiver for the Western Electric radio is under the copilot's seat, the transmitter in the cabin. The main dynamo is under my seat. The radio's cuplike microphone is hung behind the window to the left. Then there is the mechanism of the retractable landing gear and flap control..
To the right behind me a cubbyhole where charts reside, a thermos bottle, sandwiches odd and ends. On a shelf at the bottom are pencils and a notebook. Just above is the hatch, opening upwards.
The dimension are four feet 8 inches high, four feet six inches wide, four feet six inches for and aft.

pg 131
Fred Noonan has been unable, because of radio difficulties, to set his chronometers. Any lack of knowledge of their fastness and slowness would defeat the accuracy of celestial navigation. Howland is such a small spot in the Pacific that every aid to locating it must be available.
Fred and I have.. repacked the plane eliminating everything unessential. We have even discarded as much personal property as we can decently get along without. . all Fred has is a small tin case which he picked up in Africa. I notice it still rattled, so it cannot be packed very full.

pg 132
The village was built more or less around a central open plaza. All huts were on stilts and underneath the dogs and pigs hold forth. We were told the natives train pigs as "watchdogs." Fred said he would hate to come hold late at night and admit being bitten by a pig!

Some of the huts had carvings around under the eaves, grotesque colored animals and crodo9ciles behind the most numerous. They reminded me of the work encountered in some parts of Africa.

In the village were several native women, one bending over a small black cooking vessel from which protruded two enormous cabbages. The natives have their own names for everything.. airplane are called "balus" or "birds." the Lockheed is known as the "biscuit box."

They told us much of the land (in New Guinea) is really only silt, held together by tangled undergrowth.

pg 133.
AE departed for Howland at ten o'clock.. the Electra .. was only 50 yards from the end of the runway when it rose into the air.


July 24, 1897. Amelia Mary Earhart born in Kansas City, MO to Amy Otis and Edwin Stanton Earhart.

June 1916. AE graduates from Hyde Park High School, Chicago, IL.

September 1916. AE enters Ogontz School, Rydal, PA

1917-1918. AE acts as a volunteer nurse in Toronto, Canada.

Summer 1919. AE enrolls as a pre-med student at Columbia University.

Summer 1920. AE goes to LA.

January 2, 1921, AE takes first flying lesson, from Neta Snook, at Rogers Airport, LA.

July 24, 1921. AE buys first airplane, a Kinner Airster.

Fall, 1926 AE works at Denison House, Boston

June 17, 1928 AE takes off in Fokker Friendship from Trepassey bay, Newfoundland. Twenty hours and forty minutes later, the aircraft lands at Burry Port Wales. Pilot: William Stultz.

august 18-29, 1929. AE finished third in the Women's Air Derby (subsequently termed "Powder Puff Derby") Race won by Louise Thaden.

Nov. 2, 1929. AE named first president of the Ninety-nines, an organization of women flyers.

Feb. 7, 1931. AE married to George Putnam in Noank, CT.

April 8, 1931. AE establishes a woman's autogiro altitude record of 18, 415 feet in a Pitcarin autogiro.

May 20, 1932. AE flies Atlantic in her Lockheed Vega, arriving at Culmore, Ireland on May 21 in fourteen hours and fifty-six minutes. She is the first woman to fly the Atlantic solo.

June 22, 1932. AE awarded the Army Air Corps Distinguished Flying Cross.

July 12-13, 1932. AE is the first woman to fly a solo transcontinental flight across the US. She flew from LA to Newark in an elapsed time of 19 hours, 14 minutes and 10 seconds.

January 11-12, 1935 AE flies from Honolulu, Hawaii, to Oakland, Ca, in her Lockheed Vega in 18 hours and 15 minutes, the first person to make this flight.

April 20, 1935. AE flies from Burbank to Mexico City in 13 hours and 32 minutes for a new record.

August 30, 1935. AE finished fifth in Bendix race in her Lockheed Vega.

September 4, 1936. AE enters Bendix race in her Lockheed Electra with Helen Richey as copilot. Engine trouble forces a fifth place finish.

March 17, 1937. AE begins world flight, which is abandoned after a crash on take off in Hawaii on March 20, 1937.

June 1, 1937. AE with Fred Noonan as navigator, begins world flight attempt in Lockheed Electra.

July 2, 1937. AE is lost en route to Howland Island from Lae, New Guinea.

Excerpts "For the Fun of It"

For The Fun of It -- by AE (1932)

Pg 64
"For the 900 gallons of gas we planned to take, two large elliptical tanks, in addition to those in the wings, were constructed in the cabin. These occupied the space normally used for passenger chairs in the modern airliner. The weight of all filled would be about 6000 pounds, as gasoline weighs a little more than six pounds to the gallon, and the tanks themselves are heavy, too. With the gas we actually took, the Friendship weighed more than five tons.

The Motors to carry the Fokker were Wright Whirlwinds, 225 Horsepower each. The width of the wings of the ship was about 72 feet. .. they were painted.. gold... because "chrome-yellow'.. can be seen father than any other color.

In what space the tanks left in the cabin, a small table was set up for navigating instruments. Our rolled up flying suits and a five gallon can of water constituted the available seats. In the cabin floor was a hatch which had to be opened for each calculation to show drift or actual velocity over the ground.

Pg 72
We .. took off with 700 (gallons of fuel)... We had with us scrambled egg sandwiches.. coffee for the men (I don't drink coffee unless I have to and a special promised container of cocoa .. didn't materialize), a few oranges, a bottle of malted milk tablets, some sweet chocolate and five gallons of water.

Pg 73
I was crowded in the cabin with a stop watch in my hand to check the take off time, and with my eyes glued on the air speed indicator as it slowly climbed. If it passed fifty miles an hour, chances were the Friendship could pull out and fly. Thirty - forty - the Friendship was trying again. A long pause, then the pointer went to fifty. Fifty, fifty-five, sixty - we were off at last, staggering under the weight carried with the two sputtering outboard motors which had received a.. dousing of salt water.

pg 74
I kept a log of the Friendship Flight and find I mention clouds more than anything else... Every time the plane plowed through them the outboard motor would cough and complain. They didn't like being wet because they'd been caked with salt water on the take off and the salt had dried to make a contact for the sparks to jump from the plugs.

Pg 78
We circled around the vessel.. (hoping) the captain would have the bearings painted on the deck for us to read. .. I wrote out a request that he do so, put the note into a bag with a couple of oranges for ballast, and tried to drop it on the deck, through the hatchway in the bottom of the plane... my aim was faulty and the two oranges landed some distance from the ship..

(The gas supply) was so low.. that the engines were supplied only when we were flying level. Stultz set the Friendship down.. and taxied to a heavy marking buoy, to which the man made the plane fast to keep her from drifting in the swift tide... then.. we waited for the village to come out and welcome us.

We stayed on the Friendship waiting for something to happen... Slim crawled onto the pontoons and called for a boat, to no avail. "I'll get a boat," I said finally, and squeezed forward into the cockpit. Out of the open window I waved a white towel s a signal of distress. At my gesture.. a man on shore took off his coat and waved.. at me. But that was all. Finally a boat came out.. but it was several hours before the Friendship sailed into her mooring place for the night..

Pg 83
My entire baggage consisted of two scarfs, a toothbrush and a comb. One scarf was quickly snatched by some enthusiast. The other stayed with me because it was tied on.

I came to know Gene Vidal and Paul Collins of Transcontinental Air Transport... Vidal, an ex army flyer and engineer, had been on the technical staff of TAT. His interest and experience chiefly concerned the analysis of problems of passenger carrying and operation coasts. At West Point, he had been selected for the all American football team, had established track records which still hold there, and was a member of several Olympic teams. He also contrived to play baseball and basketball.

Pg 110
I was asked to join the project and gladly did so, becoming with Vidal and Collins, a vice president of the corporation when it was launched. I had the fun of sitting in on all the details of actual commercial air pioneering, first on paper, and later in practice..

Pg 166
Elinor Smith.. it's been said of Miss Smith she learned to fly as soon as she learned to walk.. first flight at the age of eight.. fifteen when her father bought a plane..flew under all the East River bridges one Sunday (in 1928.) Set the solo endurance record.. flown many kinds of planes, .she's a radio announcer, speaks fluently, has real wit, and knows nearly everyone in the field. Miss Smith's clothes can usually counted on for a surprise. She's apt to wear whatever fancy or comfort of the moment dictates. At air meets I have seen her in costumes that range from overalls or shorts..

Pg 210
I chose to fly the Atlantic because I love flying.. because I wanted to. Extra fuel tanks were put in the wings (of the Vega) and a large tank installed in the cabin. These increased fuel capacity to 420 gallons, giving the plane a cruising radius of about 3200 miles. In addition, there was tankage for 20 gallons of oil. Loaded, the plane weighted about 5500 pounds. Additional instruments; a drift indicator and additional compasses. Of the latter I had three - an aperiodic, a magnetic and a directional gyro.. A new Pratt Whitney "Wasp" motor, supercharged, 500 Horsepower.

Pg 214
At the field, the engine was warmed up. A final message from my husband was handed to me. I shook hands with Bernt and Eddie (mechanics) and climbed into the cockpit... at 12:07 I gave her the gun. The plane gathered speed and despite the heavy load, rose easily.

And then something happened that has never occurred in my twelve years of flying. The altimeter, the instrument which records height above ground, failed. Suddenly the hands swung around the dial uselessly and I knew the instrument was out of commission for the rest of the flight.

I ran into a severe storm with lightning, I was buffeted about, with difficulty held my course... it was very rough. This lasted an hour.. I thought I could pull out on top of the clouds, so I climbed.. (then) realized I was picking up ice.

I knew.. ( was picking up weight from) ice. Then I saw slush on the windowpane. Ice began to coat my air speed indicator so that it refused to register accurately on the panel before me.

I went down hoping the ice would melt... until I could see the waves (below) I kept flying until fog came down so low, I dared not keep on (going lower)..

I gave up, just plowing through the "soup" and not looking out of the cockpit again until morning..... the directional gyro was a real life saver.

Pg 216
Four hours out of Newfoundland, I noticed a small blue flame licking through a broken weld in the manifold ring. I knew it would grow worse.. the flames appeared so much worse at night than in the daytime.

I went ..higher.. the sun was as dazzling as on real snow. I had dark glasses but it was too much for me even so, and I came down.. Ten hours had passed.. I saw one vessel since Harbor Grace, I blinked my navigation lights, but (no one saw me), I picked up a fishing vessel.. those were the only two I saw.

I didn't bother much about food.. which consisted of one can of tomato juice which I punctured and sipped through a straw. The last two hours were the hardest; my exhaust manifold was vibrating badly, I turned on the reserve tanks and the gauge (was) leaking (fuel). I decided I should come down to the nearest place, wherever it was... not having the altimeter.. I was afraid to plow through (thunderstorms over Ireland) not knowing the country. I circled hoping to locate a field but found pastures instead. I succeeded in frightening all the cattle in the country as I came down low several times before landing in a long sloping meadow.

Excerpts from "20 Hours 40 Minutes"

Excerpts from "20 Hrs, 40 Minutes" - by Amelia Earhart


pg 43
When I first saw Friendship she was jacked up in.. a hangar in East Boston. Mechanics and welders worked nearby on the struts for the pontoons.. the ship's golden wings, 72 feet.. red orange fuselage.. was chosen for practical use.. if we had come down orange could been seen.. (in the water).

pg 48
I had to wear breeks because of the jump from the pontoon to the door and because of slipping on and off the flying suit worn outside one's clothing.

(I wore) my old flying clothes - high laced boots, brown broadcloth breeks, white silk blouse with a red necktie.. and ancient leather coat, long, plenty of pockets and a snug buttoning collar. A homely brown sweater.. a light leather flying helmet and goggles.. a brown and white silk scarf.

When it was cold I wore - as did the men - a heavy fur lined flying suit which covers completely from head to toe, shoes and all... Toilet articles began with a toothbrush and ended with a comb. The only extras; fresh handkerchiefs and a tube of cold cream. My 'vanity case' was a small army knapsack... Mr. Layman let me take his camera and Mrs. Layman her wrist watch. Field glasses, lent by GPP and a compact log book.

"Baggage" was a book - Skykward by Commander Byrd (sent to Mrs. Guest) and a pakcet of messages.

pg 52
Slim uncovered the motors. Bill tinkered with his radio and in the cockpit. Slim dropped won from the fuselage to the starboard pontoon, hopped over to the other and cranked the port motor. Soon all three were turning.. we were off.

I squat on the floor next to the motion picture camera with my feet on a dunnage bag. There's one man's shoe in the passageway between the gas tanks - it looks odd, but no one cares.

I had to hold the (broken cabin door) shut until Slim could get back to repair it. It was at first anchored to a gasoline can, but I saw the can being slowly pulled out, so anchored myself to it instead.

Slim came within inches of falling out when the (cabin) door suddenly slid open. And when I dived for that gasoline can, edging towards the opening door, I too had a narrow escape. However a string tied through the leather thong in the door itself and fastened to a brace.. held it shut.

pg 55
Friendship is equipped with two special tanks, elliptical affairs, which bulged into the space just aft of the cockpit.. There was room between these to squeeze through. .. It was between these tanks I spent many hours.. after part of the cabin was unheated and reached low temperatures.

In addition to the gas carried in the wing and these supplementary tanks, we had on board a limited amount in five gallon tins - for quick dumping in emergency. In taking off, all of us, except Bill, crowded as far aft as we could.

pg 58
The sun is blinding in the cockpit, Bill is crouching in the hatchway, taking sights. .. the drift indicator was on the floor by the hatchway which had to be opened each time speed and drift calculations were made.

pg 59
I have in my ears some little rubber ear stops which Mrs. Byrd sent. She said Commander Byrd used them in his own trans-Atlantic flight, and was the only one who could hear when the plane reached the other side. I'm eager to see whether they work, as both the men are without them.

pg 60
I've changed my seat to a gas can.. the motors are humming sweetly. I dozed off and awake to find us flying 2000 feet above a sea of fog. The wind is rough and Bill is shutting off the motors.

pg 65
(She sits in the plane while the boys go ahead to get lodging) I don't dare take pictures lest the people see I am present. The plane rides at her moorings and the waves of passing launches knock the pontoons with hammer blows. Finally.. we got to a small hotel in Darmouth. It is Sunday, no one is at home. He has no rooms in the main building, we are shown to the Annex..

pg 69
The Copley Plaza hotel.. provided ham sandwiches... At Trepassey it was canned rabbit...

pg 75
We are lodged.. at the home of Mrs. Deveraux. We were led to a dinner of chicken and dandelions and (potatoes.)

pg 77
(While waiting for weather) Bill chopped wood, Slim and I played "rummy." For supper we had canned rabbit. Bills' comment; here's something they caught last year - something that couldn't get away." We had fish for the firs time - Slim hates fish and had been told was all there was to eat. Even eggs taste of fish because hens were fed on fish. He's been eating chocolates by the package.

pg 77
Slim hails from Texas. Temperamentally he is no sailor... neither salt water nor its products held any joy for him. He had a severe attack of ptomaine poisoning from eating clams in Boston before we started.

pg 80
Wilmer played "Jingle Bells" on this strange "guitar harp" instrument, which woke me up.
I have had a terrific run of luck at "rummy" winning every game at a cent a point. The men are simply great under the strain. ... Bill has a good deal of music in him and knows some Spanish stuff of which I am very fond.

Pg 85
We slept in down beds, which we sank luxuriously. I borrowed .. a flannel nightgown - never having had one before.

Bought hose at 35C a pair, a khaki shirt - Bill and I wore the same size.

pg 91
Boys are in the cockpit, I am holding down a pile of flying suits - as we left every ounce back at Trepassey and the three cushions were discarded. We had to throw out all our canned gas. We have only 700 gals with us now.

I have left a telegram to be send half an hour after we had gone. "Violet. Cheerio. AE." The code word "Violet" means "We are just hopping off."

(after taking off equipment for weight) we have a motion picture camera and the boys' thermos bottle left. Only the small thermos filled with coffee. Half of the five gallons of mineral water remained. Three egg sandwiches. 8 or 9 oranges. Tins of Drake's oatmeal cookies. For emergency, tins of pemmican, bottle of Horlicks Malted Milk tablets and some Hershey's chocolate.

pg 95
Bill has been at radio and writes CEV to me. I grab call book and find SS. Elmworth calling... we are in the storm now. 3 tons is shaken considerably. .. Bill is nosing her down, all motors wide. We are bucking a head wind and rain, heaviest storm I have ever been in...

Pg 99
Three oranges.. comprised my full bill-of-far with.. a dozen malted milk tablets. The sandwiches and coffee I left to the boys... As I look out the window I see a true rainbow.. on our right.. (a full circle, illusion made by the engines)

pg 100
The clouds are tinted pink with the setting sun. Bill just got the time. "OK" sez he. 10:20 London time my watch. Pemmican (dried jerky) is being passed or just has been. What stuff! The pink vastness reminds me of the Mojave desert... Bill gets position, we are out 1096 miles at 10:30 London time... the view is too vast and lovely for words. I think I am happy-sad admission of scant intellectual equipment. I am getting housemaid's knee kneeling here at the table gulping beauty.

Pg 101
I was kneeling beside the chart table, in front of the window on the port side... through it I took photographs.. on the starboard side was another window. The table, a folding device, was Bill's chart table on which he made his calculations. Close by was the radio. Even though one could stand up in the cabin, the height of the table was such that to see out of the window, one had to lean on the table or kneel beside it. There was nothing to sit on, as sitting equipment had been jettisoned to save weight.

pg 102
Slim has just hung a flashlight for illuminating the compass.. the fain light of the radium instruments is almost impossible to see.. I write without light.. I wouldn't turn on the electric light in the cabin lest it blind Bill at the controls... the thumb of my left hand was used to mark the starting point.. often lines piled up one on the other.

Pg 103
The exhaust sends out glowing meteors.

pg 104
I lose this book in Major Woolley's pockets.. too many.. Size 40 and fur lined.

pg 105
Slim has just changed batteries in the flashlight hanging over the compass.. the compass was hung rather low, so far from Bill's eye that it was difficult to read its illuminated face. So Slim arranged a flashlight focused on it.

PG 109
The course of (the SS America) perplexed us. (it wasn't going in the right direction). Where were we?.. we circled the America, although having no idea of her identity.. with the radio crippled, in an effort to get our position, Bill scribbled a note. The note and an orange to weight it, I tied in a bag with an absurd piece of silver cord. As we circled America, the bag was dropped through the hatch... we tried another shot, using our remaining orange. No luck.

Before the hatch closed, I lay flat and took a photograph. This, I am told, is the first one made of a vessel at sea from a plane in trans-Atlantic flight.

Then we turned back to our original course, retracing the 12 mile detour - placing a final wager on our original judgment. It was this moment of lowest ebb that Slim chose to breakfast. Nonchalantly he hauled forth a sandwich...

pg 110
Half an hour later (we saw) a fishing vessel... although the gas in the tanks was vanishing fast, we began to feel land - some land - must be near. It might not be Ireland, but any land would do.

Bill was at the controls. Slim, gnawing a sandwich, sat beside him, when out of the mists grew a blue shadow.. nebulous "landscapes"- Slim studied it, then called Bill's attention to it; it was land! I think Slim yelled. I know the sandwich went flying out the window. Bill permitted himself a smile.

pg 113
Slim dropped down on the starboard pontoon and made fast to the buoy with the length of rope we had on board.. Slim yelled lustily for service. Finally they noticed us, straightened up and even went so far as to walk down to the shore and look us over. Then.. they went back to work. 3 or 4 people gathered to look at us. To Slim's call for a boat we had no answer. I waved a towel desperately out the front window and one friendly soul pulled off his coat and waved back.

It must have been nearly an hour before the first boats came out. Our first visitor was Norman Fisher who arrived in a dory. Bill went ashore with him and telephoned our friends at Southampton.. while we waited Slim contrived a nap.

pg 114
Late in the afternoon Captain Railey.. arrived by seaplane with Captain Bailey of the Imperial Airways and Allen Raymond of the New York Times... Bill moored.. and we rowed ashore. There were six policemen to handle the crowd. .. in their enthusiasm.. the Welsh people nearly tore our clothes off.

pg 117
A green (signal gun) marked the official launch coming to greet us. Mrs. Guest, owner of the Friendship, and sponsor of the flight was there, her son Raymond and Hubert Scott Payne of Imperial Airways. My first meeting with (Mrs. Guest) was there in Southampton.

pg 119
On June 28 we began our first ocean voyage, embarking on the SS President Roosevelt of the United States Lines, commanded by Captain Harry Manning... When the Roosevelt reached quarantine in NY, she was held there several hours until the Mayor's yacht Macon arrived with its officials, its bands, and our friends. I was sorry to delay other passengers.. who were forced to wait while we were welcomed.

Excerpts from "20 Hrs, 40 Minutes" by Amelia Earhart published by National Geographic Adventures Classics, 2003 editions, originally published 1928.

Excerpts from "The Fun of It" by Amelia Earhart, Academy Chicago Publishers 1977 edition, originally published 1932.

Excerpts from "Last Flight" by Amelia Earhart, 1988 Crown edition, originally published 1932

Background info: GP and Fred Noonan

George Putnam

Early life

Born in Rye, New York, he was the son of John Bishop Putnam and the grandson of his namesake, George Palmer Putnam, who was the founder of the prominent publishing firm that became G. P. Putnam's Sons. He studied at Harvard University and the University of California.

During World War I, George Putnam served with the United States Army field artillery. In 1926, under the sponsorship of the American Museum of Natural History, he led an expedition to the Arctic, up the west coast of Greenland. The following year he headed another expedition for the American Geographical Society to collect wildlife specimens on Baffin Island.

In 1911, he married Dorothy Binney, the daughter of Edwin Binney inventor and co-owner, with cousin C. Harold Smith, of Binney & Smith Inc., the company that made Crayola crayons. They had two sons, David Binney Putnam and George Palmer Putnam, Jr., and for a time lived in Bend, Oregon where Putnam was the publisher and editor of the local newspaper, the Bend Bulletin. He was mayor of Bend from 1912 to 1913.[1] He left Bend in 1915 to became the private secretary to Oregon governor James Withycombe.[1] Putnam was also the manager and editor of the Medford, Oregon Mail Tribune, and in 1980 he was inducted into the Oregon Newspaper Hall of Fame for his work there.[2] He created the Mail Tribune in 1909 after combining two newspapers, the Mail and the Tribune, and ran the paper until 1919.[3] (NOTE: picture I've seen of him in Oregon, he had a full beard)

Business interests

Within a few years, the family moved back to the East Coast where George Putnam entered the family publishing business in New York City. There, he was responsible for the publication of the Charles Lindbergh autobiography We. Because of his reputation for working with Lindbergh, he was contacted in 1928 by Amy Guest, a wealthy American living in London who wanted to sponsor the first-ever flight by a woman across the Atlantic Ocean.

Amelia Earhart

Ms. Guest asked Putnam to find a suitable candidate and he eventually came up with the still then unknown, Amelia Earhart. Following her successful flight, Putnam organized Earhart's public engagements and speaking tour across the United States. Shortly after, he took charge of promoting her career and arranged for endorsement contracts with a luggage manufacturer and a line of ladies' sportswear. In addition, Putnam published two books Earhart wrote about her flying adventures.

In 1930, the various Putnam heirs voted to merge the family's publishing firm with Minton, Balch & Co. who became the majority stockholders. George P. Putnam resigned from his position as secretary of G. P. Putnam's Sons and joined New York publishers, Brewer & Warren as vice president. Having divorced in 1929, the extensive amount of time Putnam spent with Amelia Earhart resulted in an intimate relationship and, in 1931, they married.

During their marriage, Putnam continued to manage his wife's career. On a personal level, they shared many common interests: hiking, swimming, camping, riding, tennis and golf. Following his wife's 1937 disappearance while attempting to set another flying record, Putnam published Earhart's biography in 1939 under the title Soaring Wings. Putnam later donated many of Earhart's belongings, including a flight jacket, to Purdue University where she had worked as a career counsellor. Other personal effects were sent to the Women's Archives in New York. In 1938, he set up a new publishing company, George Palmer Putnam Inc. in California.

George Putnam's offices:

They were at GP Putnam and Sons, 2 W. 45th street - corner of 5th avenue. There was a hotel at 50 W. 45th, the Seymour where AE got telegrams sent to her - Apparently they maintained a suite there as well. (NOTE: there's a Guest Quarters Hotel at 40 W. 45th, which looks like it's an old building, and there are pix of it).

West 45th street was publisher's row - across the street at 9 w. 45th was a publisher of religious books. However, the biggest landmark across the street was a building at 25. w 45th - this was where the New Yorker was located from 1925-35. a ref:

"The first offices of The New Yorker were located at 25 W. 45th St. This building was owned by Raoul Fleischmann, heir to a yeast fortune, and the main investor in getting The New Yorker off the ground. The magazine had its first offices here, from 1925-1935."

Other publishers were located in that building - for all intents across the street - The other closest landmark was the Astor Place theater at the corner of 45th and Broadway. If George had a corner office, for example, and looked down over Times Square in the distance, he might have had a view of the Astor.

from Wikipedia and other sources.

Fredrick Joseph Noonan

(4 April 1893 – missing 2 July 1937, declared dead 20 June 1938[1]) was a flight navigator, sea captain and aviation pioneer who first charted many commercial airline routes across the Pacific Ocean during the 1930s. He was last seen in Lae, New Guinea on 2 July 1937 and disappeared with Amelia Earhart somewhere over the western Pacific during their World Flight.

Early life and maritime career

Noonan was born in Cook County (Chicago), Illinois. His parents were Joseph T. Noonan (born in Maine around 1865) and Catherine Egan (born in England). Noonan's father died when he was four, and three years later a census report lists him as living alone in a Chicago boarding house, although relatives or family friends were likely caring for him. In his own words, Noonan "left school in summer of 1905 and went to Seattle, Washington,"[2] where he found work as a seaman.

At the age of 15, Noonan shipped out of Seattle as an ordinary seaman on a British sailing bark, the Compton. Between 1910 and 1915, Noonan worked on over a dozen ships, rising to the ratings of quartermaster and bosun's mate. He continued working on merchant and Royal Navy ships throughout the First World War. Serving as an officer on munitions ships, his harrowing wartime service included being on three vessels that were sunk by U-boats. [3] After the war, Noonan continued in the merchant marine and achieved a measure of prominence as a ship's officer. Throughout the 1920s, his maritime career was characterized by steadily increasing ratings and "good" (typically the highest) work performance reviews. Noonan married Josephine Sullivan in 1927 at Jackson, Mississippi. After a honeymoon in Cuba they settled in New Orleans.

Navigator for Pan Am

Following a distinguished 22-year career at sea that included sailing around Cape Horn seven times (on three occasions under sail)[3], Noonan contemplated a new career direction. After learning to fly in the late 1920s[3], he received a "limited commercial pilot's license" in 1930, on which he listed his occupation as "aviator." The following year he was awarded "license #121190, Class Master, any ocean,"[4] the qualifications of a ship's captain.[5] During the early 1930s, he worked for Pan American World Airways as a navigation instructor in Miami and an airport manager in Port-Au-Prince, Haiti, eventually assuming the duties of inspector for all of the company's airports.

In March 1935, Noonan was the navigator on the first Pan Am Sikorsky S-42 clipper at San Francisco Bay. In April, he navigated the historic, round-trip China Clipper flight between San Francisco and Honolulu, piloted by Ed Musick (who was featured on the cover of Time magazine that year). Noonan was subsequently responsible for mapping Pan Am's clipper routes across the Pacific, participating in many flights to Midway and Wake Island, Guam, the Philippines and Hong Kong. In addition to more modern navigational tools, the licensed sea captain was known for carrying a ship's sextant on these flights.

1937 was a year of transition for Fred Noonan, whose reputation as an expert navigator, along with his role in the development of commercial airline navigation, had already earned him a place in aviation history. The tall, very thin, brown-haired and blue-eyed 43-year-old navigator was living in Los Angeles. He resigned from Pan Am because he felt he had risen through the ranks as far as he could as a navigator, and had interest in starting a navigation school. In March, he obtained a divorce from his wife Josie in Juarez, Mexico. Two weeks later, he married Mary Bea Martinelli (born Passadori) of Oakland, California. Noonan was rumored to be a heavy drinker, but this was fairly common during the era and there is no evidence it ever interfered with his reliability or accuracy as a navigator.[6]

Amelia Earhart met Noonan through mutual connections in the Los Angeles aviation community and chose him to serve as her navigator on her World Flight in the Lockheed Electra 10E she had purchased with funds donated by Purdue University, a circumnavigation of the globe at equatorial latitudes. Although the aircraft was of an advanced type and dubbed a "flying laboratory" for the press, little real science was planned, the world was already criss-crossed with commercial airline routes (many of which Noonan himself had first navigated and mapped) and the flight is now widely regarded as an adventurous publicity stunt. Noonan was probably attracted to the project because Earhart's mass market fame would almost certainly generate huge publicity, which in turn could reasonably be expected to attract attention to him and the navigation school he hoped to establish when they returned.

The first attempt began with a record-breaking flight from Burbank, California to Honolulu. However, as the Electra was taking off to begin the second leg to Howland Island, its wing clipped the ground, Earhart cut an engine to maintain balance, the aircraft ground looped and the landing gear collapsed. Although there were no injuries, the Electra had to be shipped back to Los Angeles for expensive repairs. Over a month later they tried again, this time leaving California in the opposite direction.

Earhart characterized the pace of their 40-day, eastward trip from Burbank to New Guinea as "leisurely." They took off from Lae on 2 July 1937, and headed for Howland Island, a tiny sliver of land in the Pacific Ocean, barely 2,000 metres long. The plan for the 18-hour flight was to reach the vicinity of Howland using Noonan's celestial navigation skills, then find the island using radio navigation signals sent by the United States Coast Guard cutter Itasca. Through a series of misunderstandings or mishaps (which are still controversial), over scattered clouds, the final approach was never accomplished, although Earhart indicated by radio they believed they were in the immediate vicinity of Howland. Two-way radio contact was never established and the fliers disappeared over the western Pacific. Despite an unprecedented, extended search by the U.S. Navy and Coast Guard, no physical evidence was found [7]

Later research showed that Howland's position was misplaced on their chart by approximately five nautical miles. There is also motion picture evidence that a belly antenna on the Electra may have snapped on takeoff (the purpose of this antenna has not been identified and radio communications seemed normal as they climbed away from Lae).

from Wikipedia and other sources.