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Author Topic: PRACTICING THE EA PARADIGM BY USING THE CHARTS OF FAMOUS PEOPLE  (Read 24648 times)
Rad
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Posts: 18977


« Reply #285 on: Jun 20, 2012, 10:17 AM »

Hi Kristin and All,

We will begin our EA work with Amelia Erhart's chart next Monday. I will be posting an extensive biography of here, some photos, her birth chart, and some links on youtube to various videos of her including some with her own voice on them.

God Bless, Rad
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Wendy
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« Reply #286 on: Jun 20, 2012, 03:23 PM »

Hi Wendy,

Sure we can do that. After we do the EA of Amelia Earhart I will look for a famous person's chart who has those signatures. 

God Bless, Rad

Thanks Rad.
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Gray
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« Reply #287 on: Jun 20, 2012, 06:02 PM »

Hi Rad,

Thank you for continuing this thread. I will be going out of town and have a lot of things to handle in my life in this upcoming time period, but I think I will have some time to work on this next week after you post.  I'll do my best to contribute.

peace,
Gray
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Steven
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Posts: 32


« Reply #288 on: Jun 20, 2012, 07:56 PM »

Just a quick note to confirm that I, too, will be ready to work on the next chart, and am very grateful for the opportunity.

Cheers and thanks,

Steven
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Rad
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« Reply #289 on: Jun 24, 2012, 04:45 PM »

Hi All,

So we can begin anew with an EA analysis of Amelia Earhart. Please focus on the EA paradigm as the core of your analysis in a sequential way: natal Pluto, the S.Node, the location of it's planetary ruler, the polarity point of Pluto, the N.Node, and it's planetary ruler. Of course feel free to add to this core paradigm in any way you feel that it would support your analysis such as the use of the various planetary nodes or various aspects to the core points with the paradigm itself.

Below is an extensive biography of Earhart to serve as the essential context to base your EA analysis upon. Below that are some links to go to YouTube that connect some interesting old video of her including being able to hear her voice on some of them. And some pictures of her as well.

In the past I have stated, in my opinion, the evolutionary states of development of those that we have analyzed so far. This time I would like each of you to try to make your own determination of her evolutionary state based on the biography provided.

If you have any questions please ask me. And, remember, the value is in the effort. I will of course read everyone EA analysis of those who are participating and, when we everyone is done, I will then post my comments about each.

God Bless, Rad

****************************************************************************

Amelia Earhart
From Wikipedia, the free encyclopedia
Amelia Earhart

Amelia Earhart, c. 1935
Born   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   First woman to fly solo across the Atlantic Ocean and setting many aviation records.
Spouse   George P. Putnam

Signature   

Amelia Mary Earhart (/ˈɛərhɑrt/ AIR-hart; July 24, 1897 – disappeared 1937) was a noted American aviation pioneer and author.[1] [N 1] Earhart was the first woman to receive the U.S. Distinguished Flying Cross,[3] awarded for becoming the first aviatrix to fly solo across the Atlantic Ocean.[4] 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.[5] 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.[6][7]

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 2]
 
Amelia Earhart as a child

Amelia Mary Earhart, daughter of German American Samuel "Edwin" Stanton Earhart (born March 28, 1867) and Amelia "Amy" Otis Earhart (1869–1962),[9] 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 Atchison. Amelia was the second child of the marriage, after an infant stillborn in August 1896.[10] Alfred Otis had not initially favored the marriage and was not satisfied with Edwin's progress as a lawyer.[11]

Earhart was named, according to family custom, after her two grandmothers (Amelia Josephine Harres and Mary Wells Patton).[10] From an early age Earhart, nicknamed "Meeley" (sometimes "Millie") was the ringleader while younger sister (two years her junior), Grace Muriel Earhart (1899–1998), nicknamed "Pidge," acted the dutiful follower.[12] Both girls continued to answer to their childhood nicknames well into adulthood.[10] Their upbringing was unconventional since Amy Earhart did not believe in molding her children into "nice little girls."[13] 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.

Early influence

A spirit of adventure seemed to abide in the Earhart children with the pair setting off daily to explore their neighborhood.[N 3] 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.[15] The girls kept "worms, moths, katydids and a tree toad"[16] 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!"[11]

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,[17] Earhart saw her first aircraft at the Iowa State Fair in Des Moines.[18][19] Her father tried to interest her and her sister in taking a flight. One look at the rickety old "flivver" was enough for Earhart, who promptly asked if they could go back to the merry-go-round.[20] She later described the biplane as “a thing of rusty wire and wood and not at all interesting.24] 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."[25]

Earhart graduated from Hyde Park High School in 1916.[26] 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.[17] She began junior college at Ogontz School in Rydal, Pennsylvania but did not complete her program.[27][N 4]

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.[28]

1918 Spanish flu pandemic

When the 1918 Spanish flu pandemic reached Toronto, Earhart was engaged in arduous nursing duties including night shifts at the Spadina Military Hospital.[29][30] She became a patient herself, suffering from pneumonia and maxillary sinusitis.[29] She was hospitalized in early November 1918 owing to pneumonia and discharged in December 1918, about two months after the illness had started.[29] Her sinus-related symptoms were pain and pressure around one eye and copious mucus drainage via the nostrils and throat.[31] In the hospital, in the pre-antibiotic era, she had painful minor operations to wash out the affected maxillary sinus,[29][30][31] 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.[30] She passed the time by reading poetry, learning to play the banjo and studying mechanics.[29] Chronic sinusitis was to significantly affect Earhart's flying and activities in later life,[31] and sometimes even on the airfield she was forced to wear a bandage on her cheek to cover a small drainage tube.[32]

Early flying experiences

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."[33] 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."[34]

By 1919 Earhart prepared to enter Smith College but changed her mind and enrolled at Columbia University signing up for a course in medical studies among other programs.[35] 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."[36] 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, but to reach the airfield Earhart took a bus to the end of the line, then walked four miles (6 km). Earhart's mother also provided part of the $1,000 "stake" against her "better judgement."[37] 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?"[38]
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.[39] 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)[40] by the Fédération Aéronautique Internationale (FAI).[41]

Aviation career and marriage

According to the Boston Globe, Earhart was "one of the best women pilots in the United States," although this characterization has been disputed by aviation experts and experienced pilots in the decades since.[42][43] [N 5] She was an intelligent and competent pilot,[40] but hardly a brilliant aviator, whose early efforts were characterized as inadequate by more seasoned flyers.[45] [N 6] One serious miscalculation occurred during a record attempt that had ended with her spinning down through a cloud bank, only to emerge at 3,000 ft (910 m). Experienced pilots admonished her, "Suppose the clouds had closed in until they touched the ground?"[46] Earhart was chagrined, yet acknowledged her limitations as a pilot and continued to seek out assistance throughout her career from various instructors.[47] By 1927, "Without any serious incident, she had accumulated nearly 500 hours of solo flying – a very respectable achievement."[48]

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.[49] 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.[50]

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.[51] 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.[52] Earhart also flew the first official flight out of Dennison Airport in 1927.[53] As well as acting as a sales representative for Kinner airplanes 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.[54]

1928 transatlantic flight

Amelia Earhart being greeted by Mrs. Foster Welch, Mayor of Southampton, June 20, 1928
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.[55] 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."[56]

While in England, Earhart is reported as receiving a rousing welcome on June 19, 1928, when landing at Woolston in Southampton, England.[57] 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).[58] 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,[59] whom the press had dubbed "Lucky Lindy," some newspapers and magazines began referring to Earhart as "Lady Lindy."[60][N 7] The United Press was more grandiloquent; to them, Earhart was the reigning "Queen of the Air."[61] 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)[62] 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.[62]
The marketing campaign by both Earhart and G.P. Putnam was successful in establishing the Earhart mystique in the public psyche.[63] 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. 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).[61][64] The luggage line that she promoted (marketed as Modernaire Earhart Luggage) also bore her unmistakable stamp. She ensured that the luggage met the demands of air travel; it is still being produced today.[65]

A wide range of promotional items would appear bearing the Earhart "image" and likewise, modern equivalents continue to be marketed.[N 8] A more recent Gap khaki pants ad campaign (1993) featured Earhart's likeness, and was the progenitor of additional modern revivals of her in advertising campaigns, including Apple Computer's "Think Different" advertising campaign (1997).[67]

Promoting aviation

The celebrity endorsements would help Earhart finance her flying.[68] 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.[69] 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.[70] By 1940, it had become Northeast Airlines.

Competitive flying

Although Earhart had gained fame for her transatlantic flight, she endeavored to set an "untarnished" record of her own.[71] 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.[72] 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."[73]

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.[74]

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.[69] 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.[75] 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."[76]

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.[5] 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.[77]

Marriage

For a while Earhart was engaged to Samuel Chapman, a chemical engineer from Boston, breaking off her engagement on November 23, 1928.[78] 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 9] 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 code of faithfulness to me nor shall I consider myself bound to you similarly."[N 10][81][82]

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."[83] 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),[84] a chemical heiress whose father's company, Binney & Smith, invented Crayola crayons:[85] the explorer and writer David Binney Putnam (1913–1992) and George Palmer Putnam, Jr. (born 1921).[86] 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.

1932 transatlantic solo flight  

At the age of 34, on the morning of May 20, 1932, Earhart set off from Harbour Grace, Newfoundland with the latest copy of a local newspaper (the dated copy was intended to confirm the date of the flight). She intended to fly to Paris in her single engine Lockheed Vega 5B to emulate Charles Lindbergh's solo flight.[87][N 11] 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."[90] The site now is the home of a small museum, the Amelia Earhart Centre.[91]

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 1933–1945. 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 12] 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.[93]

Other solo flights

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[94] 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."[94]

That year, once more flying her faithful Vega which Earhart had tagged "old Bessie, the fire horse,"[N 13] 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[96] 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).[97] 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"[98] and violent thunderstorms that plagued the race.

Between 1930–1935, 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."[99] For the new venture, she would need a new aircraft.

Move to California

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.[100] 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.[101][N 14] 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 home 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.[102][103] 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.[104]

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.[105]

1937 world flight: Planning  

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.[98][N 15] 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 16] 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.[107] 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 plant in which it had been built.[108]
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.[109] 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.[106]

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.[110][111] 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.[112][N 17] 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.

First attempt

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 and during the takeoff run, Earhart ground-looped. The circumstances of the ground loop remain controversial. Some witnesses at Luke Field including the Associated Press journalist on the scene said they saw a tire blow.[113] 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.[113] With the aircraft severely damaged, the flight was called off and the aircraft was shipped by sea to the Lockheed facility in Burbank, California for repairs.[114]

Second attempt

While the Electra was being repaired Earhart and Putnam secured additional funds and prepared for a second attempt. This time flying west to east, the second attempt began with an unpublicized flight from Oakland to Miami, Florida, and after arriving there Earhart publicly announced her plans to circumnavigate the globe. The flight's opposite direction was partly the result of changes in global wind and weather patterns along the planned route since the earlier attempt. Fred Noonan was Earhart's only crew member for the second flight. They departed Miami on 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 all be over the Pacific.

Departure from Lae

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 United States Coast Guard cutter 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.

Final approach to Howland Island

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 18] Some sources have noted Earhart's apparent lack of understanding of her Bendix direction-finding loop antenna, which at the time was very new technology. Another cited cause of possible confusion was that the USCG cutter Itasca and Earhart planned their communication schedule using time systems set a half hour apart (with Earhart using Greenwich Civil Time (GCT) and the Itasca under a Naval time zone designation system).[115]
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.

Radio signals

During Earhart and Noonan's approach to Howland Island the Itasca received strong and clear voice transmissions from Earhart identifying as KHAQQ but she apparently was unable to hear voice transmissions from the ship. At 7:42 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 controversial. If transmissions were received from the Electra, most if not all were weak and hopelessly garbled. Earhart's voice transmissions to Howland were on 3105 kHz, a frequency restricted to aviation use in the United States by the FCC.[N 19] 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 20]

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 21] 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 22]

Some of these transmissions were hoaxes but others were deemed authentic. Bearings taken by Pan American Airways stations suggested signals originating from several locations, including Gardner Island.[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 23][127][N 24] Sporadic signals were reported for four or five days after the disappearance but none yielded any understandable information.[128][N 25] The captain of the 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]

Search efforts

Beginning approximately one hour after Earhart's last recorded message, the USCG Itasca undertook an ultimately unsuccessful search north and west of Howland Island based on initial assumptions about transmissions from the aircraft. The United States Navy soon joined the search and over a period of about three days sent available resources to the search area in the vicinity of Howland Island. The initial search by the Itasca involved running up the 157/337 line of position to the NNW from Howland Island. The Itasca then searched the area to the immediate NE of the island, corresponding to the area, yet wider than the area searched to the NW. Based on bearings of several supposed Earhart radio transmissions, some of the search efforts were directed to a specific position 281 degrees NW of Howland Island without finding land or evidence of the flyers.[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, 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 26] 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 27] Despite an unprecedented search by the United States Navy and Coast Guard no physical evidence of Earhart, Noonan or the Electra 10E was found. The United States Navy aircraft carrier Lexington and battleship Colorado, 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 "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]

Theories on Earhart's disappearance

Many theories emerged after the disappearance of Earhart and Noonan. Two possibilities concerning the flyers' fate have prevailed among researchers and historians:

                                                 Crash and sink theory

Many researchers believe the Electra ran out of fuel and Earhart and Noonan ditched at sea. Navigator and aeronautical engineer Elgen Long and his wife Marie K. Long devoted 35 years of exhaustive research to the "crash and sink" theory, which is the most widely accepted explanation for the disappearance.[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.[115] 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."[115] 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."[115]

                                                      Gardner Island hypothesis

Immediately after Earhart and Noonan's disappearance, the United States Navy, Paul Mantz and Earhart's mother (who convinced G.P. Putnam to undertake a search in the Gardner Group)[147] all expressed belief the flight had ended in the Phoenix Islands (now part of Kiribati), some 350 miles (560 km) southeast of Howland Island.

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.[148] In 1988, The International Group for Historic Aircraft Recovery (TIGHAR) initiated their project to investigate the Earhart/Noonan disappearance and since then has sent six[149] expeditions to the island. 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, arrived at then-uninhabited Gardner Island (now Nikumaroro) in the Phoenix group, landed on an extensive reef flat near the wreck of a large freighter (the SS Norwich City) and ultimately perished.

TIGHAR's research has produced a range of documented archaeological and anecdotal evidence supporting this hypothesis.[151][152] 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.[153] However, in 1998 an analysis of the measurement data by forensic anthropologists indicated the skeleton had belonged to a "tall white female of northern European ancestry." The bones themselves were misplaced in Fiji long ago and have not been found.[154]

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.[155]
Artifacts discovered by TIGHAR on Nikumaroro have included improvised tools, an aluminum panel (possibly from an Electra), 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.[156] [N 28] The evidence remains circumstantial, but Earhart's surviving stepson, George Putnam Jr., has expressed support for TIGHAR's research.[157]

In 2007, a TIGHAR expedition visited Nikumaroro searching for unambiguously identifiable aircraft artifacts and DNA. The group included engineers, technical experts and others.[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]

Myths, urban legends and unsupported claims

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.

Spies for FDR

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.[151][N 29] 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.[161]

Saipan claims

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.[162][163] [N 30][164] [N 31] In 2009, an Earhart relative stated that the pair died in Japanese custody, citing unnamed witnesses including Japanese troops and Saipan natives.[165] He said that the Japanese cut the valuable Lockheed aircraft into scrap and threw the pieces into the ocean.[165]

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. 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.[166] 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.[167] Purported photographs of Earhart during her captivity have been identified as either fraudulent or having been taken before her final flight.[168]

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.[169]

Tokyo Rose rumor

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.[170]

New Britain

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.[171] 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.[172] Angwin, who was a corporal in the 11th Battalion at the time,[173] 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. [172]

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:
•   a 600 hp (450 kW) Pratt & Whitney R-1340-S3H1 model engine and;
•   "Constructor’s Number 1055", an airframe identifier.

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.[172]
Pacific Wrecks, a website that documents World War II-era aircraft crash sites, notes that no other Electra has been reported lost in or around Papua New Guinea.[174] The site, however, also questions whether Earhart could have been so far from Howland and points out that the R-1340-S3H1 may have been from a USAAF B-17E (41-2429; nicknamed "Why Don't We Do This More Often") reported to have exploded in mid-air over the area on August 7, 1942.[174]

Assuming another identity

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.[175][176] 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.[177]

Legacy

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.[178]
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.[179][180]
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.[181]

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.[182]

                                                  Records and achievements

•   Woman's world altitude record: 14,000 ft (1922)
•   First woman to fly the Atlantic (1928)
•   Speed records for 100 km (and with 500 lb (230 kg) cargo) (1931)
•   First woman to fly an autogyro (1931)
•   Altitude record for autogyros: 15,000 ft (1931)
•   First person to cross the U.S. in an autogyro (1932)
•   First woman to fly the Atlantic solo (1932)
•   First person to fly the Atlantic twice (1932)
•   First woman to receive the Distinguished Flying Cross (1932)
•   First woman to fly nonstop, coast-to-coast across the U.S. (1933)
•   Woman's speed transcontinental record (1933)
•   First person to fly solo between Honolulu, Hawaii and Oakland, California (1935)
•   First person to fly solo from Los Angeles, California to Mexico City, Mexico (1935)
•   First person to fly solo nonstop from Mexico City, Mexico to Newark, New Jersey (1935)
•   Speed record for east-to-west flight from Oakland, California to Honolulu, Hawaii (1937)[183]


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                                                                      Links

http://www.youtube.com/watch?v=dAP9IBnYlm4

http://www.youtube.com/watch?v=DFMcznr76_M&feature=related

http://www.youtube.com/watch?v=GaMp5SibXRk&feature=related

http://www.youtube.com/watch?v=o8P95xkwgSE&feature=related

The voice of Amelia Earhart

http://www.youtube.com/watch?v=SpLUlBMZG2s

http://www.youtube.com/watch?v=hkbMpmV9Te8

http://www.youtube.com/watch?v=2yX83mJ-Wmk&feature=related
 


* Earhart.jpg (119.81 KB, 1821x1014 - viewed 168 times.)

* 170px-AE_and_Vega.jpg (10 KB, 170x225 - viewed 96 times.)

* 200px-EarhartBook.jpg (16.46 KB, 200x310 - viewed 96 times.)

* amelia-aviatrix-1920s-sized.jpg (43.87 KB, 329x418 - viewed 95 times.)
« Last Edit: Jun 24, 2012, 04:52 PM by Rad » Logged
ari moshe
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Posts: 1226


« Reply #290 on: Jun 28, 2012, 05:29 PM »

Hi all, Rad
Something strange is happening that has never happened before.
First I created a long document on word that somehow got an error and was automatically deleted from my computer.

And then today I was interpreting her chart here on this mb and suddenly my internet server went blank and I lost everything! I'm just going to keep on going anyway bc I am learning each time I start again. I just wanted to share that!
With love,
am
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Rad
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Posts: 18977


« Reply #291 on: Jun 29, 2012, 07:16 AM »

Hi Ari,

I have had such things happen before too. Thanks for sharing and for your determination to keep going any way.

God Bless, Rad

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Gray
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Posts: 129


« Reply #292 on: Jun 29, 2012, 02:57 PM »

Rad and all,
also thought i'd update y'all that i have not been able to make the time so far- i'm in a process of moving right now- things will start to be settling down so i'm hoping to get involved with Amelia interpretation and i'll do the best i can- not sure if i'll make it into this first round, but the fact no one has actually posted yet makes me wonder if i will end up being able to afterall (though i'm sure many people have extensive writing or research already completed unlike me!). i've seen the chart and just have been thinking about it so far.
peace
Gray
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ari moshe
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Posts: 1226


« Reply #293 on: Jun 29, 2012, 05:21 PM »

Hi all

First my estimate of her ea stage is well established within third individuated. The reasons for this is her integration within society while maintaining a strong sense of individuality that is non concerned with consensus opinion.

She started an organization for woman aviators and was the first president of that organization.
While she promoted certain clothing lines, its clear that the main intent was linked to the feminism at that time - to demonstrate that woman can do what men can do.
Lastly, her letter to Putnam when she was married speaks for itself:
Quote
I want you to understand I shall not hold you to any midaevil code of faithfulness to me nor shall I consider myself bound to you similarly.

Before I move into the chart one meaningful thing to point out was just the nature of the times that she incarnated. Her rise to fame during the 30's coincided with the last Uranus Pluto square. Great social/political/economic changes were happening everywhere at that time. Relative to her nn in Aquarius in the 10th house a part of her soul's purpose was to instigate, head start (Pallas athene in 1st squaring that node) a new consciousness within society according to the times.

Also the profound meaning of her name - I love how the soul is reflected and pointed to through the ego, and also, in some way, through the actual name! So beautiful. AIR (Aqauarius) HEART (Leo).

Now I will attempt to understand the nature of this soul - what were the past dynamics that have lead to the life of Amelia Earhart, and what were the evolutionary requirements and purpose of the life of Amelia Earhart.

This soul has come into this world, it seems many times, with a special purpose that she was to embody that was specific to the nature of her own identity - 4th house sn - ruler of 4th house Moon balsamic with Pluto in the second. The balsamic conjunction between the Sun and the sn that it rules implies that this has been a theme for many lifetimes. It is based on this, and the fact that the Chiron skipped step is integrated through the 4th house sn, and that even though Pallas Athene is clearly integrated through the nn in the 10th, there is still an ultimate linkage back to the 4th house by way of the ruler of the nn, Uranus, being ruled by Pluto which itself is ruled by Mercury which brings us back to the 4th house sn.

So given all of this, my sense is that she has incarnated many lifetimes as a woman, and yet has had an important role and purpose to play in society regarding the very nature of her gender identity. These female incarnations have likely been preceded by many other lives as a man.
She has at one point in the past been a matriarchal leader within matriarchal tribes - and I think the geodetic zone near Japan and surrounding islands was where a lot of that may have happened - with all the Leo energy in her 4th. Interesting to note that where she last disappeared was either in the Leo zone, or if she was close to Howland Island then it was in the Virgo zone. Nonetheless the politics of that time were heavily concerned with Japan (pre world war 2) and this is just before the famous pearl harbor.
 
The Moon, ruler of her strong 4th house, is in Gemini in 2nd balsamic to Pluto. She has been establishing for herself a sense of who she is, independent of what others think of her for a long time, fruitive self confidence of the sn/sun and the nn in Aquarius - and yet the evolutionary requirement has been to release any kind of identity structure that keeps her from her own evolution (Moon Pluto). She has come in with a deep sense of self reliance and dependence on her own self – and the nature of her own self being deeply rooted in her own gender empowerment. I think the main challenge in the past has had to do with living two lives. One as someone who was likely famous to some degree - for better or for worse - and the other life much more individuated, secret, actualizing her own pursuits, interests, studies. This soul has essentially been fascinated with learning, mechanics, mathematics - all this with the gemini and the square to Jupiter Mars in Virgo in the 5th house pointing to a past of having internalized and actualized knowledge in a practical and useful way - and that it is something she was known for.

The Mercury Gemini archetypes in her chart implies prior lives of playing the role of a man – sort of like a joan of arc situation, but I don't know if it was totally hidden. Joan of arc herself had Pluto in Gemini squaring the nodes, with its ruler Mercury in Capricorn squaring the Aries MC. Amelia had a repetition of similar themes to some extent – Mercury on the sn ruling the highly internalized and self reliant second house dynamics – that Mercury is squaring Pallas Athene on the AC (Aries energy) which in turn squares the nn in the 10th house.

The sn of Mercury is in Leo in the 5th house - one of the dynamics I think this points to is this soul's ability to put on a show and to be very believable. So either she was literally playing the role of a man in secret, or she was literally putting on some sort of show that involved gender switching and putting on the clothing of a man.

The sn of Mercury squares Saturn Uranus. That Saturn Uranus is an absolute balsamic conjunction - and they also square Juno in Leo in the 5th. I think the main dynamic here is where she has played a special role which has involved the capacity to put on different hats in different situations - and yet has also been entrapped and limited by various partners in the past. These were men who were fundamentally threathened by her own empowerment and self reliance - thus they have tried to own her and control her - to commodify her. This has been the prime cause for her need to live two lives. Relative to Pallas Athene in Taurus on the AC squaring the nn in the 10th, which itself is ruled by Uranus, this soul has literally fought in the past for issues that relate to woman and equal (7th house) rights. All this being said I look forward to hearing what the perspective on her Amazone is since I am not too familiar with that archetype yet.

She has also played the role of a priestess of some sort – that dynamic speaks strongly in her chart as implied by Vesta in Leo on the sn in the 4th house – and the matriarchal role of sacred sexuality and initiation rights have been very strong in this soul’s history. I think that’s a big thing for this soul since the 4th house, being ruled by the Moon is in Gemini in the second house balsamic to Pluto – this soul knows her own inner feminine, she is incredibly intimate with it (Unless I am completely wrong about her having been a woman n the past). And to honor that and preserve her self-worth has meant to weed out from her life invasive energies from other people, Pluto rules 7th house. In lifetimes where she has played a sacred feminine role in her tribe, in her community, gradually other men began to seek to posess her.

The essence of this soul is self reliance – reliance on her own inteliigence and her own capacity to actualize her own capacities in this world, on her own. The tension that has come to this soul has been by way of the relationships and social projections. She has thus learned to keep internally isolated from others – even while in relationship – in order to preserve her own self worth and security. This has created a deep sense of inner self reliance, but also at the core a deep loneliness – this Moon dynamic here means this life had the intention to bring to a close this very pattern of her inner life being fundamentally different than her outer life – symbolizing the great stress within the soul to recognize itself in a way that is more in alignment with her true identity. Libra is intercepted in the 6th house and Venus is in Gemini in the second in a balsamic conjunction with Neptune. It squares Mars in Virgo with Jupiter in the 5th. Mars rules Aries which is also intercepted in the 12th house. My understanding of this is that in the past, her personal life and destiny was linked to larger than life causes and that relationships have been the source of great disillusionment and confusion for this soul. The intention has been for her to develop discrimination (6th house) relative to how she shares herself with others, who she lets in and who she doesn’t – and to realize that any relationship she is in requires effort to learn of each other’s needs.

The Venus Neptune is inconjunct Saturn Uranus in Scorpio in the 7th – which is then again ruled by Pluto in the second. This brings in the natural 2nd house 7th house crisis dynamic – relating to others and a GREAT ability to make things seem peaceful and easy, yet cyclically experiencing a crisis between supplying for her own needs and the needs she has for partnership and intimacy. This has also manifested as a crisis of contracts (Saturn) that she has broken or liberated from (Uranus) relative to the need to be in control of her own life especially when with controlling partners.

A skipped step dynamic has developed via her relationships – where she has been attracted to certain people on the basis of what they can give her – this is the Scorpio ruled by her own Pluto in the second – self interest. She lied and was dishonest about her own nature, her actual desires and created dependencies. As a result she has not been able to actually meet other people’s needs in relationship because she has had such a strong focus on her own self preservation. This has lead to attracting partners that had needs that she simply couldn’t meet – relative to the square to the 4th house, there has been patterns of people attaching themselves to her identity and she herself becoming attached to them as well – but lacking in true intimacy/growth. Based on those attachments she has then sought to free herself from these relationships.

And yet because of past actions, where she has abandoned various partners (possibly as a man) based on a narcissistic self importance and need to be glorified as such – she has developed a natural guilt and comes into the life of Amelia desiring to enter into relationship while maintaining a deep sense of emotional self reliance so that she is not becoming too dependent or the partner not becoming too dependent on her.

On the flip side she has also experienced violation and trauma through her relationships – where her own basic needs were not met but rather has attracted partners who invalidated her actual reality and used her for their own means. The sn of Chiron is right there on her Pallas Athene – so there has been a strong story in the past of her needing to break free from all kinds of limiting relationships and marriage contracts and to, on her own, feeling perhaps incapable, wounded and rejected by society – to become her own person. She has had a strong sense of purpose to do this, an inner inspiration (Pallas) in the past. And yet because of the persecution, social rejection (Aquarius 10th) she has been blocked from completing her mission – this would have manifested as having died, perhaps having been killed too early for the work to be completed.

Interesting that in this life, while she had in fact resolved SOME of the skipped step dynamics, it was not entirely complete – and her life did in fact end early (1st house).

One evolutionary purpose of the current life has been to share herself with another while having the freedom to be herself and actualize her own role in this world. The Pluto polarity point here means being honest about her actual soul nature - not secluding herself by way of knowing how to act, speak and behave. This means being with someone that will completely honor and support her own purpose. The necessary step for her to take, which I think she did in fact take to some extent, is to be with someone that will enable her that freedom, and for that someone to honor her own inherent power (Leo in the 4th) which did happen to some extent. I see the next step being able to be with another soul with whom greater intimacy and emotional support can be established, for within this soul there has been a deep dependency placed on herself to the point that being vulnerable with another is something that would not come easy, and yet is a necessary stage for her evolution – 7th house squaring the 4th as there simply are unresolved needs that can only be filled through relationships. She simply has a deep need to be loved unconditionally, and accepted for who she is (Chiron in the 7th).

One more note on gender. I really can also see strong lives as a man and I really acknowledge I may be off with all that I have said so far. With the sn of Saturn and Pluto of course right there on her MC – and all that ruled by Saturn in a cardinal house shows of prior lives of having had social authority in this world. And yet it’s the fact of such strong balsamic conditions relating to her 4th house (Sun with sn) and her Moon (with Pluto) makes me think that she has been doing the woman thing for a long time. However one more dynamic t speak of in this interpretation is her full phase Saturn Moon. This means that in relatively recent lives her soul has reached a point of socially demonstrating its own identity in a way that can be integrated into society – which means balancing between who it has known itself to be, and the needs and realities of the society/country/families it has come in to. This to me implies that perhaps that is when the gender switch to woman began (in a recent past life as symbolized by a past full phase opposition) and that being a woman is relatively new. I feel uncertain about this.

There are many theories out there about her death and one idea is she was a spy for the government in pre WWII politics to spy on Japan. If that were the case I would really question my estimation of her ea stage – it would seem to me she would be first individuated, which I can also see an argument for. Interestingly, the argument that she landed on Saipan would put that destination within the Leo geodetic zone, which feels more karmicly resonant with her chart.

With the nn in Aquarius in the 10th and Uranus in the 7th in Scorpio I can see a natural desire within this soul to cut the slate clean and literally live in a different country and to be free from all the restrictive and oppressive social constructs of inequality. But I don’t know how she would pull that off. I have no clear perspective on her death or the rest of her life other than the clear correlation that this soul will fundamentally from within herself not resonate with the structure of government – and if the government was using her in anyway, I can imagine that this soul would feel conflicted from within in a deep way. I look forward to gaining more insight about all of this.

The ultimate destiny, with the nn in Aquarius in the 10th and Uranus in Scorpio in the 7th with Saturn and then ruled by Pluto with a strong stellium in Gemini in the 7th - squaring the sn of Venus and Mars Jupiter in Virgo is for this soul to liberate from any structure of society that inhibits her own freedom and to initiate relationships, and a way of being in relationship with others - including her own country, saturn 10th house, that is a reflection of her own innate individuatlity. This will all be actualized via the strong inner wealth of knoweldge, focused and developed skill and self reliance inherent within the soul. Integrating Pallas Athene is done in that way as well - thus she becomes an activist for something greater than herself, that she is inspired to do from "on high". In that sense, her life was meant to be an agent, a poster soul for liberation. The Pluto polarity point here is activated as she is bold enough to completely share her true nature with the world - thus stepping outside the well of isolation and stagnation - this ultimately brings balanced relationships into her life by way of her choice to be a group of one in this world, at all costs. I still cannot answer or understand the nature of the end of her life with all of this.

This will be all for now. I will carefully integrate the feedback and I get and study what everyone else writes! I will be in the woods from Monday until the following weekend. Thank you and Goddess bless,
Ari Moshe

« Last Edit: Jul 01, 2012, 07:29 AM by ari moshe » Logged
ari moshe
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« Reply #294 on: Jul 01, 2012, 07:33 AM »

Hi Rad, As of this morning I made a couple edits. I'm still thinking about this chart and there is a part of me that wants to delete all that I have written because I know I could do a better job and find more clarity - If I can I will rewrite this by the end of the day. Otherwise I will keep this up and surrender my efforts here.

Thank you again, God bless
am
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Wendy
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« Reply #295 on: Jul 02, 2012, 09:34 AM »

Hi Rad and All,

With so many intense planetary influences directly influencing my life, along with the 'sudden' storm that recently blew through MD, DC, VA area, I have not focused on this thread.  Most of the region is without electricity--looks like it will be a week or so.  As things settle down and I am able to focus on going deep with Amelia's chart I would like to participate.

All the best,
Wendy

« Last Edit: Jul 02, 2012, 09:59 AM by Wendy » Logged
Rad
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« Reply #296 on: Jul 02, 2012, 09:49 AM »

Hi Gray and Wendy,

Please go ahead with your intent of doing the EA of Amelia. Seems like many others are needing more time too. For those who are planning on doing this chart, yet need more time, please let me know.

God Bless, Rad
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Wendy
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« Reply #297 on: Jul 02, 2012, 10:34 AM »

Thanks Rad. 

To be more specific, it may take me a few weeks before I post anything.

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Rad
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« Reply #298 on: Jul 03, 2012, 07:00 AM »

Expedition out to solve Earhart’s 1937 disappearance

By Agence France-Presse
Tuesday, July 3, 2012 2:06 EDT

HONOLULU — Seventy-five years after Amelia Earhart disappeared over the Pacific, a research team plans to leave Tuesday on an expedition to solve the mystery over the pioneering aviatrix’s fate.

The International Group for Historic Aircraft Recovery (TIGHAR) is heading to Nikumaroro island in Kiribati to try to establish whether Earhart survived the apparent crash of her aircraft three quarters of a century ago.

“She did not go down at sea. She was on land, and we think we know what land she was on, and where to search in the water for what’s left of the plane,” the group’s head Richard Gillespie told CNN Monday.

The expedition will use state-of-the-art technology, including a multi-beam sonar to map the ocean floor and a remote-controlled device similar to one that found the black boxes from the Rio-to-Paris Air France flight that crashed into the South Atlantic in 2009.

A cargo ship carrying the equipment and a crew of about 20 scientists will depart Hawaii to explore over 10 days both the island and an underwater reef slope at its west end.

“This is the hi-tech deep water search we’ve long wanted to do but could never afford,” the search team said on its website.

The expedition team originally planned to set sail on July 2, the exact day when Earhart vanished in 1937 aboard her twin-engine Lockheed Electra.

But the launch had to be postponed by one day to allow time for a Kiribati customs official to reach Hawaii and accompany the voyage.

Earhart, 39, was flying with navigator Fred Noonan during the final stage of an ambitious round-the-world flight along the equator at the time that her plane disappeared.

The holder of several aeronautical records — including the first woman to cross the Atlantic by air — Earhart had set off from New Guinea to refuel at Howland Island for a final long-distance hop to California.

In what turned out to be her final radio message, she declared she was unable to find Howland and that fuel was running low.

Several search-and-rescue missions ordered by then-president Franklin Roosevelt turned up no trace of Earhart or Noonan, who were eventually presumed dead at sea.

Conspiracy theories flourished, including one contending that Earhart was held by Japanese imperial forces as a spy. Another claimed she completed her flight, but changed her identity and settled in New Jersey.

Aircraft debris reportedly was found by island residents in subsequent years, but the TIGHAR research team is operating on the hypothesis that the aircraft landed safely on the reef and remained there for several days before being washed over the edge by rising tides and surf.

TIGHAR suspects that Earhart and Noonan reached Gardner Island — at the time a British possession and now known as Nikumaroro — and managed to survive for an unknown period of time.

Nikumaroro is the staging ground for the effort to locate and photograph any wreckage from Earhart’s plane that might still exist.

The uninhabited coral atoll is a mere 3.7 miles (six kilometers) long by 1.2 miles (two kilometers) wide, and is about 300 miles (480 kilometers) southeast of Howland Island.

Gillespie, TIGHAR’s executive director, told AFP that if debris is found, it will not be gathered, but will be photographed and its location carefully documented for a future expedition.

The search team is being accompanied by a three-person camera crew who will film the expedition for a planned television special later this year.


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Kristin
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« Reply #299 on: Jul 03, 2012, 08:11 AM »

Hi Rad and all,

Wow interesting timing of the above article..very serendipitous...transits are timely too with Pluto trining her Mars/Jupiter..Mars approaching her south node of Mars and Jupiter in Gemini on its ways to contact her Moon,Pluto etc...also Uranus trining her South Node Sun and Mercury (the new technology could finally help resolve this)..would be incredible after all this time if more answers were found..thanks for sharing this!

I am hoping to post as well but do need some more time..

Peace,
Kristin
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