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Amelia Earhart | |
Amelia Earhart, c. 1935 | |
Born | Amelia Mary Earhart July 24, 1897 Atchison, Kansas, U.S. |
Disappeared | July 2, 1937 (aged 39) Pacific Ocean, en route to Howland Island |
Status | Declared dead in absentia January 5, 1939 (aged 41) |
Nationality | American |
Known for | Many early aviation records, including first woman to fly solo across the Atlantic Ocean. |
Spouse(s) | George P. Putnam |
Signature | |
Website | |
www |
Amelia Earhart | |
Amelia Earhart, c. 1935 | |
Born | Amelia Mary Earhart July 24, 1897 Atchison, Kansas, U.S. |
Disappeared | July 2, 1937 (aged 39) Pacific Ocean, en route to Howland Island |
Status | Declared dead in absentia January 5, 1939 (aged 41) |
Nationality | American |
Known for | Many early aviation records, including first woman to fly solo across the Atlantic Ocean. |
Spouse(s) | George P. Putnam |
Signature | |
Website | |
www |
Amelia Mary Earhart (/ˈɛərhɑrt/; July 24, 1897 – disappeared July 2, 1937) was an American aviation pioneer and author.[1][N 1] Earhart was the first female aviator to fly solo across the Atlantic Ocean.[3][N 2] She received the U.S. Distinguished Flying Cross for this record.[5] She set many other records,[2] wrote best-selling books about her flying experiences and was instrumental in the formation of The Ninety-Nines, an organization for female pilots.[6] Earhart joined the faculty of the Purdue University aviation department in 1935 as a visiting faculty member to counsel women on careers and help inspire others with her love for aviation. She was also a member of the National Woman's Party, and an early supporter of the Equal Rights Amendment.[7][8]
During an attempt to make a circumnavigational flight of the globe in 1937 in a Purdue-funded Lockheed Model 10 Electra, Earhart disappeared over the central Pacific Ocean near Howland Island. Fascination with her life, career and disappearance continues to this day.[N 3]
Amelia Mary Earhart, daughter of Samuel "Edwin" Stanton Earhart (1867-1930)[10] and Amelia "Amy" Otis Earhart (1869–1962),[11] was born in Atchison, Kansas, in the home of her maternal grandfather, Alfred Gideon Otis (1827–1912), a former federal judge, president of the Atchison Savings Bank and a leading citizen in the town. Amelia was the second child of the marriage, after an infant stillborn in August 1896.[12] She was of part German descent. Alfred Otis had not initially favored the marriage and was not satisfied with Edwin's progress as a lawyer.[13]
Earhart was named, according to family custom, after her two grandmothers (Amelia Josephine Harres and Mary Wells Patton).[12] From an early age Earhart, nicknamed "Meeley" (sometimes "Millie") was the ringleader while her younger sister (two years her junior), Grace Muriel Earhart (1899–1998), nicknamed "Pidge", acted the dutiful follower.[14] Both girls continued to answer to their childhood nicknames well into adulthood.[12] Their upbringing was unconventional since Amy Earhart did not believe in molding her children into "nice little girls."[15] Meanwhile their maternal grandmother disapproved of the "bloomers" worn by Amy's children and although Earhart liked the freedom they provided, she was aware other girls in the neighborhood did not wear them.
A spirit of adventure seemed to abide in the Earhart children with the pair setting off daily to explore their neighborhood.[N 4] As a child, Earhart 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 characterized the young Earhart as a tomboy.[17] The girls kept "worms, moths, katydids and a tree toad"[18] 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 and secured the ramp to the roof of the family toolshed. Earhart'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!"[13]
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. The next year, at the age of 10,[19] Earhart saw her first aircraft at the Iowa State Fair in Des Moines.[20][21] Her father tried to interest her and her sister in taking a flight. One look at the rickety "flivver" was enough for Earhart, who promptly asked if they could go back to the merry-go-round.[22] She later described the biplane as "a thing of rusty wire and wood and not at all interesting."[23]
The two sisters, Amelia and Muriel (she went by her middle name from her teens on), remained with their grandparents in Atchison, while their parents moved into new, smaller quarters in Des Moines. During this period, Earhart 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"[24] 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 Earhart entering the seventh grade at the age of 12 years.
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, Earhart'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; Earhart was heartbroken and later described it as the end of her childhood.[25]
In 1915, after a long search, Earhart's father found work as a clerk at the Great Northern Railway in St. Paul, Minnesota, where Earhart entered Central High School as a junior. Edwin applied for a transfer to 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. Earhart 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."[26] She eventually was enrolled in 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."[27]
Earhart graduated from Hyde Park High School in 1916.[28] 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.[19] She began junior college at Ogontz School in Rydal, Pennsylvania but did not complete her program.[29][N 5]
During Christmas vacation in 1917, Earhart visited her sister in Toronto. World War I had been raging and Earhart saw the returning wounded soldiers. After receiving training as a nurse's aide from the Red Cross, she began work with the Volunteer Aid Detachment at Spadina Military Hospital. Her duties included preparing food in the kitchen for patients with special diets and handing out prescribed medication in the hospital's dispensary.[30][31]
When the 1918 Spanish flu pandemic reached Toronto, Earhart was engaged in arduous nursing duties including night shifts at the Spadina Military Hospital.[32][33] She became a patient herself, suffering from pneumonia and maxillary sinusitis.[32] She was hospitalized in early November 1918 owing to pneumonia and discharged in December 1918, about two months after the illness had started.[32] Her sinus-related symptoms were pain and pressure around one eye and copious mucus drainage via the nostrils and throat.[34] In the hospital, in the pre-antibiotic era, she had painful minor operations to wash out the affected maxillary sinus,[32][33][34] 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.[33] She passed the time by reading poetry, learning to play the banjo and studying mechanics.[32] Chronic sinusitis was to significantly affect Earhart's flying and activities in later life,[34] and sometimes even on the airfield she was forced to wear a bandage on her cheek to cover a small drainage tube.[35]
At about that time, with a young woman friend, Earhart visited an air fair held in conjunction with the Canadian National Exposition in Toronto. One of the highlights of the day was a flying exhibition put on by a World War I ace.[36] 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 stood her ground as the aircraft came close. "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."[37]
By 1919 Earhart prepared to enter Smith College but changed her mind and enrolled at Columbia University, in a course in medical studies among other programs.[38] She quit a year later to be with her parents, who had reunited in California.
In Long Beach, on December 28, 1920, Earhart and her father visited an airfield where Frank Hawks (who later gained fame as an 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."[39] After that 10-minute flight (that cost her father $10), she immediately became determined to learn to fly. Working at a variety of jobs, including 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 January 3, 1921, at Kinner Field, near Long Beach. In order to reach the airfield, Earhart had to take a bus to the end of the line, then walk four miles (6 km). Earhart's mother also provided part of the $1,000 "stake" against her "better judgement."[40] Her teacher was Anita "Neta" Snook, a pioneer female aviator who used a surplus Curtiss JN-4 "Canuck" for training. Earhart arrived with her father and a singular request, "I want to fly. Will you teach me?"[41]
Earhart'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, she slept in it for three nights to give the jacket a "worn" look. To complete her image transformation, she also cropped her hair short in the style of other female flyers.[42] Six months later, Earhart purchased a secondhand bright yellow Kinner Airster biplane which she nicknamed "The Canary." On October 22, 1922, Earhart flew the Airster to an altitude of 14,000 feet (4,300 m), setting a world record for female pilots. On May 15, 1923, Earhart became the 16th woman to be issued a pilot's license (#6017)[43] by the Fédération Aéronautique Internationale (FAI).[44]
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 "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 unusual ventures including setting up a photography company, Earhart set out in a new direction.[45] 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 Earhart 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 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, Massachusetts.[46]
When Earhart lived in Medford, she maintained her interest in aviation, becoming a member of the American Aeronautical Society's Boston chapter and was eventually elected its vice president.[47] She flew out of Dennison Airport (later the Naval Air Station Squantum) in Quincy, Massachusetts, and helped finance its operation by investing a small sum of money.[48] Earhart also flew the first official flight out of Dennison Airport in 1927.[49] As well as acting as a sales representative for Kinner aircraft in the Boston area, Earhart wrote local newspaper columns promoting flying and as her local celebrity grew, she laid out the plans for an organization devoted to female flyers.[50]
After Charles Lindbergh's solo flight across the Atlantic in 1927, Amy Phipps Guest, (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 Capt. Hilton H. Railey, who asked her, "Would you like to fly the Atlantic?"
The project coordinators (including book publisher and publicist George P. Putnam) interviewed Earhart and asked her to accompany pilot Wilmer Stultz and copilot/mechanic Louis Gordon on the flight, nominally as a passenger, but with the added duty of keeping the flight log. The team departed Trepassey Harbor, Newfoundland in a Fokker F.VIIb/3m on June 17, 1928, landing at Burry Port (near Llanelli), Wales, United Kingdom, exactly 20 hours and 40 minutes later.[51] Since most of the flight was on "instruments" and Earhart 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."[52]
While in England, Earhart is reported as receiving a rousing welcome on June 19, 1928, when landing at Woolston in Southampton, England.[53] She flew the Avro Avian 594 Avian III, SN: R3/AV/101 owned by Lady Mary Heath and later purchased the aircraft and had it shipped back to the United States (where it was assigned "unlicensed aircraft identification mark" 7083).[54]
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 Calvin Coolidge at the White House.
Trading on her physical resemblance to Lindbergh,[55] whom the press had dubbed "Lucky Lindy," some newspapers and magazines began referring to Earhart as "Lady Lindy."[56][N 6] The United Press was more grandiloquent; to them, Earhart was the reigning "Queen of the Air."[57] Immediately after her return to the United States, she undertook an exhausting lecture tour (1928–1929). 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 cigarettes (this caused image problems for her, with McCall's magazine retracting an offer)[58] 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 Byrd's imminent South Pole expedition.[58]
The marketing campaign by both Earhart and Putnam was successful in establishing the Earhart mystique in the public psyche.[59] Rather than simply endorsing the products, Earhart 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.[60] 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).[57][61] The luggage line that she promoted (marketed as Modernaire Earhart Luggage) also bore her unmistakable stamp.
A wide range of promotional items appeared bearing the Earhart name.
The celebrity endorsements helped Earhart finance her flying.[62] 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.[63] 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 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.[64] By 1940, it had become Northeast Airlines.
Although Earhart had gained fame for her transatlantic flight, she endeavored to set an "untarnished" record of her own.[65] 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.[66] 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."[67]
Earhart 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). During the race, at the last intermediate stop before the finish in Cleveland, Earhart and her friend Ruth Nichols were tied for first place. Nichols was to take off right before Earhart, but her aircraft hit a tractor at the end of the runway and flipped over. Instead of taking off, Earhart ran to the wrecked aircraft and dragged her friend out. Only when she was sure that Nichols was uninjured did Earhart take off for Cleveland but due to the time lost, she finished third. Her courageous act was symbolic of Earhart's selflessness; typically, she rarely referred to the incident in later years.[68]
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.[63] In 1931, flying a Pitcairn PCA-2 autogyro, she set a world altitude record of 18,415 feet (5,613 m) in a borrowed company machine.[69] While to a reader today it might seem that Earhart was engaged in flying "stunts," she was, with other female flyers, crucial to making the American public "air minded" and convincing them that "aviation was no longer just for daredevils and supermen."[70]
During this period, Earhart became involved with The Ninety-Nines, an organization of female pilots providing moral support and advancing the cause of women in aviation. She had called a meeting of female 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.[6] Earhart was a vigorous advocate for female 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.[71]
For a while Earhart was engaged to Samuel Chapman, a chemical engineer from Boston, breaking off her engagement on November 23, 1928.[72] During the same period, Earhart and Putnam had spent a great deal of time together, leading to intimacy. George P. Putnam, who was known as GP, was divorced in 1929 and sought out Earhart, proposing to her six times before she finally agreed.[N 7] After substantial hesitation on her part, they married on February 7, 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 midaevil [sic] code of faithfulness to me nor shall I consider myself bound to you similarly."[N 8][75][76]
Earhart'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."[77] There was no honeymoon for the newlyweds as Earhart was involved in a nine-day cross-country tour promoting autogyros and the tour sponsor, Beech-Nut chewing gum. Although Earhart and Putnam had no children, he had two sons by his previous marriage to Dorothy Binney (1888–1982),[78] a chemical heiress whose father's company, Binney & Smith, invented Crayola crayons:[79] the explorer and writer David Binney Putnam (1913–1992) and George Palmer Putnam, Jr. (1921–2013).[80] Earhart was especially fond of David who frequently visited his father at their family home in Rye, New York. George had contracted polio shortly after his parents' separation and was unable to visit as often.
At the age of 34, on the morning of May 20, 1932, Earhart set off from Harbour Grace, Newfoundland with a copy of the Telegraph-Journal, given to her by journalist Stuart Trueman,[81] intended to confirm the date of the flight.[81] She intended to fly to Paris in her single engine Lockheed Vega 5B to emulate Charles Lindbergh's solo flight.[82][N 9] 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.[N 10] 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. The landing was witnessed by Cecil King and T. Sawyer. When a farm hand asked, "Have you flown far?" Earhart replied, "From America."[85] The site now is the home of a small museum, the Amelia Earhart Centre.[86]
As the first woman to fly solo nonstop across the Atlantic, Earhart received the Distinguished Flying Cross from Congress, the Cross of Knight of the Legion of Honor from the 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 from 1933 to 1945. Roosevelt shared many of Earhart's interests and passions, especially women's causes. After flying with Earhart, Roosevelt obtained a student permit but did not pursue her plans to learn to fly. The two friends communicated frequently throughout their lives.[N 11] Another famous flyer, Jacqueline Cochran, considered Earhart's greatest rival by both media and the public, also became a confidante and friend during this period.[88]
On January 11, 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[89] 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."[89]
That year, once more flying her faithful Vega which Earhart had tagged "old Bessie, the fire horse,"[N 12] she soloed from Los Angeles to Mexico City on April 19. The next record attempt was a nonstop flight from Mexico City to New York. Setting off on May 8, her flight was uneventful although the large crowds that greeted her at Newark, New Jersey, were a concern[91] as she had to be careful not to taxi into the throng.
Earhart again participated in long-distance air racing, placing fifth in the 1935 Bendix Trophy Race, the best result she could manage considering that her stock Lockheed Vega topping out at 195 mph (314 km/h) was outclassed by purpose-built air racers which reached more than 300 mph (480 km/h).[92] 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, the "blinding fog",[93] and violent thunderstorms that plagued the race.
Between 1930 and 1935, Earhart had set seven women's speed and distance aviation 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, Earhart 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."[94] For the new venture, she would need a new aircraft.
While Earhart was away on a speaking tour in late November 1934, a fire broke out at the Putnam residence in Rye destroying many family treasures and Earhart's personal mementos.[95] As Putnam had already sold his interest in the New York based publishing company to his cousin, Palmer, following the fire the couple decided to move to the West Coast where Putnam took up his new position as head of the editorial board of Paramount Pictures in North Hollywood.[96][N 13] While speaking in California in late 1934, Earhart had contacted Hollywood "stunt" pilot Paul Mantz in order to improve her flying, focusing especially on long-distance flying in her Vega and wanted to move closer to him.
At Earhart's urging, Putnam purchased a small house in June 1935 adjacent to the clubhouse of the Lakeside Golf Club in Toluca Lake, a San Fernando Valley celebrity enclave community nestled between the Warner Brothers and Universal Pictures studio complexes where they had earlier rented a temporary residence.[97][98] Earhart and Putnam would not move in immediately, however, as they decided to very considerably remodel and enlarge the existing small structure to meet their needs, thus delaying their occupation of their new home for some months.[99]
In September 1935, Earhart and Mantz formally established a business partnership they had been considering since late 1934 by creating the short-lived Earhart-Mantz Flying School which Mantz controlled and operated through his aviation company, United Air Services, located at the Burbank Airport about five miles from Earhart's Toluca Lake home. Putnam handled publicity for the school which primarily taught instrument flying using Link Trainers.[100]
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.[93][N 14] Early in 1936, Earhart started to plan 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. With financing from Purdue,[N 15] in July 1936, a Lockheed Electra 10E was built at Lockheed Aircraft Company to her specifications which included extensive modifications to the fuselage to incorporate a large fuel tank.[102] Earhart dubbed the twin engine monoplane airliner her "flying laboratory" and hangared it at Mantz's United Air Services located just across the airfield from Lockheed's Burbank, California plant in which it had been built.[103]
Although the Electra was publicized as a "flying laboratory", little useful science was planned and the flight was arranged around Earhart's intention to circumnavigate the globe along with gathering raw material and public attention for her next book.[104] Her first choice as navigator was Captain Harry Manning, who had been the captain of the President Roosevelt, the ship that had brought Earhart back from Europe in 1928.[101]
Through contacts in the Los Angeles aviation community, Fred Noonan was subsequently chosen as a second navigator because there were significant additional factors which had to be dealt with while using celestial navigation for aircraft.[105][106] He had vast experience in both marine (he was a licensed ship's captain) and flight navigation. Noonan had recently left Pan Am, where he established most of the company's China Clipper seaplane routes across the Pacific. Noonan had also been responsible for training Pan American's navigators for the route between San Francisco and Manila.[107][N 16] 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.
On St. Patrick's Day, March 17, 1937, Earhart and her crew flew the first leg from Oakland, California to Honolulu, Hawaii. In addition to Earhart and Noonan, Harry Manning and 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. During the takeoff run, Earhart ground-looped, circumstances of which remain controversial. Some witnesses at Luke Field including the Associated Press journalist on the scene said they saw a tire blow.[108] 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.[108]
With the aircraft severely damaged, the flight was called off and the aircraft was shipped by sea to the Lockheed Burbank facility for repairs.[109]
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. On this second flight, Fred Noonan was Earhart's only crew member. The pair departed Miami on June 1 and after numerous stops in South America, Africa, the Indian subcontinent and Southeast Asia, arrived at Lae, New Guinea, on June 29, 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 be over the Pacific.
Date | Departure city[110] | Arrival city | Nautical miles | Notes |
May 20, 1937 | Oakland, California | Burbank, California | 283 | |
May 21, 1937 | Burbank, California | Tucson, Arizona | 393 | |
May 22, 1937 | Tucson, Arizona | New Orleans, Louisiana | 1070 | |
May 23, 1937 | New Orleans, Louisiana | Miami, Florida | 586 | |
June 1, 1937 | Miami, Florida | San Juan, Puerto Rico | 908 | |
June 2, 1937 | San Juan, Puerto Rico | Caripito, Venezuela | 492 | Out of Luis Muñoz Marín International Airport |
June 3, 1937 | Caripito, Venezuela | Paramaribo, Surinam | 610 | |
June 4, 1937 | Paramaribo, Surinam | Fortaleza, Brazil | 1142 | |
June 5, 1937 | Fortaleza, Brazil | Natal, Brazil | 235 | |
June 7, 1937 | Natal, Brazil | Saint-Louis, Senegal | 1727 | Transatlantic flight |
June 8, 1937 | Saint-Louis, Senegal | Dakar, Senegal | 100 | |
June 10, 1937 | Dakar, Senegal | Gao, French Sudan | 1016 | |
June 11, 1937 | Gao, French Sudan | Fort-Lamy, F.E. Africa | 910 | |
June 12, 1937 | Fort-Lamy, F.E. Africa | El Fasher, Sudan | 610 | |
June 13, 1937 | El Fasher, Sudan | Khartoum, Sudan | 437 | |
June 13, 1937 | Khartoum, Sudan | Massawa, Ethiopia | 400 | |
June 14, 1937 | Massawa, Ethiopia | Assab, Italian Eritrea | 241 | |
June 15, 1937 | Assab, Italian Eritrea | Karachi, India | 1627 | First ever non-stop flight from the Red Sea to India |
June 17, 1937 | Karachi, India | Calcutta, India | 1178 | |
June 18, 1937 | Calcutta, India | Akyab, Burma | 291 | |
June 19, 1937 | Akyab, Burma | Rangoon, Burma | 268 | |
June 20, 1937 | Rangoon, Burma | Bangkok, Siam | 315 | |
June 20, 1937 | Bangkok, Siam | Singapore, Straits Settlements | 780 | |
June 21, 1937 | Singapore, Straits Settlements | Bandoeng, Dutch East Indies | 541 | |
June 25, 1937 | Bandoeng, Dutch East Indies | Surabaya, Dutch East Indies | 310 | Delayed due to monsoon |
June 25, 1937 | Surabaya, Dutch East Indies | Bandoeng, Dutch East Indies | 310 | Returned for repairs, Earhart ill with dysentery |
June 26, 1937 | Bandoeng, Dutch East Indies | Surabaya, Dutch East Indies | 310 | |
June 27, 1937 | Surabaya, Dutch East Indies | Koepang, Dutch East Indies | 668 | |
June 28, 1937 | Koepang, Dutch East Indies | Darwin, Australia | 445 | Direction finder repaired, parachutes removed and sent home |
June 29, 1937 | Darwin, Australia | Lae, Papua New Guinea | 1012 | |
July 2, 1937 | Lae, Papua New Guinea | Howland Island | 2556 | Did not arrive |
July 3, 1937 | Howland Island | Honolulu, Oahu | 1900 | Planned leg |
July 4, 1937 | Honolulu, Oahu | Oakland, California | 2400 | Planned leg |
On July 2, 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 m) long and 1,600 ft (500 m) wide, 10 ft (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 USCGC 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.
Through a series of misunderstandings or errors (the details of which are still controversial), the final approach to Howland Island using radio navigation was not successful. Fred Noonan had earlier written about problems affecting the accuracy of radio direction finding in navigation.[N 17] Another cited cause of possible confusion was that the 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.[111]
Some sources have noted Earhart's apparent lack of understanding of her direction-finding system, which had been fitted to the aircraft just prior to the flight. The system was equipped with a new receiver from Bendix that operated on five wavelength "bands", marked 1 to 5. The loop antenna was equipped with a tuneable loading coil that changed the effective length of the antenna to allow it to work efficiently at different wavelengths. The tuner on the antenna was also marked with five settings, 1 to 5, but, critically, these were not the same frequency bands as the corresponding bands on the radio. The two were close enough for settings 1, 2 and 3, but the higher frequency settings, 4 and 5, were entirely different. Earhart's only training on the system was a brief introduction by Joe Gurr at the Lockheed factory, and the topic had not come up. A card displaying the band settings of the antenna was mounted so it was not visible. Gurr explained that higher frequency bands would offer better accuracy and longer range.[112]
Motion picture evidence from Lae suggests that an 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.
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. Signals from the ship would also be used for direction finding, implying that the aircraft's direction finder was also not functional.
The first calls, routine reports stating the weather as cloudy and overcast, were received at 2:45 and just before 5 am on July 2. These calls were broken up by static, but at this point the aircraft would still be a long distance from Howland.[113]
At 6:14 am another call was received stating the aircraft was within 200 miles (320 km), and requested that the ship use its direction finder to provide a bearing for the aircraft. Earhart began whistling into the microphone to provide a continual signal for them to home in on.[114] It was at this point that the radio operators on the Itasca realized that their RDF system could not tune in the aircraft's 3015 kHz frequency; radioman Leo Bellarts later commented that he "was sitting there sweating blood because I couldn't do a darn thing about it." A similar call asking for a bearing was received at 6:45 am, when Earhart estimated they were 100 miles (160 km) out.[115]
At 7:42 am 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 am 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.[116]
In her last known transmission at 8:43 am 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."[117] 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 (10 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.
Whether any post-loss radio signals were received from Earhart and Noonan remains unclear. 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.[N 18] This frequency was not thought to be fit for broadcasts over great distances. When Earhart was at cruising altitude and midway between Lae and Howland (over 1,000 miles (1,600 km) from each) neither station heard her scheduled transmission at 0815 GCT.[119] Moreover, the 50-watt transmitter used by Earhart was attached to a less-than-optimum-length V-type antenna.[120][121][N 19]
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.[122][N 20] 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.[123][N 21]
Some of these reports of transmissions were later determined to be hoaxes but others were deemed authentic. Bearings taken by Pan American Airways stations suggested signals originating from several locations, including Gardner Island (Nikumaroro), 360 miles to the SSE.[124][125] 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.[126][N 22][127][N 23] Sporadic signals were reported for four or five days after the disappearance but none yielded any understandable information.[128][N 24] 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."[129]
Beginning approximately one hour after Earhart's last recorded message, the USCGC 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 on a line of 281 degrees (approximately northwest) from Howland Island without evidence of the flyers.[130] Four days after Earhart's last verified radio transmission, on July 6, 1937, the captain of the battleship Colorado received orders from the Commandant, Fourteenth Naval District to take over all naval and coast guard units to coordinate search efforts.[130]
Later search efforts were directed to the Phoenix Islands south of Howland Island.[131] A week after the disappearance, naval aircraft from the Colorado flew over several islands in the group including Gardner Island (now called Nikumaroro), 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."[N 25] 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.[133]
The official search efforts lasted until July 19, 1937.[134] At $4 million, the air and sea search by the Navy and Coast Guard was the most costly and intensive in U.S. 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.[135][N 26] 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 aircraft carrier USS Lexington, the Colorado, and 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 (390,000 km2).[136][137]
Immediately after the end of the official search, 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 (Kiritimati) Island, Fanning (Tabuaeran) Island, the Gilbert Islands and the Marshall Islands, but no trace of the Electra or its occupants was found.[138]
Back in the United States, Putnam acted to become the trustee of Earhart's estate so that he could pay for the searches and related bills. In probate court in Los Angeles, Putnam requested to have the "declared death in absentia" seven-year waiting period waived so that he could manage Earhart's finances. As a result, Earhart was declared legally dead on January 5, 1939.[139]
Many ideas emerged after the disappearance of Earhart and Noonan. Two possibilities concerning the flyers' fate have prevailed among researchers and historians.
Many researchers believe the Electra ran out of fuel and that 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.[140] CAPT. Laurance F. Safford, USN, who was responsible for the interwar Mid-Pacific Strategic Direction Finding Net, and the decoding of the Japanese PURPLE cipher messages for the attack on Pearl Harbor, began a lengthy analysis of the Earhart flight during the 1970s. His research included the intricate radio transmission documentation. Safford came to the conclusion, "poor planning, worse execution".[141] Rear Admiral Richard R. Black, USN, 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, July 2, 1937 not far from Howland".[141] 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.[142] William L. Polhemous, the navigator on Ann Pellegreno's 1967 flight which followed Earhart and Noonan's original flight path, studied navigational tables for July 2, 1937, and thought Noonan may have miscalculated the "single line approach" intended to "hit" Howland.[143]
David Jourdan, a former Navy submariner 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-square-mile (3,100 km2) quadrant north and west of Howland Island during two deep-sea sonar expeditions (2002 and 2006, total cost $4.5 million) and found nothing. The search locations were derived from the line of position (157–337) broadcast by Earhart on July 2, 1937.[111] Nevertheless, Elgen Long's interpretations have led Jourdan 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."[111] Earhart's stepson George Palmer Putnam Jr. has been quoted as saying he believes "the plane just ran out of gas".[144] Susan Butler, author of the "definitive"[145] Earhart biography East to the Dawn, says she thinks the aircraft went into the ocean out of sight of Howland Island and rests on the seafloor at a depth of 17,000 feet (5 km).[146] Tom D. 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."[111]
Immediately after Earhart and Noonan's disappearance, the U.S. Navy, Paul Mantz, and Earhart's mother (who convinced G.P. Putnam to undertake a search in the Phoenix Group)[147] all expressed belief the flight had ended in the Phoenix Islands, now part of the Republic of Kiribati, some 350 miles (560 km) southeast of Howland Island. Ultimately, Gardner Island (now Nikumaroro), larger than Howland and much more visible from the air, was identified as a viable location for landing an aircraft running out of fuel.
In 1988, The International Group for Historic Aircraft Recovery (TIGHAR) began an investigation[148] of the Earhart/Noonan disappearance and since then has sent ten[149] research expeditions to Gardner Island/Nikumaroro. They have suggested Earhart and Noonan may have flown without further radio transmissions[150] for two and a half hours along the line of position Earhart noted in her last transmission received at Howland, then found the then uninhabited Gardner Island, landed the Electra on an extensive reef flat near the wreck of a large freighter (the SS Norwich City) on the northwest side of the atoll, and ultimately perished. In 2012, a photograph made in October 1937 of the reef at Nikumaroro after her disappearance was enhanced and showed what the experts said was 'a blurry object sticking out of the water in the lower left corner of the black-and-white photo is consistent with a strut and wheel of a Lockheed Electra landing gear.'[151]
During World War II, US Coast Guard LORAN Unit 92, a radio navigation station built in the summer and fall of 1944, and operational from mid-November 1944 until mid-May 1945, was located on Gardner Island's southeast end. Dozens of U.S. Coast Guard personnel were involved in its construction and operation, but were mostly forbidden from leaving the small base or having contact with the Gilbertese colonists then on the island, and found no artifacts known to relate to Earhart.[152]
Nevertheless, in July 2007, an editor at Avionews in Rome compared the Gardner Island hypothesis to other non-crash-and-sink theories and called it the "most confirmed" of them.[153]
TIGHAR's research has produced a range of documented archaeological and anecdotal evidence supporting this hypothesis.[154][155] For example, in 1940, Gerald Gallagher, a British colonial officer and 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 male about 5 ft 5 in tall.[156] In 1998, however, an analysis of the measurement data by forensic anthropologists did not confirm the original findings, concluding instead, that the skeleton had belonged to a "tall white female of northern European ancestry." The bones themselves were misplaced in Fiji long ago and have not been found.[157]
In 2007, a TIGHAR expedition visited Nikumaroro searching for unambiguously identifiable aircraft artifacts and DNA. The group included engineers, technical experts, archaeologists, anthropologists, and researchers.[158] They found artifacts of uncertain origin on the weather-ravaged atoll, including bronze bearings which may have belonged to Earhart's aircraft and a zipper pull which might have come from her flight suit.[159] In 2010, the research group said it had found bones that appeared to be part of a human finger. Subsequent DNA testing at the University of Oklahoma proved inconclusive as to whether the bone fragments were from a human or from a sea turtle.[160]
In July 2012, TIGHAR conducted an underwater expedition off the northwest reef of Nikumaroro, using sonar mapping. Some of the sonar images suggested a possible wreckage site,[161] although Ric Gillespie, executive director of TIGHAR, cautioned that most of the Electra's parts would likely have disintegrated after 75 years in sea water.[162] Nevertheless, in May 2013, TIGHAR announced that professional analysis of a 32-foot (9.8 m) anomaly in the sonar images showed what could possibly be the aircraft.[163][164] Artifacts discovered by TIGHAR on Nikumaroro have included improvised tools; an aluminum panel, possibly from an Electra, made using 1930s manufacturing specifications; an oddly cut piece of clear Plexiglas the same 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.[165][N 27] Recently rediscovered photos of Earhart's Electra just before departure in Miami shows an aluminum panel on right side. Ric Gillespie, head of TIGHAR claimed the found aluminum panel artifact has the same dimensions and rivet pattern as the one shown in the photo "to a high degree of certainty".[166] Based on this new evidence, Gillespie stated plans to return to the atoll in June 2015.[167] The evidence remains circumstantial, but Earhart's surviving stepson, George Putnam Jr., has expressed support for TIGHAR's research.[168]
The unresolved circumstances of 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 unsupported theories have become well known in popular culture.
A World War II-era movie called Flight for Freedom (1943) starring Rosalind Russell and Fred MacMurray furthered a myth that Earhart was spying on the Japanese in the Pacific at the request of the Franklin Roosevelt administration.[154][N 28] By 1949, both the United Press and U.S. Army Intelligence had concluded this rumor was groundless. Jackie Cochran, another pioneering aviator and one of Earhart's friends, made a postwar search of numerous files in Japan and was convinced the Japanese were not involved in Earhart's disappearance.[169]
In 1966, CBS Correspondent Fred Goerner published a book claiming Earhart and Noonan were captured and executed when their aircraft crashed on the island of Saipan, part of the Mariana Islands archipelago, while it was under Japanese occupation.[170][171][N 29][172][N 30] In 2009, an Earhart relative stated that the pair died in Japanese custody, citing unnamed witnesses including Japanese troops and Saipan natives.[173] He said that the Japanese cut the valuable Lockheed aircraft into scrap and threw the pieces into the ocean.[173]
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.[citation needed]
Former U.S. Marine Robert Wallack claimed he and other Marines 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 the airfield in the village of As Lito, that he was later ordered to guard the aircraft, and then witnessed its destruction.[citation needed] 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.[174] Purported photographs of Earhart during her captivity have been identified as either fraudulent or having been taken before her final flight.[175]
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.[176]
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.[177]
The theory that Earhart may have turned back mid-flight has been posited. She would then have tried to reach the airfield at Rabaul, New Britain (northeast of mainland Papua New Guinea), approximately 2,200 miles (3,500 km) from Howland.[178]
In 1990, Donald Angwin, a veteran of the Australian Army's World War II campaign in New Britain, contacted researchers to suggest that a wrecked aircraft he had witnessed in jungle about 40 miles (64 km) southwest of Rabaul, on April 17, 1945, may have been Earhart's Electra.[179] Angwin, who was a corporal in the 11th Battalion at the time,[180] reported that he and other members of a forward patrol on Japanese-occupied New Britain had found a wrecked twin-engined, unpainted all-metal aircraft. The soldiers recorded a rough position on a map, along with serial numbers seen on the wreckage. While the map was located in the possession of another veteran in 1993, subsequent searches of the area indicated failed to find a wreck.[179]
While Angwin died in 2001, David Billings, an Australian aircraft engineer, has continued to investigate his theory. Billings claims that the serial numbers written on the map, "600H/P S3HI C/N1055", represent:
These would be consistent with a Lockheed Electra 10E, such as that flown by Earhart, although they do not contain enough information to identify the wreck in question as NR16020.[179]
Pacific Wrecks, a website that documents World War II-era aircraft crash sites, notes that no Electra has been reported lost in or around Papua New Guinea. Gillespie wrote that the 2,000-mile (3,200 km) distance from Earhart's last known position to New Britain was impossible for the aircraft to fly, requiring more than 13 hours of flight when there was only 4 hours of fuel remaining.[181]
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 author Joe Klaas, based on the research of Major Joseph Gervais. Irene Bolam, who 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.[182][183] Subsequently, Bolam's personal life history was thoroughly documented by researchers, eliminating any possibility she was Earhart. Kevin Richlin, a professional criminal forensic expert hired by National Geographic, studied photographs of both women and cited many measurable facial differences between Earhart and Bolam.[184]
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 comparatively early age have driven her lasting 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.[185]
Earhart's accomplishments in aviation inspired a generation of female aviators, including the more than 1,000 women pilots of the Women Airforce Service Pilots (WASP) who ferried military aircraft, towed gliders, flew target practice aircraft, and served as transport pilots during World War II.[186][187]
The home where Earhart was born is now the Amelia Earhart Birthplace Museum and is maintained by The Ninety-Nines, an international group of female pilots of whom Earhart was the first elected president.[188]
A small section of Earhart's Lockheed Electra starboard engine nacelle recovered in the aftermath of the Hawaii crash has been confirmed as authentic and is now regarded as a control piece that will help to authenticate possible future discoveries. The evaluation of the scrap of metal was featured on an episode of History Detectives on Season 7 in 2009.[189]
Two notable memorial flights by female aviators subsequently followed Earhart's original circumnavigational route.
In 2001, another commemorative flight retraced the route undertaken by Earhart in her August 1928 transcontinental record flight. Dr. Carlene Mendieta flew an original Avro Avian, the same type that was used in 1928.[66]
In 2013, Amelia Rose Earhart, a pilot and reporter from Denver Colorado, announced that she would be recreating the 1937 flight during the Summer of 2014 in a single engine Pilatus PC-12NG. She completed the flight without incident on July 11, 2014.[190][191]
Countless other tributes and memorials have been made in Amelia Earhart's name, including a 2012 tribute from Secretary of State Hillary Clinton, speaking at a State Department event celebrating Earhart and the United States' ties to its Pacific neighbors, noting: "Earhart ... created a legacy that resonates today for anyone, girls and boys, who dreams of the stars."[192] In 2013, Flying magazine ranked Earhart No. 9 on their list of the "51 Heroes of Aviation".[193] The following list is not considered definitive, but serves also to give significant examples of tributes and honors.
Earhart's life has spurred the imaginations of many writers and others; the following examples are given although many other mentions have also occurred in contemporary or current media:
Earhart was a successful and heavily promoted writer who served as aviation editor for 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:
Wikimedia Commons has media related to Amelia Earhart. |
Wikiquote has quotations related to: Amelia Earhart |


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Oct 1110:10AM EST
Previously – Chick Masturbating In The Cornell Library Goes Viral
We got a squirter! We got a squirter! Oh man I think I love this chick just annihilating herself all over every room of the Cornell library. Just gives her that extra added X factor when you consider every uptight elitist dweeb who is going to plant their Advanced Econ 900 textbook right in her cum puddle for an all night cram sesh. The look on their face when they get this video forwarded to their inbox and realize Cameron Knight just left a Pete North 8 roper all over their sacred study spot. So awesome. Don't worry big Red someday we'll get together in Comstock Hall and just laugh about this.

subset: commoncrawl


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Avago 1A optocoupler has dual outputs
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Some people join the International Game Developers Association simply for the intangible benefit of supporting the mission of the organization, while others join to gain a specific discount or benefit. Whichever the case, as an IGDA member you are entitled to a wide range of tangible benefits. We are always working to expand this list and provide more value for your membership. Do you have an idea for a benefit you'd like us to provide? We welcome any suggestions you may have - please contact us with your ideas! Unless otherwise noted, these benefits are available to all IGDA members worldwide. Already an IGDA member? EventsIGDA members can typically save 10-25% (and sometimes more!) on passes to a wide variety of many major industry events around the world. Discounts for 2014 included GDC events (GDC, GDC China, GDC Europe and GDC Next), Cloud Gaming, D.I.C.E. US, D.I.C.E. Europe, IndieCade, MIGS (Montreal International Game Summit), Nordic Game, Power of Play and more!
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Lyrics Depot is your source of lyrics to Rocky Top by Lynn Anderson. Please check back for more Lynn Anderson lyrics. |
Rocky Top LyricsArtist: Lynn AndersonAlbum: I'm Alright Ain't no smoggy smoke on Rocky Top ain't no telephone bills Once I had a man on Rocky Top half bear the other half cat Wild as a mink but sweet as soda pop I still dream about that Rocky Top you'll always be home sweet home to me Good ole Rocky Top Rocky Top Tennessee Rocky Top Tennessee Once two strangers climbed old Rocky Top looking for a moonshine still Straingers ain't come down from Rocky Top I reckon they never will Corn won't grow at all on Rocky Top the dirt's too rocky by far That's why all the folks on Rocky Top get their corn from a jar Rocky Top you'll always be... [ banjo - steel ] I've had years of cramped up city life trapped like a duck in a pen All I know is it's a pity life can't be simple again Rocky Top you'll always be... Rocky Top Tennessee
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In a way, the ultimate girl gadget is GenSelect – in that it symbolizes how far we've come and how things have changed. Even a hundred years ago, if we couldn't pump out a couple of sons to carry on the family line, there was Clearly Something Wrong With Us. Now that that idea is near laughably passé, we actually have the technology to control it. GenSelect – supposedly anyhow – allows you to 'adjust your vaginal environment' with herbs and mineral supplements to make it more likely that you conceive a boy or a girl in particular. If you had your heart set on a girl and seemed to only be producing boys, $439 would be cheap for a three month kit. Claims 96% efficacy, there's a money-back guarantee and 'free online support'. Now that's the part that the peanut gallery is most curious about. [GT]
GenSelect [via Techie Diva]
Related stories: Birth control that nags, for forgetful women everywhere | Fertility tracking armband | The Halo Breast Pap Test System | Robotic Arm to Perform Long-Distance Breast Exams
By Gabrielle Taylor | August 10th, 2006


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Content Category: News Departments |
New & Noteworthy (3110 items) |
Projects & Contracts (3449 items) |
Policy Watch (833 items) |
Products & Technologies (888 items) |
FYI (4159 items) |
People (1127 items) |
RFP (198 items) |
Canadian Renewable Energy Industry Network Created |
on Thursday June 14 2007 by NAW Staff |
The Canadian GeoExchange Coalition (CGC), the Canadian Hydropower Association (CHA), the Canadian Solar Industries Association (CanSIA), and the Canadian Wind Energy Association (CanWEA) have announced [read more] |
Manitoba Joins Western Regional Climate Action Initiative |
on Wednesday June 13 2007 by NAW Staff |
Manitoba Premier Gary Doer has announced that the Province of Manitoba joined with six western U.S. states and the Province of British Columbia in the [read more] |
Nordic To Manufacture Wind Turbines In The U.S. |
on Wednesday June 13 2007 by NAW Staff |
Nordic Windpower, a California-based wind turbine manufacturer, has launched its global business in North America. The company says its Nordic N1000 turbine, which will be [read more] |
MSE Opens New Office |
on Wednesday June 13 2007 by NAW Staff |
MSE Power Systems Inc. has opened a new office in Casa Grande, Arizona. The office, which is the company's third location, is at 201 E. [read more] |
New Hampshire Electric Coop Joins 25x'25 Initiative |
on Wednesday June 13 2007 by NAW Staff |
New Hampshire Electric Cooperative (NHEC) has joined 25x'25, a nationwide coalition committed to the goal of deriving 25% of America's energy from renewable resources by [read more] |
VentureNet Seeks Joint Venture In Wind Energy |
on Wednesday June 13 2007 by NAW Staff |
VentureNet Capital Group Inc., a Temecula, Calif.-based consulting and management company, is seeking a joint venture or acquisition in the wind energy sector. According to [read more] |
WhiteFence Launches Clean Energy Web Site For Consumers |
on Tuesday June 12 2007 by NAW Staff |
WhiteFence, an online home services comparison marketplace for consumers, has launched GreenEnergyChoice.com, which will enable energy consumers to compare offerings and prices from suppliers that [read more] |
Tennessee Residents Favor Expanded Wind Energy |
on Tuesday June 12 2007 by NAW Staff |
According to Invenergy Inc., a new poll in Tennessee indicates that residents support increased use of wind energy by a 12-to-1 margin. "This poll clearly [read more] |
Gov. Patrick Announces Clean Energy Plans For MA |
on Tuesday June 12 2007 by NAW Staff |
At the inaugural meeting of the Clean Energy Roundtable, a quarterly gathering with solar, wind, bioenergy, fuel cell and energy service executives to discuss renewable [read more] |
BPA Awards Funding For Four Wind Energy Research Projects |
on Tuesday June 12 2007 by NAW Staff |
Following a 2006 request for proposals (RFP), Portland, Ore.-headquartered Bonneville Power Administration (BPA) has awarded nearly $2 million in contracts to research and develop ways [read more] |
Suzlon Secures 630 MW Order With Edison Mission Group |
on Tuesday June 12 2007 by NAW Staff |
Suzlon Wind Energy Corp., the U.S.-based subsidiary of Suzlon Energy A/S of Denmark, has signed a contract to supply a total of 300 units of [read more] |
AMSC Receives D-VAR Orders For Two New U.S. Wind Farms |
on Tuesday June 12 2007 by NAW Staff |
American Superconductor Corp. (AMSC), headquartered in Westborough, Mass., has received two additional orders for its D-VAR voltage regulation solution for use in wind farms being [read more] |
NAES Signs O&M Agreement For White Creek Wind Farm |
on Tuesday June 12 2007 by NAW Staff |
Issaquah, Washington-based North American Energy Services Co. (NAES) has signed an operations and maintenance (O&M) agreement with White Creek Wind I LLC. Under the agreement, [read more] |
USW, Gamesa Form Alliance |
on Monday June 11 2007 by NAW Staff |
New United Steelworkers (USW) union members at Gamesa in Ebensburg and Fairless Hills, Penn., have voted to approve their first contract by an 80% vote [read more] |
Optimal Geomatics To Provide Aerial Mapping For Midwest Wind Farm |
on Monday June 11 2007 by NAW Staff |
Optimal Geomatics Inc., a geomatics services provider to engineering and geospatial professionals, has announced the awarding of a new contract to provide aerial mapping services [read more] |


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BizReport | Advertising January 23, 2015
Ad Roundup: Data, funding and a new video unit
Today's advertising roundup includes new releases that put the focus on data, video ads and ecommerce performance. ... >>
BizReport | Advertising November 06, 2014
Ad Roundup: Video, programmatic and social solutions launch
Three new solutions to the online space are geared toward helping brands better connect through social and video channels or to better control costs through programmatic buying. Here are the details:... >>
BizReport | Advertising September 03, 2014
Study: Online video pushing hungry people to burger chains
Restauranteurs: if you think television and local radio are the best ways to reach local customers, think again. According to one new report online video is pushing more and more consumers into quick serve restaurants, and is increasing their spend... >>
BizReport | Advertising August 20, 2014
Ad Roundup: Making mobile, social, video simpler
Two new solutions in the online space are focusing on simplifying brands' reach into mobile, social and video. ... >>
BizReport | Advertising August 05, 2014
96% of UK advertisers purchased video ads the same way they buy TV ads
Video advertising platform Videology has released Q2 2014 findings on the U.K.'s video advertising market. The analysis reveals almost all online video advertisers are now buying ads as they would TV ads. ... >>
BizReport | Blogs & Content June 23, 2014
Survey: Most would cancel cable to for online video options
A new survey from Adroit Digital sheds light on what video viewers want in their content - from ad content to how much content they're watching online. According to the report nearly half believe 15 second ads are optimal and... >>
BizReport | Blogs & Content March 31, 2014
How mobile is pushing video
Viewers may have shifted how they watch not only television but online content, but for brands and content developers, there is still a lag between putting clips up online and finding the right viewers. ... >>
BizReport | Blogs & Content March 11, 2014
Report: Millennials spending more time with UGC
In January comScore reports more than 183 million Americans tuned in to nearly 49 billion video clips online; a staggering 26.9 billion of those views were for video ads. But it isn't only professionally produced advertising or even movie trailers... >>
BizReport | Internet December 20, 2013
comScore video rankings records surge in video ads
Video viewers in the U.S. saw 26.8 billion video ads in November, 2013, a significant rise from the month before, according to the latest comScore Video Metrix data.... >>
BizReport | Advertising November 13, 2013
YouTube offers channel owners Fan Finder ads - for free
YouTube has announced they have launched a new ad creation tool that will allow channel owners to promote their channel to new fans - for free.... >>
BizReport | Advertising August 02, 2013
Nielsen's Facebook-commissioned report adds fuel to television-style ad fire
Media reports claim social network behemoth Facebook plans to begin selling television-style ads. Meanwhile, a brand new report released by Nielsen, and commissioned by Facebook, reveals the incremental reach Facebook can add to television networks.... >>
BizReport | Advertising May 20, 2013
Ads on YouTube grow but TV ads considered more effective
YouTube is celebrating its eighth birthday and has revealed that a huge amount of video content is now uploaded every minute. But, are the ads that are often attached to video content any more effective than those on television?... >>
BizReport | Advertising May 06, 2013
Brightroll: Video now leading digital advertising
Consumers are blind to banner ads and may not take the time really delve into social ads, but video is another entity. In fact, new data out from Brightroll indicates that video advertising is now leading the digital marketing space.... >>
BizReport | Advertising May 02, 2013
YouTube: More than 6bn hours of video streamed each month
YouTube has announced yet more chunky viewing stats following the announcement last month that the video content site now has 1 billion unique monthly viewers.... >>
BizReport | Advertising April 29, 2013
Where video viewers are engaging
Across the globe more consumers are tuning in to online video. Whether streaming full length episodes via mobile devices or looking for short-form, user generated content, video sites are brimming with viewers who are engaging with content and ads. Here's... >>
BizReport | Advertising April 10, 2013
Celtra study reveals mobile video ads have almost 50% completion rate
Research by Celtra into mobile rich media ads found that video is not only the most popular ad feature but also attracts completion rates of almost 50%. ... >>
BizReport | Blogs & Content March 22, 2013
Brand safety focus of YuMe update
This week YuMe announced an update to their Placement Quality Index, with the main takeaway being increased brand safety. Through the update, brands will receive an index of the value of each ad placement. ... >>
BizReport | Mobile Marketing March 13, 2013
AdColony: Interest in mobile video high among Fortune 500 brands
There is renewed interest in video, specifically high quality mobile video, from big brands. Compared to standard banner advertising, video is seen as more engaging to the consumer base. To help push that engagement factor, AdColony has released the End... >>
BizReport | Advertising February 27, 2013
IAB announces winners of new video ad format competition
New video formats are headed to a computer or mobile screen near you. The IAB has announced the Digital Video Rising Stars, part of the IAB's Rising Stars Initiative. It including options for Filmstrip, Ad Control Bar, Time Sync, Extenders... >>
BizReport | Advertising January 22, 2013
Video ads: Research reveals the ingredients for an ad viewers want to watch
New experimental research from Harvard Business School Assistant Professor Thales S. Teixeira could turn online video ad creative on its head. It found that, in a world where ads can usually be skipped or ignored, the traditional surprise, or punch-line... >>
BizReport | Advertising January 18, 2013
YuMe, SponsorPay, SiteScout moves to ease marketers burdens
What do an online acquisition, news of record growth and a new getting started guide have in common? The three moves should help brands get an early handle on 2013 - which could help bottom lines as we move toward... >>
BizReport | Advertising January 16, 2013
11.3 billion video ads viewed in December 2012
Over half of the U.S. population saw a video ad in December, 2012, with an average of 70 ads seen by each user, according to comScore's latest data.... >>
BizReport | Advertising January 14, 2013
New platform to focus on business related media
There's a place for business professionals to reach their target ad bases; from International Business Times, the IBT Media platform hosts content resources including Bizu.TV and other vertical websites.... >>
BizReport | Advertising January 09, 2013
New ad unit to create more immersive TV experience
With the number of US households multi-tasking while watching television or watching delayed broadcasts, some advertisers are wondering how to connect. A new ad unit out from YuMe could help advertiser engagement through television. Called Click-to-Ngage, the ad unit is... >>
BizReport | Advertising November 21, 2012
Report: Native Ads gaining steam
As more consumers add online video to their viewing palate, brands are looking for ways to engage without interrupting. According to new data from ShareThrough and Forbes Insights, native advertising - or using quality, compelling content rather than interruptive ads... >>
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- 1745Promote
Phone Cases
Protect your iPhone with a one-piece, impact resistant, flexible plastic hard case featuring an extremely slim profile. Simply snap the case onto your iPhone for solid protection and direct access to all device features.
"The pen is mightier then the sword" - Edward Bulwer-Lytton
hi monica, unfortunately, I can't place two artwork files for the bags.. so it's only black and the type would be black on the black bag. I wish I could prep both bags with 2 different files. Sorry!
Wow... I love this illustration, it's a beautiful way to our express feelings about our art! I will get a tattoo! I Can? =)
It makes me very happy that u like this so much!! Sure, go ahead with the Tattoo! Send me a pic when u have it :))
Great Job -- I promoted your pillow on pinterest http://pinterest.com/lindseymbaker/so...sey-baker/
love it! put ya on my blog (scroll to the bottom) --> http://www.laurakmaxwell.com/blog/buildings
I've had this in an iPhone case for months now. Absolutely LOVE and I love that I get to promote other artists on this site by sporting their work! I've had so many compliments. Keep up the GREAT work!!
Wow, thank you so much COCOXO!! So glad you like my work and are getting positive feedback from people. That's always nice to hear! Thx so much for sharing this with me!
Exquisite Binanca! If only the rest of the world would lean towards creation rather than destruction!!!
great illustration with a great message idea!!! I love doing this kind of technique too! if you like this, check out mine! you'll sync too!
i also found a great message with a simple drawing is the best art ever! check out mine! see if we can sync!! http://society6.com/product/pm-04-jus...rsonalidea
i also found a great message with a simple drawing is the best art ever! check out mine! see if we can sync!! http://society6.com/product/break-is-...rsonalidea
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LinkBack | Thread Tools | Display Modes |
10-15-2011, 07:16 PM | #1 (permalink) |
Join Date: Oct 2011
Posts: 38
Free Snowboarding Gear
FreeSnowboarding Ma and Pa shop
Snowboarding Gear by FreeSnowboarding on Etsy can make pants custom, skinny, baggy, baggy waist/skinny leg(harem cut). More Oversized Hoodies coming soon Thanks for any support, we are just getting started for riders by riders |
Sponsored Links | |||
Advertisement |
10-15-2011, 08:03 PM | #8 (permalink) |
Join Date: Oct 2011
Posts: 38
not a good thing having large runs of everything overseas, thats why me and my wife decided to start making outerwear. Nothing in stone about the company, really just the begining for us. But we can make anything any way, skinny, baggy, because we make everything out of our studio in Canada. We are both long time riders.. and work in clothing construction,fashion.
this gives us the luxury to change anything about ourselfs cause we are making smaller runs of our product. again appreciate any feedback good or bad |
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Welcome to LMTmag.com, the social and information hub of the dental lab industry. Connect with industry peers and vendors, ask questions, sign up for events, review products, read LMT articles and industry news and more!
David Baird, DDS
Lab Manager at Northwest Esthetics
Dr. Dave Baird, DDS, is the Owner of Northwest Esthetics, his in-house, custom dental lab. A graduate of the University of Washington, Dental School, Baird is an Accredited Fellow of the American Academy...


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Welcome To Dagley Insurance and Financial Services: Your Local Nationwide Agency In Texas and Colorado!
At Dagley Insurance and Financial Services, we are proud to offer comprehensive insurance solutions at great rates. We strive to bring you great service every day you are with us. With offices throughout Texas and Colorado, we do our very best to meet your insurance and financial needs.
If you are living in Texas or Colorado, we would love to earn your insurance business! We provide complete insurance packages for business that include group benefits, financial services, and more. If you are in need of personal insurance such as home, auto, and renters insurance, we have you covered there as well. When you work with Dagley Insurance and Financial Services, you get personalized service, convenient locations, and a company that cares about you.
With eight conveniently located insurance agencies throughout Texas and six locations throughout CO, Dagley Insurance and Financial Services makes it easy to start saving on all of your insurance policies immediately!
Give us a call today, or fill out any of the quote forms on our website for more information. We look forward to working with you.


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X-Treme Chocolate Mint Brownie Torte
From kathypooh Report abuse
This recipe was submitted by a reader and has not been tested in our kitchen.
This decadent brownie is studded with chocolate chips, topped with a wonderful ganache, and crowned with a cream cheese-mint drizzle. There's nothing like a chocolate-mint brownie!
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Serves: 16
Yields: 16 slices
Total Time: 1 hr 5 min
Prep Time: 10 min
Cook Time: 55 min
U.S. | Metric | Conversion chart |
- 4 ounce(s) unsweetened chocolate
- 1 cup(s) unsalted butter, softened
- 4 large eggs
- 2 cup(s) sugar
- 1 teaspoon(s) vanilla
- 1 cup(s) flour
- 1/2 cup(s) semisweet chocolate chips
- 1/2 cup(s) whipping cream (heavy cream)
- 2 teaspoon(s) butter
- 1 package(s) (12 ounces) semisweet chocolate chips
- 1 package(s) (3 ounces) cream cheese, softened
- 2 cup(s) powdered sugar, sifted
- 1/2 teaspoon(s) mint extract
- 1/4 cup(s) half and half
- 3 drop(s) green food coloring
- Preheat oven to 350 degrees. Grease 10-inch round springform pan. For brownie, melt chocolate and butter in 2-quart bowl in microwave until completely melted. Add eggs, sugar, and vanilla and mix well. Add the flour and 6 ounces chocolate chips and stir to combine. Spread evenly in prepared pan. Bake 50-55 minutes. Cool.
- While brownies are baking, place whipping cream and butter in medium saucepan over medium heat stirring until combined. Stir in 12 ounces chocolate chips until melted. Gently pour over cooled brownie, spreading just to edges.
- For Drizzle: Combine cream cheese, powdered sugar, extract, and half and half with hand-held mixer until smooth. Stir in food coloring. Gently drizzle over ganache in decorative pattern. Refrigerate until ready to serve.
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G-Eazy on "The Organic Nature of Working with Friends"
Lanky, polished, and simply very white, rapper G-Eazy is no Vanilla Ice; he's not Mac Miller either, nor any sort of Eminiem. G-Eazy, with his slicked back hair and easy command of the stage, is known for, among other things, sampling doo-wop, like on his hit "Runaround Sue," and even Grizzly Bear on "Acting Up." It's always hard to be a cool white dude making hip-hop, but this guy makes it look, well, easy.
Born Gerald Earl Gillum, onstage, G-Eazy has supported artists like A$AP Rocky, represented on the Vans Warped Tour stages, and just this week, hit West Palm Beach with Lil Wayne on his America's Most Wanted Tour. When we spoke with the artist about staying in school even as his musical career bloomed, remaining loyal to Oakland, his hometown, and his upcoming Fall release, G-Eazy seemed mature way beyond his 24 years.
See also
- PHOTOS: Lil Wayne at Cruzan Amphitheatre in West Palm Beach
New Times: You're from the Bay Area. What's going on out there musically?
G-Eazy: The Bay Area is a unique place, a fun place to grow up. When I was in high school, I began making music and beats. There was a really strong regional, cultural thing going on in hip-hop. That gave me a lot of pride growing up there. We had our own style of music. I didn't really all the way open up until I moved out of the Bay and started to get inspired by different styles of music.
Do you play there often?
Oh, yeah, totally. I do a big holiday show there every year. I think it's important for me to have that strong connection to your hometown. And always let the hometown fans know that you might be traveling all over, living here or there, but to know that where you're from means a lot to you.
Then you went to Loyola in New Orleans. Was that a big shock for you?
Yeah. Again, because the Bay was so different in terms of the music we listened to, and the culture, style, dancing, slang, then to come to New Orleans. I think everyone was looking at me like I was a weirdo when I first got there. But it was just another experience to soak up another city's culture. See what they thought was cool, see what they listened to.
Lil Wayne's from New Orleans and now you're touring with him. That must be exciting.
It's totally exciting. The time I was graduating from high school, when I first got to New Orleans, that was 2007. That was when Lil Wayne was at his peak. He was just about to drop Tha Carter III. He was on top of the world. He was a major influence back then and he still is in a lot of ways. It's a dream come true.
How did you tour when you were in school?
The whole time I was in school, I was juggling the life of a student and a life as an up-and-coming musician. I had to work out a situation with my teachers where they would let me miss a bunch of school so that I could go on tour. I knew that once college was over, I was going to have to hit the ground running. Music is one of those things that you have to put in so much groundwork for the effort to be able to pay off, to make a living or anything. So I had to work while I was in school as if I was already out there full-time.
Sponsor Content


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AEI: Julia's mother: Why a single mom is better off with a $29,000 job and welfare than taking a $69,000 job
James Pethokoukis | July 12, 2012, 11:09 am
The U.S. welfare system sure creates some crazy disincentives to working your way up the ladder. Benefits stacked upon benefits can mean it is financially better, at least in the short term, to stay at a lower-paying jobs rather than taking a higher paying job and losing those benefits. This is called the "welfare cliff."
Let's take the example of a single mom with two kids, 1 and 4. She has a $29,000 a year job, putting the kids in daycare during the day while she works.
As the above chart - via Gary Alexander, Pennsylvania's secretary of Public Welfare - shows, the single mom is better off earning gross income of $29,000 with $57,327 in net income and benefits than to earn gross income of $69,000 with net income & benefits of $57,045.
It would sure be tempting for that mom to keep the status quo rather than take the new job, even though the new position might lead to further career advancement and a higher standard of living. I guess this is something the Obama White House forgot to mention in its "Life of Julia" cartoons extolling government assistance.
Read more at AEI.


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Port Sunlight Museum, open daily 10am - 5pm, lies at the heart of this garden village and is an ideal place to start your visit. Visitors to the Museum will:
- Meet the village's creator 'Soap King' William Hesketh Lever and discover his vision for the village and its residents;
- Find out about the architects who designed the houses, principal buildings and landscapes, and what influenced them;
- Experience what it was like to live and work here during the Edwardian and Victorian periods;
- Encounter characters from the village's past;
- Discover Lever's flair for advertising; and,
- Understand the terrible loss and sacrifice experienced by the village during the First World War.
Located in the original Girl's Club building on King George's Drive, Port Sunlight Museum opened its doors to the public in August 2006 replacing the long-serving Heritage Centre on Greendale Road.
The new Museum has exhibits for all types of visitor, including a special exhibition on Lady Lever, new for 2013. You can use state-of-the-art audio-visuals and interactives, a model of the village and a typical Port Sunlight house plus you will find historical items from the village's past. It also has a well-stocked gift shop offering a wide selection of items for residents and general visitors at good prices, from pottery, linen and stationery depicting views of the village, to our very popular range of soaps - Sunlight, Lifebuoy and Pears to name but a few.
The Museum welcomes a large number of group visits each year, from U3A and NADFAS, to Probus and the National Trust. We have a variety of package deals specifically designed for group visitors, which include entry to Port Sunlight Museum and guided tours of the village.
'tea at the museum' is open daily and set in a contemporary style with seating for up to 40, ideal for coach groups visiting the museum. From tasty sandwiches to delicious cakes and pastries, this is an ideal place to enjoy your refreshments.
To find out more, contact the Visitor Services Team
An exciting events programme is on offer throughout the year aimed at both adult learners and family groups. Events are staged both in the Museum and on the green spaces in the village. Our popular events programme includes Family fun activities during the school holidays and a monthly evening lecture series which covers a wide range of topics related to Port Sunlight.
School children from all over the North West come to Port Sunlight Museum to particiapte in a wide-range of hands-on education workshops in our purpose-built Learning Centre. We also offer courses and resources for pre-school groups, schools, colleges, universities and special needs students, as well as work placement
Since 2006, Port Sunlight Museum has been actively acquiring items relating to its mission statement 'to collect, preserve and tell the stories behind the people, buildings and landscapes of Port Sunlight village from its founding in 1888 to present day'. We have a growing collection of children's toys, village plans, hoursehold items, soap, photographs and much much more. If you would like to donate an item to the collection or make an appointment to carry out some research, please contact the Museum. From time to time, we hold open days when members of the public can access our collection storage facility.


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The Bangles
The Bangles are an American all-female pop rock band that originated in the early 1980s, scoring several hit singles during the decade. The band's hits include "Walk Like an Egyptian", Billboard magazine's number 1 single of 1987, as well as "Manic Monday", "Hazy Shade of Winter", and their 1989 number-one single "Eternal Flame".
Originally called The Bangs, they had to change it because another band had that name. They added the last letters because it sounded like "Beatles."
Their first manager was Miles Copeland, who managed The Go-Gos and The Police. He is the brother of Stewart Copeland from The Police.
Michael Steele, despite having a boy's name, is a girl. She was in The Runaways with Joan Jett and Lita Ford.
The band was formed in Santa Barbara, California by Vicki and Debbi Peterson, who are sisters.
All members sing and help write the songs.
Hoffs starred in the movie The Allnighter in 1987.
Hoffs married director Jay Roach in 1993. The Bangles got back together to write a song for Austin Powers 2, The Spy Who Shagged Me, which Roach directed.
Hoffs sang with Randy Newman at the 2001 Oscars. They performed Newman's "A Fool In Love" from the movie Meet The Parents. Hoffs got the gig because her husband directed the movie.
80's Hits
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