A Vegas Movie Travel Guide [Infographic] - Part 102

A Vegas Movie Travel Guide [Infographic] - Part 102

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At the second last stop at Columbus, her friend Ruth Nichols , who was coming third, had an accident while on a test flight before the race recommenced.

Nichols' aircraft hit a tractor at the start of the runway and flipped over, forcing her out of the race. 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 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 Earhart was engaged to Samuel Chapman, a chemical engineer from Boston; she broke off the engagement on November 23, Putnam had spent a great deal of time together.

Putnam, who was known as GP, was divorced in and sought out Earhart, proposing to her six times before she finally agreed to marry him.

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.

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, she laughed it off. Putnam also learned that he would be called "Mr. George had contracted polio shortly after his parents' separation and was unable to visit as often.

On the morning of May 20, , year-old Earhart set off from Harbour Grace , Newfoundland , with a copy of the Telegraph-Journal , given to her by journalist Stuart Trueman , [90] intended to confirm the date of the flight.

He also played the role of "decoy" for the press as he was ostensibly preparing Earhart's Vega for his own Arctic flight.

The landing was witnessed by Cecil King and T. When a farm hand asked, "Have you flown far? As her fame grew, she developed friendships with many people in high offices, most notably First Lady Eleanor Roosevelt.

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 further pursue her plans to learn to fly.

The two friends communicated frequently throughout their lives. In her final hours, she even relaxed and listened to "the broadcast of the Metropolitan Opera from New York".

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, [] because she had to be careful not to taxi into the throng.

Between and , 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 , recognizing the limitations of her "lovely red Vega" in long, transoceanic flights, Earhart contemplated, in her own words, a new "prize While Earhart was away on a speaking tour in late November , a fire broke out at the Putnam residence in Rye, destroying many family treasures and Earhart's personal mementos.

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.

At Earhart's urging, Putnam purchased a small house in June 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.

This delayed the occupation of their new home for several months. In September , Earhart and Mantz formally established a business partnership that they had been considering since late by creating the short-lived Earhart-Mantz Flying School, which Mantz controlled and operated through his aviation company, United Air Services.

Putnam handled publicity for the school that primarily taught instrument flying using Link Trainers. In , Earhart joined Purdue University as a visiting faculty member to counsel women on careers and as a technical advisor to its Department of Aeronautics.

With financing from Purdue, [Note 17] in July , a Lockheed Electra 10E was built at Lockheed Aircraft Company to her specifications, which included extensive modifications to the fuselage to incorporate many additional fuel tanks.

The plane was built at Lockheed's Burbank, California plant, and after delivery it was hangared at Mantz's United Air Services, which was just across the airfield from the Lockheed plant.

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.

Through contacts in the Los Angeles aviation community, Fred Noonan was subsequently chosen as a second navigator because there were significant additional factors that had to be dealt with while using celestial navigation for aircraft.

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.

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.

During the takeoff run, there was an uncontrolled ground-loop , the forward landing gear collapsed, both propellers hit the ground, the plane skidded on its belly, and a portion of the runway was damaged.

Some witnesses at Luke Field, including the Associated Press journalist, said they saw a tire blow. Some sources, including Mantz, cited pilot error.

With the aircraft severely damaged, the flight was called off and the aircraft was shipped by sea to the Lockheed Burbank facility for repairs.

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 aircraft departed Lae with about gallons of gasoline. One of the recommended schedules was: Earhart used part of the above schedule for the Oakland to Honolulu leg of the first world flight attempt.

The flight from Oakland to Honolulu took 16 hours. During the flight, Noonan may have been able to do some celestial navigation to determine his position.

The Electra had radio equipment for both communication and navigation, but details about that equipment are not clear.

The Electra failed to establish two-way radio communications with Itasca and failed to radiolocate Itasca. Many explanations have been proposed for those failures.

The plane had a modified Western Electric model 13C transmitter. The plane had a modified Western Electric model 20B receiver.

Ordinarily, the receiver covered four frequency bands: The receiver's band selector also selects which antenna input is used; the first two bands use the low frequency antenna, and the last two bands select the high frequency antenna.

It is unknown whether the model 20B receiver had a beat frequency oscillator that would enable the detection of continuous wave transmissions such as Morse code and radiolocation beacons.

Manning, who was on the first world flight attempt but not the second, was skilled at Morse and had acquired an FCC aircraft radiotelegraph license for 15 words per minute in March , just prior to the start of the first flight.

A separate automatic radio direction finder receiver, a prototype Hooven Radio Compass, [] had been installed in the plane in October , but that receiver was removed before the flight to save weight.

The loop antenna is visible above the cockpit on Earhart's plane. Whichever receiver was used, there are pictures of Earhart's radio direction finder loop antenna and its 5-band Bendix coupling unit.

If the RDF equipment was not suitable for that frequency, then attempting such a fix would be operator error and fruitless. The intention is to have the ordinary receive antenna connected to the coupler's antenna input; from there, it is passed on to the receiver.

In the RDFA design, the coupler must be powered on for that design function to work. There were problems with the RDF equipment during the world flight.

The antennas and their connections on the Electra are not certain. It is not certain, but it is likely that the dorsal antenna was only connected to the transmitter i.

Its task was to communicate with Earhart's Electra 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.

In theory, the plane could listen for the signal while rotating its loop antenna. A sharp minimum indicates the direction of the RDF beacon.

The Electra's RDF equipment had failed due to a blown fuse during an earlier leg flying to Darwin; the fuse was replaced. Earhart was also unable to determine a minimum during an RDF test at Lae.

When operated above their design frequency, loop antennas lose their directionality. The equipment originally used a long trailing wire antenna.

The antenna was bulky and heavy, so the trailing wire antenna was removed to save weight. If nothing else had been done, the plane would have been unable to transmit an RDF signal that Itasca could use.

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. The upper bands 4 and 5 could not be used for direction finding.

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.

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: These calls were broken up by static, but at this point the aircraft would still be a long distance from Howland.

Earhart began whistling into the microphone to provide a continual signal for them to home in on. Another Itasca radio log position 2 at 7: 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.

In her last known transmission at 8: We will repeat this message. We will repeat this on kilocycles. 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: 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. The last voice transmission received on Howland Island from Earhart indicated she and Noonan were flying along a line of position running N—S on — degrees which Noonan would have calculated and drawn on a chart as passing through Howland.

Operators across the Pacific and the United States may have heard signals from the downed Electra but these were unintelligible or weak.

Some of these reports of transmissions were later determined to be hoaxes but others were deemed authentic. All of these added to the confusion and doubtfulness of the authenticity of the reports.

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 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 degrees approximately northwest from Howland Island without evidence of the flyers.

Later search efforts were directed to the Phoenix Islands south of Howland Island. The subsequent report on Gardner read: At the western end of the island a tramp steamer of about tons 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.

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.

The official search efforts lasted until July 19, 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.

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.

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, There has been considerable speculation on what happened to Earhart and Noonan.

Most historians hold to the simple "crash and sink" theory, but a number of other possibilities have been proposed, including several conspiracy theories.

Some have suggested that Earhart and Noonan survived and landed elsewhere, but were either never found or killed, making en-route locations like Tarawa unlikely.

Many researchers believe that Earhart and Noonan ran out of fuel while searching for Howland Island, ditched at sea, and perished. The plane would have carried enough fuel to reach Howland with some extra to spare.

The extra fuel would cover some contingencies such as headwinds and searching for Howland. The plane could fly a compass course toward Howland through the night.

From that line, the plane could determine how much further it must travel before reaching a parallel sun line that ran through Howland. With the radio contact, the plane should be able to use radio direction finding RDF to head directly for the Itasca and Howland.

Unfortunately, the plane was not receiving a radio signal from Itasca , so it would be unable to determine an RDF bearing to the ship. Presumably, the plane reached the parallel sun line and started searching for Howland on that line of position.

Have been unable to reach you by radio. We are flying at 1, feet. Navigator and aeronautical engineer Elgen Long and his wife Marie K.

Long devoted 35 years of research to the "crash and sink" theory. His research included the intricate radio transmission documentation.

Safford came to the conclusion, "poor planning, worse execution". Polhemous, the navigator on Ann Pellegreno 's flight that followed Earhart and Noonan's original flight path, studied navigational tables for July 2, , and thought Noonan may have miscalculated the "single line approach" intended to "hit" Howland.

David Jourdan, a former Navy submariner and ocean engineer specializing in deep-sea recoveries, has claimed any transmissions attributed to Gardner Island were false.

The search locations were derived from the line of position — broadcast by Earhart on July 2, In part, we remember her because she's our favorite missing person.

The Gardner Island hypothesis assumes that Earhart and Noonan, having not found Howland Island, would not waste time searching for Howland.

Instead, they would turn to the south and look for other islands. After the Navy ended its search, G.

Putnam undertook a search in the Phoenix Group and other islands, [] but nothing was found. Maude visited Gardner with some potential settlers.

A group walked all the way around the island, but did not find a plane or other evidence. In December , laborers landed on the island and started constructing the settlement.

The search found more bones, a bottle, a shoe, and a sextant box. On September 23, , Gallagher radioed his superiors that he had found a "skeleton Gallagher stated the "Bones look more than four years old to me but there seems to be very slight chance that this may be remains of Amelia Earhardt.

On 4 April , Dr. Hoodless of the Central Medical School examined the bones, took measurements, and wrote a report. Hoodless also wrote "it may be definitely stated that the skeleton is that of a MALE.

In , an analysis of the measurement data by forensic anthropologists found instead that the skeleton had belonged to a "tall white female of northern European ancestry".

A study by American anthropologist Richard Jantz one of the authors of the TIGHAR report estimated the size of Earhart's skeleton based on photographs and reanalyzed the earlier data using modern forensic techniques.

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.

In , a photograph taken in October of the reef at Nikumaroro after her disappearance was enhanced. According to the analysts who viewed it, "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".

TIGHAR's research has produced a range of archaeological and anecdotal evidence supporting this hypothesis. 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".

Further, a review of sonar data concluded it was most likely a coral ridge. In July , staff from the New England Air Museum notified TIGHAR that the unique rivet pattern of the aluminum panel precisely matched the top of the wing of a CB in the museum inventory; [ citation needed ] particularly significant since a CB crashed on a nearby island during World War II and villagers acknowledged bringing aluminum from that wreck to Gardner Island.

In October , original documents were discovered at the National Archives and Records Administration proving the sextant box -- found near the bones on Nikumaroro and alleged to belong to Fred Noonan -- was in the inventory of the USS Bushnell in , well after Earhart's disappearance.

Navy submarine tender outfitted as a hydrographic mapping vessel, visited Nikumaroro to survey the island and its lagoon in A few news articles have considered TIGHAR's theory, and generally consider it the most plausible of the "Earhart survived" theories, although not proven over crash-and-sink.

Another theory is that Earhart and Noonan were captured by Japanese forces, perhaps after somehow navigating to somewhere within the Japanese South Pacific Mandate.

In , CBS Correspondent Fred Goerner published a book claiming that Earhart and Noonan were captured and executed when their aircraft crashed on the island of Saipan , part of the Northern Mariana Islands archipelago.

No independent confirmation has ever emerged for any of these claims. A slightly different version of the Japanese capture hypothesis is not that the Japanese captured Earhart, but rather that they shot down her plane.

In , an archaeological dig at the site failed to turn up any bones. A recent proponent of this theory is Mike Campbell, who published the book Amelia Earhart: The Truth at Last in its favor.

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