Amelia Earhart
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Amelia Mary Earhart (Template:IPAc-en Template:Respell; born July 24, 1897; disappeared July 2, 1937; declared dead January 5, 1939) was an American aviation pioneer. On July 2, 1937, she disappeared over the Pacific Ocean while attempting to become the first female pilot to circumnavigate the world. During her life, Earhart embraced celebrity culture and women's rights, and since her disappearance has become a global cultural figure. She was the first female pilot to fly solo non-stop across the Atlantic Ocean and set many other records.Template:Sfn She was one of the first aviators to promote commercial air travel, wrote best-selling books about her flying experiences, and was instrumental in the formation of the Ninety-Nines, an organization for female pilots.Template:Sfn
Earhart was born and raised in Atchison, Kansas, and developed a passion for adventure at a young age, steadily gaining flying experience from her twenties. In 1928, she became a celebrity after becoming the first female passenger to cross the Atlantic by airplane. In 1932, she became the first woman to make a nonstop solo transatlantic flight, and was awarded the Distinguished Flying Cross for her achievement.Template:Sfn In 1935, she became a visiting faculty member of Purdue University as an advisor in aeronautical engineering and a career counselor to female students. She was a member of the National Woman's Party and an early supporter of the Equal Rights Amendment.<ref>"Timeline: Equal Rights Amendment, Phase One: 1921–1972." Template:Webarchive feminism101.com. accessed: June 4, 2012.</ref><ref>Francis, Roberta W."The History Behind the Equal Rights Amendment." equalrightsamendment.org, July 21, 2011. accessed: June 4, 2012.</ref> She was one of the most inspirational American figures from the late 1920s and throughout the 1930s. Her legacy is often compared to that of the early career of pioneer aviator Charles Lindbergh, as well as First Lady Eleanor Roosevelt for their close friendship and lasting influence on women's causes.
In 1937, during an attempt to become the first woman to complete a circumnavigational flight of the globe, flying a Lockheed Model 10-E Electra airplane, Earhart and her navigator Fred Noonan disappeared near Howland Island in the central Pacific Ocean. The two were last seen in Lae, New Guinea, their last land stop before Howland Island, a very small location where they were intending to refuel. It is generally believed that they ran out of fuel before they found Howland Island and crashed into the ocean near their destination.<ref>Template:Cite journal</ref> Nearly one year and six months after she and Noonan disappeared, Earhart was officially declared dead. She would have been 41 years of age.
The mysterious nature of Earhart's disappearance has caused much public interest in her life. Her airplane has never been found, which has led to speculation and conspiracy theories about the outcome of the flight. Decades after her presumed death, Earhart was inducted into the National Aviation Hall of Fame in 1968 and the National Women's Hall of Fame in 1973. Several commemorative memorials in the United States have been named in her honor; these include a commemorative US airmail stamp, an airport, a museum, a bridge, a cargo ship, an earth-fill dam, a playhouse, a library, and multiple roads and schools. She also has a minor planet, planetary corona, and lunar crater named after her. Numerous films, documentaries, and books have recounted Earhart's life, and she is ranked ninth on Flying's list of the 51 Heroes of Aviation.<ref name=FlyingMag/> Template:Toclimit
Early life
Childhood
Amelia Mary Earhart was born on July 24, 1897, in Atchison, Kansas, as the daughter of Samuel "Edwin" Stanton Earhart (1867–1930) and Amelia "Amy" Earhart (Template:Née; 1869–1962).<ref>"A/E11/M-129, Earhart, Amy Otis, 1869–1962. Papers, 1944, n.d.: A Finding Aid." Harvard University Library., September 1, 2006. (archived). accessed: June 3, 2012.</ref> Amelia was born in the home of her maternal grandfather Alfred Gideon Otis (1827–1912), who was a former judge in Kansas, the president of Atchison Savings Bank, and a leading resident of the town.<ref name=":1">Template:Cite book</ref> Earhart was the second child of the marriage after a stillbirth in August 1896.Template:Sfn She was of part-German descent; Alfred Otis had not initially favored the marriage and was not satisfied with Edwin's progress as a lawyer.Template:Sfn
According to family custom, Amelia Earhart was named after her two grandmothers Amelia Josephine Harres and Mary Wells Patton.Template:Sfn From an early age, Amelia was the dominant sibling while her sister Grace Muriel Earhart (1899–1998), two years her junior, acted as a dutiful follower.<ref>"Grace Muriel Earhart Morrissey." Template:Webarchive The Ninety-Nines. accessed: June 3, 2012.</ref> Amelia was nicknamed "Meeley" and sometimes "Millie", and Grace was nicknamed "Pidge"; both girls continued to answer to their childhood nicknames well into adulthood.Template:Sfn Their upbringing was unconventional; Amy Earhart did not believe in raising her children to be "nice little girls".Template:Sfn The children's maternal grandmother disapproved of the bloomers they wore, and although Amelia liked the freedom of movement they provided, she was sensitive to the fact the neighborhood's girls wore dresses.
The Earhart children seemed to have a spirit of adventure and would set off daily to explore their neighborhood.Template:Sfn As a child, Amelia Earhart spent hours playing with sister Pidge, climbing trees, hunting rats with a rifle, and sledding downhill.<ref name=":2">"American Experience: Amelia Earhart Program Transcript." americanexperience, April 12, 2012. accessed: September 23, 2017.</ref> Some biographers have characterized the young Amelia as a tomboy.Template:Sfn The girls kept worms, moths, katydids and a tree toad they gathered in a growing collection.Template:Sfn In 1904, with the help of her uncle, Amelia Earhart constructed a home-made ramp that was fashioned after a roller coaster she had seen on a trip to St. Louis, Missouri, and secured it to the roof of the family tool shed. Following Amelia's well-documented first flight, she emerged from the broken wooden box that had served as a sled with a bruised lip, a torn dress and a "sensation of exhilaration", saying: "Oh, Pidge, it's just like flying!"Template:Sfn
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,<ref name="Biography">"Biography. Template:Webarchive The Official Website of Amelia Earhart (The Family of Amelia Earhart). accessed: June 4, 2012.</ref> Amelia saw her first aircraft at the Iowa State Fair in Des Moines.Template:SfnTemplate:Sfn Their father tried to interest his daughters in taking a flight but after looking at the rickety "flivver", Amelia promptly asked if they could go back to the merry-go-round.Template:Sfn She later described the biplane as "a thing of rusty wire and wood and not at all interesting".Template:Sfn
Education
Sisters Amelia and Grace—who from her teenage years went by her middle name Muriel—Earhart remained with their grandparents in Atchison while their parents moved into new, smaller quarters in Des Moines. During this period, the Earhart girls received homeschooling from their mother and a governess. Amelia later said she was "exceedingly fond of reading"Template:Sfn and spent many hours in the large family library. In 1909, when the family was reunited in Des Moines, the Earhart children were enrolled in public school for the first time and Amelia, 12, entered seventh grade.<ref>Template:Cite web</ref>
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The Earhart family's finances seemingly improved with the acquisition of a new house and the hiring of two servants, but it soon became apparent Edwin was an alcoholic. In 1914, he was forced to retire; he attempted to rehabilitate himself through treatment but the Rock Island Railroad never reinstated him. At about this time, Earhart's grandmother Amelia Otis died, leaving a substantial estate that placed her daughter's share in a trust, fearing Edwin's drinking would exhaust the funds. The Otis house was auctioned along with its contents; Amelia later described these events as the end of her childhood.Template:Sfn
In 1915, after a long search, Edwin Earhart found work as a clerk at the Great Northern Railway in St. Paul, Minnesota, where Amelia entered Central High School as a junior. Edwin applied for a transfer to Springfield, Missouri, in 1915, but the current claims officer reconsidered his retirement and demanded his job back, leaving Edwin Earhart unemployed. Amy Earhart took her children to Chicago, where they lived with friends. Amelia canvassed nearby high schools in Chicago to find the best science program; she rejected the high school nearest her home, complaining the chemistry lab was "just like a kitchen sink".Template:Sfn She eventually enrolled in Hyde Park High School but spent a miserable semester for which a yearbook caption noted: "A.E.—the girl in brown who walks alone".Template:Sfn
Amelia Earhart graduated from Hyde Park High School in 1916.Template:Sfn Throughout her childhood, she had continued to aspire to a future career; she kept a scrapbook of newspaper clippings about successful women in male-dominated careers, including film direction and production, law, advertising, management, and mechanical engineering.<ref name="Biography" /> She began junior college at Ogontz School in Rydal, Pennsylvania, but did not complete her program.<ref name=":4">Template:Cite news</ref>Template:Sfn
Nursing career and illness
During Christmas vacation in 1917, Earhart visited her sister in Toronto, Canada, where she saw wounded soldiers returning from World War I. After receiving training as a nurse's aide from the Red Cross, Earhart began working with the Voluntary Aid Detachment at Spadina Military Hospital, where her duties included food preparation for patients with special diets and handing out prescribed medication in the hospital's dispensary.<ref name="nurseaide">Popplewell, Brett. "The city Amelia loved". Template:Webarchive Toronto Star, June 29, 2008. accessed: June 30, 2008.</ref><ref>"Portrait of Earhart as a volunteer nurse in Toronto." Template:Webarchive Schlesinger Library on the History of Women in America Radcliffe Institute for Advanced Study. accessed: September 23, 2017.</ref> There, Earhart heard stories from military pilots and developed an interest in flying.<ref name="Gils-2009-PoF-262">Gils, Bieke, "Pioneers of Flight: An Analysis of Gender Issues in United States Civilian (Sport) and Commercial Aviation 1920–1940" (2009). Electronic Theses and Dissertations. 262.</ref><ref name=":5"> Ware, Susan. Still Missing: Amelia Earhart and the Search for Modern Feminism. New York: W. W. Norton & Company, 1993. Template:ISBN.</ref>
In 1918, when the 1918 Spanish flu pandemic reached Toronto, Earhart was engaged in nursing duties that included night shifts at Spadina Military Hospital.Template:SfnTemplate:Sfn In early November that year, she became infected and was hospitalized for pneumonia and maxillary sinusitis. She was discharged in December 1918, about two months later.Template:Sfn Her sinus-related symptoms were pain and pressure around one eye, and copious mucus drainage via the nostrils and throat.Template:Sfn While staying in the hospital during the pre-antibiotic era, Earhart had painful minor operations to wash out the affected maxillary sinusTemplate:SfnTemplate:SfnTemplate:Sfn but these procedures were not successful and her headaches worsened. Earhart's convalescence lasted nearly a year, which she spent at her sister's home in Northampton, Massachusetts.Template:Sfn Earhart passed the time reading poetry, learning to play the banjo, and studying mechanics.Template:Sfn Chronic sinusitis significantly affected Earhart's flying and other activities in later life,Template:Sfn and sometimes she was forced to wear a bandage on her cheek to cover a small drainage tube.Template:Sfn
By 1919, Earhart prepared to enter Smith College, where her sister was a student,<ref>Template:Cite book</ref><ref>Template:Cite book</ref> but she changed her mind and enrolled in a course of medical studies and other programs at Columbia University.Template:Sfn Earhart quit her studies a year later to be with her parents, who had reunited in California.
Early flying experiences
In the early 1920s, Earhart and a young woman friend visited an air fair held in conjunction with the Canadian National Exhibition in Toronto; she said: "The interest, aroused in me, in Toronto, led me to all the air circuses in the vicinity."<ref name="forneymuseum/AmeliaEarhart">Template:Cite web</ref> One of the highlights of the day was a flying exhibition put on by a World War I ace.Template:Sfn The pilot saw 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,'Template:Sp" 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."Template:Sfn
On December 28, 1920, Earhart and her father attended an "aerial meet"<ref name="latimes/daily-pilot/2008-07-31-pipeline">Template:Cite news</ref> at Daugherty Field in Long Beach, California. She asked her father to ask about passenger flights and flying lessons.<ref name="forneymuseum/AmeliaEarhart"/> Earhart was booked for a passenger flight the following day at Emory Roger's Field, at the corner<ref name="latimes-1990-08-09-me-25">Template:Cite news</ref> of Wilshire Boulevard and Fairfax Avenue.<ref name="forneymuseum/AmeliaEarhart"/> A 10-minute flight with Frank Hawks, who later gained fame as an air racer, cost $10 (Template:Inflation). The ride with Hawkes changed Earhart's life; she said: "By the time I had got two or three hundred feet [60–90 m] off the ground ... I knew I had to fly."Template:Sfn
The next month, Earhart engaged Neta Snook to be her flying instructor. The initial contract was for 12 hours of instruction for $500 (Template:Inflation).<ref name="forneymuseum/AmeliaEarhart"/> Working at a variety of jobs, including photographer, truck driver, and stenographer at the local telephone company, Earhart saved $1,000 (Template:Inflation) for flying lessons; she had her first lesson on January 3, 1921, at Kinner Field on the west side of Long Beach Boulevard and Tweedy Road,<ref name="latimes/daily-pilot/2008-07-31-pipeline"/> now in the city of South Gate. Snook used a crash-salvaged Curtiss JN-4 "Canuck" airplane she had restored for training. To reach the airfield, Earhart had to take a bus then walk Template:Convert. Earhart's mother provided part of the $1,000 "stake" against her "better judgement".<ref>"Lady Lindy, Amelia Earhart's life history." Template:Webarchive aviationhistory.org. accessed: October 12, 2009.</ref> Earhart cropped her hair short in the style of other female flyers.Template:Sfn Six months later, in mid 1921 and against Snook's advice, Earhart purchased a secondhand, chromium yellow Kinner Airster biplane,<ref name="forneymuseum/AmeliaEarhart"/> which she nicknamed "The Canary". After her first successful solo landing, she bought a new leather flying coat.<ref name="forneymuseum/AmeliaEarhart"/> Due to the newness of the coat, she was subjected to teasing, so she aged it by sleeping in it and staining it with aircraft oil.<ref name="forneymuseum/AmeliaEarhart"/>
On October 22, 1922, Earhart flew the Airster to an altitude of Template:Convert, setting a world record for female pilots.Template:Sfn On May 16, 1923, Earhart became the 16th woman in the United States to be issued a pilot's license (#6017)Template:Sfn by the Fédération Aéronautique Internationale (FAI).<ref name="6017@npg.si.edu">"Amelia Earhart's pilot's license, leather and paper, Issued May 16, 1923 (One Life: Amelia Earhart)." Template:Webarchive National Portrait Gallery, Smithsonian Institution. accessed: September 23, 2017.</ref> Template:Clear
Financial problems and move to Massachusetts
Throughout the early 1920s, following a disastrous investment in a failed gypsum mine, Earhart's inheritance from her grandmother, which her mother was now administering, steadily diminished until it was exhausted. Consequently, with no immediate prospect of recouping her investment in flying, Earhart sold the Canary and a second Kinner and bought a yellow Kissel Gold Bug "Speedster", a two-seat automobile, and named it "Yellow Peril". Simultaneously, pain from Earhart's old sinus problem worsened, and in early 1924, she was hospitalized for another sinus operation, which was again unsuccessful. She tried a number of ventures that included setting up a photography company.Template:Sfn
Following her parents' divorce in 1924, Earhart drove her mother in "Yellow Peril" on a transcontinental trip from California with stops throughout the western United States and northward to Banff, Alberta, Canada. Their journey ended in Boston, Massachusetts, where Earhart underwent another, more-successful sinus operation. After recuperation, she returned to Columbia University for several months but was forced to abandon her studies and any further plans for enrolling at the Massachusetts Institute of Technology (MIT), because her mother could no longer afford the tuition fees and associated costs. In 1925, Earhart found employment first as a teacher, then as a social worker at Denison House, a Boston settlement house.<ref name=":7">"Amelia Earhart Biographical Sketch". George Palmer Putnam Collection of Amelia Earhart Papers, Purdue University, April 1, 2008. accessed: September 23, 2017.</ref> At this time, she lived in Medford, Massachusetts.
When Earhart lived in Medford, she maintained her interest in aviation, becoming a member of the American Aeronautical Society's Boston chapter and eventually being elected its vice president.Template:Sfn She flew out of Dennison Airport in Quincy, helped finance the airport's operation by investing a small sum of money,Template:Sfn and in 1927, she flew the first official flight out of Dennison Airport.<ref>Chaisson, Stephanie. "Squantum has a hold on its residents." The Patriot Ledger, Quincy, Massachusetts, July 12, 2007. accessed: September 23, 2017.</ref> Earhart worked as a sales representative for Kinner Aircraft in the Boston area and wrote local-newspaper columns promoting flying; as her local celebrity grew, Earhart made plans to launch an organization for female flyers.Template:Sfn
Aviation career and marriage
First woman to cross the Atlantic Ocean in 1928
In early 1928, inspired by Charles Lindbergh's successful solo transatlantic flight in 1927,Template:Sfn American heiress Amy Phipps Guest – daughter of philanthropist and Andrew Carnegie's business partner Henry Phipps Jr. – announced her intention to become the first woman to cross the Atlantic by air. At the time, she was living in London with her husband, former British Air Minister Frederick Guest. Using her wealth and social connections, Guest assembled a team of aviation professionals to support her endeavor. She hired pilot Wilmer Stultz from Williamsburg, Pennsylvania, to lead the flight. In March 1928, Stultz had made headlines for completing the first non-stop flight from New York to Havana, accompanied by Oliver LeBoutillier and passenger Mabel Boll, aboard the aircraft Columbia. The previous year, Stultz had also piloted transatlantic attempts for aviator Frances Wilson Grayson.
Guest also recruited mechanic and co-pilot Louis Gordon from Collin County, Texas. For the aircraft, she acquired a Fokker F.VIIb Tri-Motor from famed explorer Commander Richard E. Byrd. Byrd had initially planned to use the plane for an Antarctic expedition, but when his backer, Edsel Ford—son of Henry Ford—suggested using a Ford Tri-Motor instead, Byrd agreed and sold the Fokker.Template:Sfn Byrd would later serve as a technical advisor for the transatlantic flight. Guest named the plane Friendship to honor the special relationship between the United States and her new home, Great Britain.Template:Sfn However, upon learning of her plans, Guest's family reacted with alarm. Her sons, Winston and Raymond, even threatened to quit Yale and Cambridge respectively. Under family pressure, Guest reluctantly gave up her dream of making the flight herself.Template:Sfn Nevertheless, she remained determined to see a woman achieve the milestone. Instead of flying, she resolved to sponsor the project—and began searching for what she called "the right sort of girl." The candidate would need to be a pilot, well-educated, well-mannered, physically attractive, and American.<ref name=":1" />
In April 1928, George Palmer Putnam—the publicist and publisher of Charles Lindbergh's best-selling autobiography "WE"—caught wind of the planned transatlantic attempt. Curious, he met with his friend Captain Hilton Railey<ref name=":2" /> and shared that he had heard Richard Byrd had sold his plane to a mysterious buyer, and that floats were being fitted to the Fokker at East Boston Airport. Determined to get involved, Putnam encouraged Railey to "crash the gate"<ref name=":4" /> and investigate. Railey found Wilmer Stultz in a bar and, catching him in a talkative mood, learned of Amy Guest and the true purpose of the newly outfitted seaplane Friendship.<ref name=":5" /> Putnam and Railey resolved to take on the task of finding the "right sort of girl" on Amy Guest's behalf. Railey reached out to his friend, Rear Admiral Reginald R. Belknap,<ref>Template:Citation</ref> in Boston. After hearing the criteria outlined by Guest, Belknap immediately replied, "Call Denison House<ref>Template:Citation</ref> and ask for Amelia Earhart".<ref name=":6" />
Upon receiving Railey's call, Earhart was initially skeptical, but agreed to meet him at his office. The moment she arrived, Railey was convinced he had found the right woman. Almost immediately, he asked her, "How would you like to be the first woman to cross the Atlantic?"<ref name=":7" /> Earhart wrote later "Under the circumstances... I couldn't say no."Template:Sfn However, Earhart had conditions before accepting the invitation. She made it clear that the role of a mere passenger held no appeal to her—she wanted the opportunity to take her turn at the controls. Although she lacked experience with multi-engine aircraft and non-visual instrument flying, it was agreed that, weather permitting, she would be allowed to pilot the aircraft for a portion of the journey.<ref name=":9" /> It was written into her flight contract that Earhart would hold the title of commander aboard Friendship. She was granted final authority over all matters of policy, procedure, personnel, and any other issues that might arise during the mission—at least until their arrival in London. Both Wilmer Stultz and Louis Gordon would serve as her subordinates during the flight.<ref name=":10" />
On June 3, 1928, after three unsuccessful attempts to take off from the Jeffries Yacht Club in East Boston, the crew of Friendship made critical adjustments to reduce weight. Six five-gallon cans of fuel were unloaded, and backup pilot Lou Gower voluntarily stepped down from the crew to further lighten the aircraft. The fourth attempt proved successful. After 67 tense seconds, Friendship lifted off the water and climbed steadily, heading north on the first leg of its transatlantic journey to Trepassey, Newfoundland.<ref name=":11" /> Friendship finally arrived at Trepassey on June 5, after poor weather forced Wilmer Stultz to make an unexpected landing in Halifax, Nova Scotia, the day before. Earhart later described the arrival at Trepassey as chaotic, likening it to a rodeo, with "maritime cowboys" in small boats aggressively vying to tow the plane, nearly entangling it in ropes and knocking crew member Slim Gordon into the water.<ref name=":12" /> Stranded by relentless gales, dense fog, and mechanical setbacks, the crew of Friendship endured nearly a fortnight of frustrating delays. Their departure was repeatedly thwarted by unpredictable tides, stormy seas, and sputtering engines, turning what should have been a quick refuel stop into a test of endurance.<ref name=":13" /> When dawn broke clear and brisk over Newfoundland on June 17, and weather reports suggested marginally favorable conditions over the Atlantic, Earhart insisted they seize the opportunity to take off—despite objections from pilot Wilmer Stultz, who was nursing a severe hangover.<ref name=":14" /> After nearly two weeks of delays, Friendship finally took to the skies.
Meanwhile, at Harbour Grace, Newfoundland, the crew of the rival aircraft Columbia remained grounded. Captain Oliver LeBoutillier had reunited with socialite Mabel Boll, determined to make her own mark with a transatlantic crossing. However, LeBoutillier refused to risk flying in the still-uncertain weather and chose to wait for clearer skies. Frustrated and left behind, Boll could only listen for updates as Friendship soared eastward toward the United Kingdom. Furious and disheartened, she accused Earhart's team of receiving preferential treatment—claiming they had been provided with a more favorable weather report than the one given to Columbia. The accusation was firmly rejected by the local meteorologist, who maintained that both crews had received identical forecasts. Nevertheless, Friendship had gained the advantage—not by deception, but by daring.<ref name=":15" />
From early in the flight, the crew encountered fog, cloud cover, and poor visibility, forcing pilot Wilmer Stultz to rely entirely on instrument flying. Earhart, although a licensed pilot, had no experience with non-visual, instrument-only flying, and was therefore unable to take the controls. Instead, she kept the flight log and helped with navigation checks, while mechanic Louis Gordon managed fuel and engine performance. Several hours into the flight, they spotted the SS America, an ocean liner under the command of Captain George Fried, roughly 75 miles south-east of Cobh, Ireland. Hoping to confirm their position, the crew of Friendship circled the vessel. Captain Fried, recognizing the significance of the aircraft, ordered the ship's name and location to be chalked on the deck to assist the crew. However, before the message could be prepared, Friendship had already vanished into the mist, continuing eastward.<ref name=":16" /><ref name=":17" /> Critically, the aircraft's radio had failed early in the flight, leaving the crew unable to transmit or receive any messages. This failure meant they could not confirm their course, update anyone on their status, or receive weather updates. As a result, their arrival location would be a complete surprise to those on the ground.<ref name=":18" />
After nearly 21 hours in the air, with low fuel and limited visibility due to persistent mist, the crew of Friendship were in urgent need of a suitable landing site. While flying along the coast of South Wales (although they did not know their location at the time), they identified an estuary and a nearby industrial town with a harbour as a potential landing area. The aircraft landed in the Burry Estuary, between the town of Burry Port and the village of Pwll, in Carmarthenshire, Wales.<ref name=":19" /> Upon landing, co-pilot Louis "Slim" Gordon climbed onto the starboard pontoon and secured the aircraft to a large navigation buoy off the coast of Burry Port, using rope kept on board for emergencies or for use as a sea anchor. This improvised mooring was the only available option in the area.<ref name=":20" />
Despite their arrival following a transatlantic flight, initial local response was minimal. A few nearby railway workers observed the aircraft but did not approach. Eventually, Norman Fisher, a manager at the Frickers Metal Company in Burry Port, rowed out to the plane. Wilmer Stultz went ashore with him to make contact with their sponsors, who were waiting in Southampton. The original intention had been to refuel in the estuary and continue the journey to Southampton, where the crew's sponsors—including Captain Hilton Railey and Amy Phipps Guest—were assembled. Earhart and Gordon remained on board the aircraft, as the crew did not consider the flight officially complete at that point.<ref name=":21" /><ref name=":22" />
Several small boats approached the aircraft during this time, but Earhart declined to go ashore, intending to do so only if the flight continued as planned. Later that day, Captain Railey arrived in Burry Port by seaplane, accompanied by Allen Raymond, a reporter for The New York Times. Following discussions regarding the aircraft's fuel status, the challenging tidal conditions, and ongoing poor visibility, the decision was made to take Friendship to Burry Port Harbour. It would be there, in the small Welsh harbour town, that Earhart's transatlantic journey officially concluded—securing her place in history as the first woman to cross the Atlantic by air.<ref name=":23" /><ref name=":24" /> Friendship moved under its own power from the navigation buoy to Burry Port Harbour, where the crew were then rowed ashore. A large and excitable crowd had gathered and local police escorted the aviators to the Frickers Metal Company office for safety, where the police awaited reinforcements while the crew were served refreshments.<ref name=":25" />
As the world's press descended on Burry Port, Earhart attracted the majority of public and media attention, though she consistently emphasized that the primary credit belonged to the pilots. When interviewed after coming ashore, she remarked: "Bill (Wilmer Stultz) did all the flying—had to. I was just baggage, like a sack of potatoes ... maybe someday I'll try it alone."<ref name=":26" /> Later that evening, the crew travelled by car to the Ashburnham Hotel in nearby Pembrey, where they were able to rest and recover after their historic journey.
Friendship departed Burry Port Harbour at approximately 11 a.m. on 19 June 1928, beginning the final leg of its journey to Southampton, but not without a final moment of drama. Among the spectators that morning was Sir Arthur Whitten Brown, who—alongside John Alcock—had completed the first non-stop transatlantic flight in 1919. Living in nearby Swansea, Whitten Brown had travelled to Burry Port with his family to congratulate Earhart and present her with a bouquet of flowers. A boat was dispatched to carry him out to the Friendship, but unaware of his approach, the crew had already begun their departure. As a result, a potentially historic meeting between the first man and the first woman to cross the Atlantic nonstop by air was narrowly missed.<ref name=":27" />
At Southampton, the Friendship crew were once again met by enthusiastic crowds. Among those welcoming them was Amy Phipps Guest—the flight's principal sponsor and owner of Friendship. It was the first time Guest and Earhart met in person.<ref name=":28" /><ref name=":29" /> She had changed aircraft and flew an Avro Avian 594 Avian III, SN: R3/AV/101 that was owned by Irish aviator Lady Mary Heath, the first woman to hold a commercial flying licence in Britain. Earhart later acquired the aircraft and had it shipped to the United States.
American reception
Upon returning to the United States, Earhart and the crew of Friendship were met with widespread acclaim. On July 6, 1928, they were honoured with a ticker-tape parade along the Canyon of Heroes in New York City, a traditional celebration reserved for national heroes. Thousands lined Broadway to celebrate the first successful transatlantic flight by a woman.
Shortly after, the crew was received at the White House by President Calvin Coolidge,<ref>Template:Cite web</ref> who formally recognized their achievement. Earhart became the focus of particular public and media attention. Despite her limited role as a passenger during the flight, her status as the first woman to cross the Atlantic by air captured the imagination of the American public.
Earhart, Stultz, and Gordon we given receptions at Boston and Chicago, where they were welcomed by civic leaders and large crowds. Earhart received numerous awards and honors during this period. Her modesty and charisma further endeared her to the American public, and her fame quickly surpassed that of her fellow crew members.
The flight marked the beginning of Earhart's rise to international prominence. With the help of publisher and publicist George Palmer Putnam, she began a successful lecture tour and endorsed various products.<ref name=":30" /> Despite her own insistence that the credit belonged to the pilots, Earhart's visibility in the media helped redefine public perceptions of women in aviation and paved the way for her subsequent solo transatlantic flight in 1932.
Earhart later authored a book about the flight, 20 Hrs. 40 Min.: Our Flight in the Friendship, with the title referencing the duration of the transatlantic journey. However, according to the flight log that Earhart herself maintained, the actual flight time was 20 hours and 49 minutes.<ref>Template:Cite web</ref>
Celebrity status
When Earhart became famous, the press dubbed her "Lady Lindy", because of her physical resemblance to fellow aviator Charles Lindbergh,Template:SfnTemplate:Sfn and "Queen of the Air".Template:Sfn Immediately after her return to the United States, Earhart undertook an exhausting lecture tour in 1928 and 1929. Putnam had undertaken to heavily promote Earhart in a campaign that included publishing a book she wrote, a series of new lecture tours, and using pictures of her in media endorsements for products including luggage. Wanting to contribute to support Richard Evelyn Byrd's imminent expedition to the South Pole, Earhart accepted a Lucky Strike cigarettes endorsement deal with the money redirected to Byrd. After the Lucky Strike ads, McCall's magazine retracted their offer for Earhart to become their aviation editor.Template:Sfn
The marketing campaign by both Earhart and Putnam was successful in establishing the Earhart mystique in the public psyche.<ref>Crouch, Tom D. "Searching for Amelia Earhart." Invention & Technology, Summer 2007 via americanheritage.com. (archived). accessed: July 2, 2010.</ref> Rather than simply endorsing the products, Earhart became involved in the promotions, especially in women's fashions. The "active living" lines that were sold in stores such as Macy's were an expression of Earhart's new image.<ref name=":10">V Morell (1998) Amelia Earhart. National Geographic 193(1), 112–135</ref> 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 used with family and friends.Template:SfnTemplate:Sfn Celebrity endorsements helped Earhart finance her flying.<ref>"Biography of Amelia Earhart." Template:Webarchive Amelia Earhart Birthplace Museum. accessed: July 2, 2010.</ref>
Promoting aviation
Earhart accepted a position as associate editor at Cosmopolitan and used it to campaign for greater public acceptance of aviation, especially focusing on the role of women entering the field.Template:Sfn In 1929, Transcontinental Air Transport (TAT) appointed Earhart and Margaret Bartlett Thornton to promote air travel, particularly for women,<ref name=":9">Template:Cite news</ref> and Earhart helped set up the Ludington Airline, the first regional shuttle service between New York and Washington, D.C. Earhart was appointed Vice President of National Airways, which operated Boston-Maine Airways and several other airlines in the northeastern US, and by 1940 had become Northeast Airlines.<ref>Boston and Maine Railroad Employees Magazine, Volume 8, Number 10, July 1933, copy in Purdue University Special Collections.</ref> In 1934, Earhart interceded on behalf of Isabel Ebel (who had helped Earhart in 1932) to be accepted as the first woman student of aeronautical engineering at New York University (NYU).<ref name=":11">Template:Cite web</ref>
Competitive flying
In August 1928, Earhart became the first woman to fly solo across the North American continent and back.<ref name="Mendieta">Mendieta, Carlene. "Amelia Earhart's Flight Across America: Rediscovering a Legend." Template:Webarchive ameliaflight.com. accessed: May 21, 2007.</ref> Her piloting skills and professionalism gradually grew, and she was acknowledged by experienced professional pilots who flew with her. General Leigh Wade, who flew with Earhart in 1929, said: "She was a born flier, with a delicate touch on the stick."Template:Sfn
Earhart made her first attempt at competitive air racing in 1929 during the first Santa Monica-to-Cleveland Women's Air Derby (nicknamed the "Powder Puff Derby" by Will Rogers), which left Santa Monica, California, on August 18 and arrived at Cleveland, Ohio, on August 26. During the race, Earhart settled into fourth place in the "heavy planes" division. At the second-to-last stop at Columbus, Earhart's friend Ruth Nichols, who was in third place, had an accident; her aircraft hit a tractor and flipped over, forcing her out of the race.Template:Sfn At Cleveland, Earhart was placed third in the heavy division.Template:Sfn<ref>San Bernardino County Sun. August 26, 1929.</ref>
In 1930, Earhart became an official of the National Aeronautic Association, and in this role, she promoted the establishment of separate women's records and was instrumental in persuading the Fédération Aéronautique Internationale (FAI) to accept a similar international standard.Template:Sfn On April 8, 1931,<ref name=":12">"Miss Earhart Sets Autogiro Record", The New York Times, April 9, 1931, p. 1</ref><ref>"The Autogiro Flies the Mail!", by W. David Lewis, in Realizing the Dream of Flight, ed. by Virginia P. Dawson (National Aeronautics and Space Administration, 2005) p. 78</ref> Earhart set a world altitude record of Template:Convert flying a Pitcairn PCA-2<ref name=":13">"Model, Static, Pitcairn PCA-2 ("Beech-Nut")." Template:Webarchive National Air and Space Museum. accessed: September 23, 2017.</ref> autogyro she borrowed from the Beech-Nut Chewing Gum company.<ref>Nesbit, Roy Conyers. "Missing: Believed Killed: Amelia Earhart, Amy Johnson, Glenn Miller & The Duke of Kent." Template:Webarchive Pen & Sword Military, 2010. accessed: September 23, 2017.</ref><ref name=":14">'Aviators: Amelia Earhart's Autogiro Adventures.' Template:Webarchive HistoryNet. accessed: September 23, 2017.</ref><ref>Template:Cite book</ref>Template:Sfn
During this period, Earhart became involved with Ninety-Nines, an organization of female pilots providing moral support and advancing the cause of women in aviation. In 1929, following the Women's Air Derby, Earhart called a meeting of female pilots. She suggested the name based on the number of the charter members, and became the organization's first president in 1930.Template:Sfn Earhart was a vigorous advocate for female pilots; when the 1934 Bendix Trophy Race banned women from competing, Earhart refused to fly screen actor Mary Pickford to Cleveland to open the race.Template:Sfn
Marriage to George Putnam
Earhart married her public relations manager George P. Putnam on February 7, 1931, in Putnam's mother's house in Noank, Connecticut, in what has been described as a marriage of convenience.<ref name=":15">Template:Cite web</ref> Earhart gained a tireless promoter and Putnam—heir to a publishing company—gained an opportunity for cultural dominance.<ref name = "WaPo">David Kindy, "Amelia Earhart, her husband and the myths they created", The Washington Post, July 13, 2025, p. C3.</ref> Earhart had been engaged to Samuel Chapman, a chemical engineer from Boston, but she broke off the engagement on November 23, 1928.Template:Sfn Putnam, who was known as GP, was divorced in 1929 and sought out Earhart, proposing to her six times before she agreed to marry him. Earhart referred to her marriage as a "partnership" with "dual control"; in a letter 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 Template:Sic code of faithfulness to me nor shall I consider myself bound to you similarly ... I may have to keep some place where I can go to be by myself, now and then, for I cannot guarantee to endure at all times the confinement of even an attractive cage.Template:Sfn<ref>"Newly Discovered Amelia Earhart Letter Shows Her Wild Side." Wireless Flash News, February 25, 2003. accessed: September 23, 2017.</ref><ref name=":16">Patterson-Neubert, Amy. "Public to get first look at Amelia Earhart's private life." Template:Webarchive Purdue News, 2003. accessed: July 2, 2010.</ref>
Earhart's ideas on marriage were liberal for the time; she believed in equal responsibilities for both breadwinners and kept her own name rather than being referred to as "Mrs. Putnam". When The New York Times referred to her as "Mrs. Putnam", she laughed it off. Putnam also learned he would be called "Mr. Earhart".Template:Sfn There was no honeymoon for the couple because Earhart was involved in a nine-day, cross-country tour promoting autogyros and the tour's sponsor Beech-Nut chewing gum. Earhart and Putnam never had children but Putnam had two sons—the explorer and writer David Binney Putnam (1913–1992), and George Palmer Putnam Jr. (1921–2013)—from his previous marriage to Dorothy Binney (1888–1982),<ref>"Dorothy Binney Putnam Upton Blanding Palmer 1888–1982." St. Lucie Historical Society, Inc. (archived). accessed: September 23, 2017.Template:Better source needed</ref> an heir to her father's chemical company Binney & Smith.<ref name=":17">"Edwin Binney 1866–1934." Template:Webarchive St. Lucie Historical Society, Inc. accessed: June 3, 2012.</ref>Template:Sfn
Transatlantic solo flight in 1932
On May 20, 1932, 34-year-old Earhart set off from Harbour Grace, Newfoundland, with a copy of the Telegraph-Journal, given to her by journalist Stuart Trueman<ref name=telegraph>"Eighty years since famed flight; Anniversary Amelia Earhart's stop in Saint John may have been brief but pivotal in record-breaking feat". The Telegraph-Journal, May 19, 2012.</ref> to confirm the date of the flight.<ref name=telegraph /> She intended to fly to Paris in her single engine Lockheed Vega 5B to emulate Charles Lindbergh's solo flight five years earlier.Template:SfnTemplate:Efn Her technical advisor for the flight was the Norwegian-American aviator Bernt Balchen, who helped prepare her aircraft and played the role of "decoy" for the press because he was ostensibly preparing Earhart's Vega for his own Arctic flight.Template:Refn 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."<ref>Goddard, Seth. "Life Hero of the Week Profile: Amelia Earhart; First Lady of the Sky." Time-Life (life.com), October 5, 2002 (archived). accessed: September 23, 2017.</ref><ref name=":19">"Amelia Earhart Centre."| Derry City Council Heritage and Museum Service. accessed: September 23, 2017.</ref>
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<ref>Sherman, Stephen. "The Hall of Fame of the Air; An illustrated newspaper feature from 1935 to 1940." Template:Webarchive acepilots.com, April 11, 2012. accessed: July 9, 2017.</ref> from President Herbert Hoover. As her fame grew, Earhart developed friendships with many people in high office, most notably First Lady Eleanor Roosevelt, who shared many of Earhart's interests, especially women's causes. After flying with Earhart, Roosevelt obtained a student permit but did not further pursue her plans to learn to fly. Earhart and Roosevelt frequently communicated with each other.Template:Sfn Another flyer, Jacqueline Cochran, who was said to be Earhart's rival, also became her confidante during this period.Template:Sfn
Additional solo flights
On January 11, 1935, Earhart became the first aviator to fly solo from Honolulu, Hawaii, to Oakland, California.<ref name=":8">"11–12 January 1935." Template:Webarchive This Day in Aviation, January 11, 2017. accessed: July 13, 2017,</ref><ref>'Hawaii Aviation; Amelia Earhart." Template:Webarchive aviation.hawaii.gov. accessed: September 23, 2017.</ref><ref name=":18">"Earhart, Amelia; Lockheed Model 5C Vega Special (6th Earhart Aircraft, NR-965Y). (photograph)." Template:Webarchive National Air and Space Museum. accessed: July 13, 2017.</ref> This time, Earhart used a Lockheed 5C Vega.<ref>Template:Cite web</ref> Although many aviators had attempted this flight, including the participants in the 1927 Dole Air Race, which flew the opposite direction, and resulted in three deaths, Earhart'sTemplate:Sfn flight was mainly routine with no mechanical breakdowns. In her final hours, she relaxed and listened to "the broadcast of the Metropolitan Opera from New York".Template:Sfn
On April 19, 1935, using her Lockheed Vega aircraft that she had named "old Bessie, the fire horse",Template:Efn<ref name=":3">Template:Cite web</ref> Earhart flew solo from Los Angeles to Mexico City. Earhart's next record attempt was a nonstop flight from Mexico City to New York. After she set off on May 8, her flight was uneventful, although large crowds that greeted her at Newark, New Jersey, were a concern,Template:Sfn because she had to be careful not to taxi into them.
Earhart again participated in the 1935 Bendix Trophy long-distance air race, finishing fifth, the best result she could manage because her stock Lockheed Vega, whose maximum speed was Template:Convert, was outclassed by purpose-built aircraft that reached more than Template:Convert.Template:Sfn The race had been difficult because a competitor, Cecil Allen, died in a fire at takeoff, and Jacqueline Cochran was forced to pull out due to mechanical problems. In addition, "blinding fog"Template:Sfn and violent thunderstorms plagued the race.
Between 1930 and 1935, Earhart 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 a new "prize ... one flight which I most wanted to attempt—a circumnavigation of the globe as near its waistline as could be."Template:Sfn For the new venture, she would need a new aircraft. Template:Clear
Move from New York to California
In late November 1934, while Earhart was away on a speaking tour, a fire broke out at the Putnam residence in Rye, destroying many family treasures and Earhart's personal mementos.Template:Sfn Putnam had already sold his interest in the New York-based publishing company to his cousin Palmer Putnam. 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.Template:Sfn
At Earhart's urging, in June 1935, Putnam purchased a small house in Toluca Lake, a San Fernando Valley celebrity enclave community between the Warner Brothers and Universal Pictures studio complexes, where they had earlier rented a temporary residence.<ref name=":20">Altman, Elizabeth. "Amelia Earhart home, Toluca Lake, 2003." Template:Webarchive Oviatt Library Digital Archives, Delmar T. Oviatt Library, Urban Archives Center, California State University, Northridge, California. Photo: Template:As of. accessed: September 23, 2011.</ref><ref name="TLCoChist">"History." TolucaLakeChamber.com, July 17, 2011. accessed: September 15, 2010.</ref>
In September 1935, Earhart and Paul Mantz established a business partnership they had been considering since late 1934, and established the short-lived Earhart-Mantz Flying School, which Mantz controlled and operated through his aviation company United Air Services, which was based at Burbank Airport. Putnam handled publicity for the school, which primarily taught instrument flying using Link Trainers.Template:Sfn Also in 1935, Earhart joined Purdue University as a visiting faculty member to counsel women on careers and as a technical advisor to its Department of Aeronautics.Template:Sfn
World flight in 1937
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Planning
Early in 1936, Earhart started planning to fly around the world; if she succeeded, she would become the first woman to do so. Although others had flown around the world, Earhart's flight would be the longest at 29,000 miles (47,000 km) because it followed a roughly equatorial route. Earhart planned to court publicity along the route to increase interest in a planned book about the expedition.<ref>"Miss Earhart to get 'Flying Laboratory'." Template:Webarchive The New York Times, April 20, 1936, p. 3. accessed: September 23, 2017.</ref>
Purdue University established the Amelia Earhart Fund for Aeronautical Research and gave $50,000 (Template:Inflation) to fund the purchase of a Lockheed Electra 10E airplane.Template:Sfn In July 1936, Lockheed Aircraft Company built the airplane, which was fitted with extra fuel tanks and other extensive modifications.<ref name=":21">"Lockheed Model 10E Electra c/n: 1055 Reg: NR16020." Template:Webarchive PacificWrecks.com, January 5, 2011. accessed: September 23, 2017.</ref> Earhart dubbed the twin-engine monoplane her "flying laboratory". The plane was built at Lockheed's plant in Burbank, California, and after delivery, it was hangared at the nearby Mantz's United Air Services.Template:Sfn
Earhart chose Harry Manning as her navigator; he had been the captain of the Template:SS, the ship that had transported Earhart from Europe in 1928.Template:Sfn Manning was also a pilot and a skilled radio operator who knew Morse code.Template:Sfn
The original plan was a two-person crew: Earhart would fly and Manning would navigate. During a flight across the US that included Earhart, Manning, and Putnam, Earhart flew using landmarks; she and Putnam knew where they were. Manning did a navigation fix that alarmed Putnam, because Manning made a minor navigational error that put them in the wrong state; they were flying close to the state line, but Putnam was still concerned.<ref>Template:Harvtxt: Manning "passed a note to Amelia in the cockpit giving a position in southern Kansas when they were actually in northern Oklahoma. Amelia realized they were only a few miles south of the Kansas border; in reality, the position wasn't all that far off. G. P. took the worst possible view and expressed concern because Manning didn't even have them in the right state."</ref> Sometime later, Putnam and Mantz arranged a night flight to test Manning's navigational skill.Template:Sfn Under poor navigational conditions, Manning's position was off by Template:Convert. Elgen M. and Marie K. Long considered Manning's performance reasonable, because it was within an acceptable error of Template:Convert, but Mantz and Putnam wanted a better navigator.Template:Sfn
Through contacts in the Los Angeles aviation community, Fred Noonan was chosen as a second navigator, because there were significant additional factors that had to be dealt with while using celestial navigation for aircraft.Template:SfnTemplate:Sfn Noonan, a licensed ship's captain, was experienced in both marine and flight navigation; he had recently left Pan American World Airways (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 to fly the route between San Francisco and Manila.Template:Sfn Under the original plans, Noonan would navigate from Hawaii to Howland Island—a 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.Template:Citation needed
Abandoned first attempt
On March 17, 1937, Earhart and her crew set out on the first leg of her round-the-world flight, but they abandoned this attempt after a non-fatal crash that damaged the aircraft. The first leg of this attempt was between Oakland, California, and Honolulu, Hawaii. The crew were Earhart, Noonan, Manning, and Mantz, who was acting as Earhart's technical advisor. The propeller hubs' variable pitch mechanisms had problems, so the aircraft was taken to the U.S. Navy's Luke Field facility at Pearl Harbor for servicing. The flight resumed three days later from Luke Field, with Earhart, Noonan and Manning on board. The next destination was Howland Island, a small island in the Pacific. Manning, the radio operator, had made arrangements to use radio direction finding to home in to the island. The flight never left Luke Field; during the takeoff run, there was an uncontrolled ground-loop, the forward landing gear collapsed, both propellers hit the ground, and the plane skidded on its belly. The cause of the crash is not known; some witnesses at Luke Field, including an Associated Press journalist, said they saw a tire blow.Template:Sfn Earhart earlier thought the Electra's right tire had blown and the right landing gear had collapsed. Some sources, including Mantz, cited an error by Earhart.Template:Sfn With the aircraft severely damaged, the attempt was abandoned and the aircraft was shipped to Lockheed in Burbank, California, for repairs.Template:Sfn
Second attempt
While the Electra was being repaired, Earhart and Putnam secured additional funds and prepared for a second attempt, in which they would fly west to east. The second attempt began with an unpublicized flight from Oakland to Miami, Florida, and after arriving there, Earhart 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.Template:Citation needed Putnam pressed for the removal of important navigational, communication, and safety equipment to lighten the aircraft.<ref name = "WaPo" />
Manning, the only skilled radio operator, had left the crew, which now consisted of Noonan and Earhart. The pair departed Miami on June 1 and after numerous stops in South America, Africa, the Indian subcontinent, and Southeast Asia, arrived at Lae, New Guinea, on June 29, 1937. At this stage, about 22,000 miles (35,000 km) of the journey had been completed. The remaining 7,000 miles (11,000 km) would be over the Pacific.Template:Citation needed
| Date | Departure city<ref name=":22">Waitt, Ted. "The Search for Amelia." Template:Webarchive Waitt Institute for Discovery. accessed: June 19, 2013.</ref> | Arrival city | Nautical miles |
NotesTemplate:Sfn |
|---|---|---|---|---|
| Template:Nowrap | Oakland, California | Burbank, California | 283 | |
| May 21, 1937 | Burbank, California | Tucson, Arizona | 393 | |
| May 22, 1937 | Tucson, Arizona | New Orleans, Louisiana | 1070 | Arrived at Lakefront Airport<ref>Template:Cite web</ref> |
| May 23, 1937 | New Orleans, Louisiana | Miami, Florida | 586 | Arrived at Miami Municipal Airport.<ref name=":23">*Template:Cite web |
| June 1, 1937 | Miami, Florida | San Juan, Puerto Rico | 908 | |
| June 2, 1937 | San Juan, Puerto Rico | Caripito, Venezuela | 492 | Out of Isla Grande Airport |
| June 3, 1937 | Caripito, Venezuela | Paramaribo, Surinam | 610 | |
| June 4, 1937 | Paramaribo, Surinam | Fortaleza, Brazil | 1142 | |
| June 5, 1937 | Fortaleza, Brazil | Natal, Brazil | 235 | |
| June 7, 1937 | Natal, Brazil | Saint-Louis, French West Africa (now Senegal) | 1727 | Transatlantic flight |
| June 8, 1937 | Saint-Louis, Fr.W. Africa | Dakar, Fr.W. Africa (now Senegal) | 100 | |
| June 10, 1937 | Dakar, Fr.W. Africa | Gao, French Sudan | 1016 | |
| June 11, 1937 | Gao, French Sudan | Fort-Lamy, French Equatorial Africa (now N'Djamena, Chad) | 910 | |
| June 12, 1937 | Fort-Lamy, Fr.Eq. Africa | El Fasher, Anglo-Egyptian Sudan | 610 | |
| June 13, 1937 | El Fasher, Anglo-Egyptian Sudan | Khartoum, Anglo-Egyptian Sudan | 437 | |
| June 13, 1937 | Khartoum, Anglo-Egyptian Sudan | Massawa, Italian East Africa (now Eritrea) | 400 | |
| June 14, 1937 | Massawa, Italian East Africa | Assab, Italian East Africa (now Eritrea) | 241 | |
| June 15, 1937 | Assab, Italian East Africa | Karachi, British India | 1627 | First ever non-stop flight from the Red Sea to India |
| June 17, 1937 | Karachi, British India | Calcutta, British India | 1178 | |
| June 18, 1937 | Calcutta, British India | Akyab, Burma | 291 | |
| June 19, 1937 | Akyab, Burma | Rangoon, Burma | 268 | |
| June 20, 1937 | Rangoon, Burma | Bangkok, Siam | 315 | |
| Template:Nowrap | Bangkok, Siam | Singapore, Straits Settlements | 780 | |
| June 21, 1937 | Singapore, Straits Settlements | Bandoeng, Dutch East Indies (now Indonesia) | 541 | |
| June 25, 1937 | Bandoeng, Dutch East Indies | Soerabaia, Dutch East Indies (now Indonesia) | 310 | Delayed due to monsoon |
| June 25, 1937 | Soerabaia, Dutch East Indies | Bandoeng, Dutch East Indies | 310 | Returned for repairs, Earhart ill with dysentery |
| June 26, 1937 | Bandoeng, Dutch East Indies | Soerabaia, Dutch East Indies | 310 | |
| June 27, 1937 | Soerabaia, Dutch East Indies | Koepang, Dutch East Indies (now Indonesia) | 668 | |
| June 28, 1937 | Koepang, Dutch East Indies | Darwin, Australia | 445 | Direction finder repaired, parachutes removed and sent home |
| June 29, 1937 | Darwin, Australia | Lae, New Guinea (now Papua New Guinea) | 1012 | |
| July 2, 1937 | Lae, New Guinea | Howland Island, American Equatorial Islands | 2223<ref>Template:Cite web</ref> | Did not arrive |
| July 3, 1937 | Howland Island | Honolulu, Hawaii | 1900 | Planned leg |
| July 4, 1937 | Honolulu, Hawaii | Oakland, California | 2400 | Planned leg |
Flight between Lae and Howland Island
On at 10:00 am local time (12:00 am GMT), Earhart and Noonan took off from Lae Airfield in the heavily loaded Electra.<ref name=":24">Lae Airfield (AYLA) Template:Webarchive at Great Circle Mapper</ref> Their 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 Template:Convert away.<ref>Template:Cite gnis</ref> The expected flying time was about 20 hours; accounting for the two-hour time-zone difference between Lae and Howland, and the crossing of the International Date Line, the aircraft was expected to arrive at Howland the morning of the next day, 2 July. The aircraft departed Lae with about Template:Convert of gasoline.Template:Sfn
In preparation for the trip to Howland Island, the U.S. Coast Guard had sent the cutter Template:USCGC to the island to offer communication and navigation support for the flight.<ref name="auto">Template:Cite web</ref> The cutter was to communicate with Earhart's aircraft via radio, transmit a homing signal to help the aviators locate Howland Island, use radio direction-finding (RDF), and use the cutter's boilers to create a dark column of smoke that could be seen over the horizon.<ref name="auto"/> All of the navigation methods failed to guide Earhart to Howland Island.<ref name="auto"/>
Around , Earhart reported her altitude as Template:Cvt, but that they would reduce altitude due to thick clouds. Around , Earhart reported her altitude as Template:Cvt and speed as Template:Cvt.Template:Sfn During Earhart's and Noonan's approach to Howland Island, Itasca received strong, clear voice transmissions from Earhart identifying as KHAQQ, but she was unable to hear voice transmissions from the ship.<ref name="auto"/>
The first calls received from Earhart were routine reports stating the weather was cloudy and overcast at and just before . These calls were broken up by static, but at this point, the aircraft was a long distance from Howland.Template:Sfn At , another call was received stating that the aircraft was within Template:Convert and requesting that the ship use its direction finder to provide a bearing for the aircraft. Earhart began whistling into the microphone to provide a continuous signal for the ship's crew to use.Template:Sfn At this point, the radio operators on Itasca realized their RDF system could not tune into the aircraft's signal on 3105 kHz; radioman Leo Bellarts later commented he "was sitting there sweating blood because I couldn't do a darn thing about it".<ref name=":25">Template:Cite web</ref> A similar call asking for a bearing was received at , when Earhart estimated they were Template:Convert away.Template:Sfn
An Itasca radio log at 7:30–7:40 am states the aircraft had only a half hour of fuel remaining. A further radio log states they thought they were near Itasca but could not locate it and were flying at Template:Cvt.<ref>Template:Cite web</ref> In her transmission at , Earhart said she could not hear Itasca and asked them to send voice signals so she could try to take a radio bearing. Itasca reported this signal as the loudest possible signal, indicating Earhart and Noonan were in the immediate area. The ship could not send voice at the frequency she asked for so they sent Morse code signals instead. Earhart acknowledged receiving these but said she was unable to determine their direction.<ref name=":26">Jacobson, Randall S., PhD. "The Final Flight. Part 3: At Howland Island." Template:Webarchive tighar.org, 2009. Accessed: July 10, 2010.</ref>
The last voice transmission received on Howland Island from Earhart indicated she and Noonan were flying along a line of position running north-to-south on 157–337 degrees, which Noonan would have calculated and drawn on a chart as passing through Howland.Template:Sfn After all contact with Howland Island was lost, attempts to reach the flyers with voice and Morse code transmissions were made. Operators across the Pacific and in the United States may have heard signals from the Electra but these were weak or unintelligible.<ref>Template:Cite web</ref>
A series of misunderstandings, errors or mechanical failures are likely to have occurred on the final approach to Howland Island. Noonan had earlier written about problems affecting the accuracy of RDF in navigation. Another cited cause of possible confusion was that Itasca and Earhart planned their communication schedule using time systems set a half-hour apart; Earhart was using Greenwich Civil Time (GCT) and Itasca was using a Naval time-zone designation system.<ref name="Hoversten">Hoversten 2007, pp. 22–23.</ref>
Sources have noted Earhart's apparent lack of familiarity with 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 Corporation. Earhart's only training on the system was a brief introduction by Joe Gurr at the Lockheed factory. A card displaying the antenna's band settings was mounted so it was not visible.Template:Sfn The Electra expected Itasca to transmit signals the Electra could use as an RDF beacon to find the ship. 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.<ref>Abbott, 1937, Template:Cite web</ref> Near Howland, Earhart could hear the transmission from Itasca on 7500 kHz, but she was unable to determine a minimum so she could not determine a direction to the ship. Earhart was also unable to determine a minimum during an RDF test at Lae.Template:Sfn
Disappearance
The U.S. government investigated the aircraft's disappearance and, in its report, concluded Earhart's plane ran out of fuel and crashed into the ocean.<ref name=":27">Template:Cite web</ref> During the 1970s, retired United States Navy (USN) captain Laurance Safford began a lengthy analysis of the flight. His research included the intricate radio-transmission documentation. Safford concluded the flight had suffered from poor planning and worse execution.Template:Sfn
Many researchers believe Earhart and Noonan died during or shortly after the crash. In 1982, retired USN rear admiral Richard R. Black, who was in administrative charge of the Howland Island airstrip and was present in the radio room on Itasca, said: "the Electra went into the sea about 10 am, July 2, 1937, not far from Howland."Template:Sfn Earhart's stepson George Palmer Putnam Jr. has said he believes "the plane just ran out of gas".<ref>Kleinberg, Eliot. "Amelia Earhart's disappearance still haunts her stepson, 83." Template:Webarchive Palm Beach Post, December 27, 2004. accessed: July 1, 2013.</ref> According to Earhart biographer Susan Butler, the aircraft went into the ocean out of sight of Howland Island and rests on the seafloor at a depth of Template:Convert.<ref name=":28">"Amelia Earhart: Susan Butler interview." History Detectives, Season 7 video. PBS. accessed: July 26, 2010.</ref> Tom D. Crouch, senior curator of the National Air and Space Museum, has said the Electra is "18,000 ft. down" and compared its archaeological significance to that of RMS Titanic.<ref name="Hoversten" />
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.Template:Sfn William L. Polhemous, the navigator on Ann Pellegreno's 1967 flight that 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" to Howland.Template:Sfn
Search efforts
Beginning approximately one hour after Earhart's last recorded message, Itasca undertook an unsuccessful search north and west of Howland Island based on initial assumptions about transmissions from the aircraft and Earhart's account of weather conditions. The U.S. Navy joined the search and over about three days sent available resources to the search area near Howland Island.Template:Sfn Official search efforts lasted until July 19, 1937.Template:Sfn At $4 million (equivalent to $Template:Inflation million in Template:Inflation/year), the air-and-sea search by the U.S. Navy and Coast Guard was the costliest and most intensive in U.S. history up to that time. Despite the unprecedented search, no physical evidence of Earhart, Noonan, or the Electra 10E was found.Template:SfnTemplate:Sfn
On the mornings of July 3 and July 6, 1937, an Oakland radio amateur was reported to have heard emergency transmissions, seemingly from Earhart.<ref name=radioupi>Template:Cite web</ref>Template:Efn In the days after their last confirmed transmissions, further transmissions purporting to be from Earhart were reported, many of which were determined to be hoaxes. The captain of Template:USS 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."Template:Sfn
Immediately after the end of the official search, Putnam financed a private search by local authorities of nearby Pacific islands and waters. In late July 1937, Putnam chartered two small boats and, while he remained in the United States, directed a search of other islands.Template:Sfn Putnam acted to become the trustee of Earhart's estate so he could pay for the searches and related bills. In probate court in Los Angeles, Putnam asked to have the "declared death in absentia" seven-year waiting period waived so he could manage Earhart's finances. As a result, Earhart was declared legally dead on January 5, 1939.Template:Sfn
In 2003 and 2006, David Jourdan extensively searched a Template:Convert area north and west of Howland Island with deep-sea sonar devices. The searches cost $4.5 million but did not find any wreckage. The search locations were derived from the line of position (157–337) broadcast by Earhart on July 2, 1937.<ref name="Hoversten" />
In 2019, Robert Ballard led an expedition around Nikumaroro Island to locate wreckage of Earhart's plane and did not find any evidence of it.<ref>Template:Cite news</ref>
In 2024, Tony Romeo funded and coordinated an expedition around Howland Island to find Earhart's plane and did not find any evidence of it.<ref name=":29">Template:Cite news</ref><ref>Template:Cite news</ref><ref>Template:Citation</ref><ref>Template:Cite news</ref><ref name=":30">Template:Cite news</ref>
Speculation on disappearance
While most historians believe Earhart and Noonan crashed and sank in the Pacific Ocean, a number of other possibilities have been proposed, including several conspiracy theories. The Gardner Island hypothesis supposes Earhart and Noonan were unable to find Howland Island and continued south. Gardner island, one of the Phoenix Islands that is now known as Nikumaroro, has been the subject of inquiry as a possible crash-landing site but, despite numerous expeditions, no link between Earhart and the island has ever been found.<ref>Template:Cite news</ref>
The Japanese capture theory assumes Japanese forces captured Earhart and Noonan after they navigated to the Japanese South Seas Mandate. A number of Earhart's relatives have been convinced the Japanese were somehow involved in her disappearance, citing unnamed witnesses including Japanese troops and Saipan natives.Template:Sfn<ref name="NevadaAppeal">Henley, David C. "Cousin: Japanese captured Amelia Earhart". Nevada Appeal, October 31, 2009. accessed: November 7, 2009. Template:Webarchive</ref>
The New Britain theory assumes Earhart turned back mid-flight and tried to reach the airfield at Rabaul, New Britain, northeast of mainland Papua New Guinea, approximately Template:Convert from Howland Island.<ref>"The Enduring Mystery of Amelia Earhart's Disappearance Maybe Finally Coming To an End". The Atlantic Flyer, September 2007, p. 3.</ref> In 1990, Donald Angwin, a veteran of the Australian Army's World War II New Britain campaign, reported that, in 1945, he had seen a wrecked aircraft in the jungle that may have been Earhart's Electra.<ref name=Billings>Billings, David. "Aircraft Search Project in Papua New Guinea." Template:Webarchive Wings Over Kansas, 2000. accessed: March 27, 2012.</ref><ref>"Angwin, Donald Arthur." Template:Webarchive Commonwealth of Australia: Military Forces, 2002. accessed: March 27, 2012.</ref> Subsequent searches of the area failed to find any wreckage.<ref name=Billings/>
In November 2006, National Geographic Channel aired an episode of its series Undiscovered History that supposed Earhart survived the world flight, changed her name, remarried, and became Irene Craigmile Bolam. This claim had originally been published in the book Amelia Earhart Lives (1970), which is based on the research of Joseph Gervais.<ref name=":0">Template:Cite web</ref> Shortly after the book's publication, Bolam filed a lawsuit requesting $1.5 million in damages (equivalent to $Template:Inflation million in Template:Inflation/year) and the book's publisher McGraw-Hill withdrew it from the market; court records indicate the company reached an out-of-court settlement with her.<ref name=":0" /> The book has since gone back into print.Template:Citation needed
On Friday, September 26, 2025, President of the United States Donald Trump announced that he had ordered all government records concerning Earhart declassified and released.<ref> Template:Cite web</ref>
Legacy
During her life, Earhart embraced celebrity culture and women's rights, and, since her disappearance, she has become a global cultural icon.<ref>Template:Cite web</ref> Countless tributes and memorials have been made in Earhart's name, including a 2012 tribute by U.S. Secretary of State Hillary Clinton, who said at a State Department event celebrating the ties of Earhart and the United States to its Pacific neighbors: "Earhart ... created a legacy that resonates today for anyone, girls and boys, who dreams of the stars".<ref>"Earhart broke social and aviation barriers, Clinton say.." Template:Webarchive U.S. Department of State, March 20, 2012.</ref> In 2013, Flying magazine ranked Earhart No. 9 on its list of the "51 Heroes of Aviation".<ref name=FlyingMag>"51 Heroes of Aviation: Amelia Earhart." Template:Webarchive Flying, September 2013.</ref>
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.Template:Sfn
Earhart's accomplishments in aviation inspired a generation of female aviators, including more-than 1,000 female pilots of the Women Airforce Service Pilots (WASP), who served during World War II.Template:SfnTemplate:Sfn
The home where Earhart was born is now the Amelia Earhart Birthplace Museum and is maintained by Ninety-Nines, an international group of female pilots of which Earhart was the first elected president.<ref name="Amelia Earhart Birthplace Museum—Atchison, KS">"The Yellow Brick Road Trip." Template:Webarchive theyellowbrickroadtrip.blogspot.com. accessed: July 2, 2009.</ref> The Amelia Earhart Festival has taken place in Atchison, Kansas, every year since 1996.<ref>Template:Cite web</ref>
Tributes and memorials
Tributary flights
In 1967, Ann Pellegreno flew a similar aircraft to Earhart's, a Lockheed 10A Electra, to complete a round-the-world flight that followed Earhart's flight plan. On the 30th anniversary of her disappearance, Pellegreno dropped a wreath over Howland island in Earhart's honor.<ref>Van Pelt, Lori. Amelia Earhart: The Sky's No Limit (American Heroes). New York: Macmillan, 2005. Template:ISBN, pp. 219–220.</ref>
In 1997, on the 60th anniversary of Earhart's round-the-world flight, San Antonio businesswoman Linda Finch retraced the final flight path, flying a restored 1935 Lockheed Electra 10, the same make and model of aircraft as Earhart's.<ref>"Wings of Dreams – May 28, 1997" (transcript). Template:Webarchive PBS. accessed: June 19, 2008.</ref>
In 2001, another commemorative flight retraced the route Earhart flew in her August 1928 transcontinental record flight; Carlene Mendieta flew an original Avro Avian, the same type of aircraft that was used in 1928.<ref name="Mendieta" />
Buildings and structures
In 1942, a United States Liberty ship named Template:SS was launched; it was wrecked in 1948.Template:Citation needed USNS Amelia Earhart was named in her honor in May 2007.Template:Citation needed
In 1964, Purdue University opened Earhart Hall in honor of her legacy and contribution to the university during her time as a career counselor for female students and technical advisor for the aeronautics department. In 2009, Purdue erected a bronze statue of Earhart holding a propeller in front of the residence hall named after her.<ref>Template:Cite web</ref> In 2025, the university opened a new Purdue University Airport terminal called Amelia Earhart Terminal.<ref>Template:Cite news</ref>
The Earhart Light, also known as the Amelia Earhart Light, is a navigational day beacon on Howland Island, where she was due to land before she went missing. It is no longer operational.<ref>"Earhart beacon shines from lonely island." Template:Webarchive Eugene Register-Guard, August 17, 1963. accessed: March 20, 2012.</ref> Amelia Earhart Airport in Atchison, Kansas, was named in her honor.<ref>"Kansas City Airport." Template:Webarchive Kansas Government Journal, Volume 44, 1958, p. 20. accessed: June 25, 2010.</ref>
Amelia Earhart Dam on Mystic River in eastern Massachusetts is named in her honor. The "Earhart Tree" on Banyan Drive in Hilo, Hawaii, was planted by Earhart in 1935.<ref>Template:Cite news</ref>
Other tributes
The Amelia Earhart Commemorative Stamp (8¢ airmail postage) was issued in 1963 by the United States Postmaster-General.<ref>Template:Cite web</ref>
Earhart was inducted into the Motorsports Hall of Fame of America in 1992.<ref name=MSHoF>Template:Cite web</ref>
A full-sized bronze statue of Earhart was placed at the Spirit of Flight Center in Lafayette, Colorado, in 2008.<ref>Template:Cite web</ref> A statue by Ernest Shelton was erected circa 1971 in Los Angeles, California.<ref>Template:Cite web</ref><ref>Template:Cite web</ref>
A small section of Earhart's Lockheed Electra starboard engine nacelle that was recovered following the March 1937 Hawaii crash has been confirmed as authentic and is now regarded as a control piece that will help authenticate possible future discoveries.<ref>"Amelia Earhart's plane." History Detectives, 2009. accessed: July 24, 2010.</ref>
The Amelia Earhart Fellowship was established by Zonta International in 1938. It awards US$10,000 annually to up to 30 women pursuing Ph.D. degrees in aerospace engineering and space sciences. Since the program's inception in 1938, Zonta has awarded 1,764 Amelia Earhart Fellowships, totaling more than US$11.9 million, to 1,335 women from 79 countries.<ref>Template:Cite book</ref><ref>Template:Cite web</ref>
In popular culture
Earhart's life has been the subject of many writers; the following collection of examples make no claims of completeness:
Novels, plays and poems
- In the 2021 alternate history novella Or Even Eagle Flew by Harry Turtledove, Earhart does not go missing in 1937 and later joins the Eagle Squadrons of the British Royal Air Force to fight against the Nazis in World War II.<ref>Template:Cite web</ref>
- The British poet, Jemma L. King won the Terry Hetherington Young Welsh Writer of the Year Award for her poem, 'Amelia', about the disappearance of Amelia Earhart on her final flight. This was later published in King's debut collection, The Shape of a Forest.<ref>Template:Cite web</ref>
- The events surrounding Earhart and Noonan's disappearance are dramatized in the 1996 novel I Was Amelia Earhart by Jane Mendelsohn.<ref name="Merkin">Template:Cite magazineTemplate:Subscription required</ref>
- In 2011, the Great Canadian Theatre Company hosted a musical play titled Amelia: The Girl Who Wants To Fly.<ref>Template:Cite web. Great Canadian Theatre Company. accessed: October 6, 2011.</ref> This is one of numerous plays on the subject.
Film and television
- The Rosalind Russell film Flight for Freedom (1943) was derived from a treatment of "Stand by to Die", a fictionalized treatment of Earhart's life.Template:Sfn
- "Amelia Earhart: The Price of Courage" (1993) is an American Experience television documentary.<ref>"Amelia Earhart: The Price of Courage (1993)." Template:Webarchive American Experience. accessed: February 23, 2010.</ref>
- Amelia Earhart: The Final Flight (1994) starring Diane Keaton, Rutger Hauer, and Bruce Dern, was initially released as a television movie and subsequently rereleased as a theatrical feature.<ref>McCallion, Bernadette. "Amelia Earhart: The Final Flight (1994)." Template:Webarchive The New York Times. accessed: December 26, 2011.</ref>
- The events surrounding Earhart and Noonan's disappearance are dramatized in the science fiction television show Star Trek: Voyager, episode "The 37's" (1995), with Sharon Lawrence portraying Earhart.<ref name="Merkin" />
- In the biopic film Amelia (2009), Earhart is portrayed by Hilary Swank.<ref>Fleming, Michael. "Hilary Swank to play Amelia Earhart: Mira Nair to direct biopic from Ron Bass script." Variety, February 7, 2008. accessed: December 8, 2008.</ref>
- In the 2009 American fantasy comedy film Night at the Museum: Battle of the Smithsonian Earhart is portrayed by Amy Adams.<ref>Template:Cite web</ref>
Music
- Plainsong released a tribute album, In Search of Amelia Earhart (Elektra K42120), in 1972. Both the album and the Press Pak released by Elektra have become collectables and have gained a cult status.<ref>"In Search of Amelia Earhart/Now We Are Three." Template:Webarchive andyrobertsmusic.com. accessed: July 2, 2010.</ref>
- Singer Joni Mitchell's song "Amelia" appears on her album Hejira (1976) and it also features in the video of her 1980 live album Shadows and Light (1980) with clips of Earhart. Commenting on the origins of the song, which interweaves the story of a desert journey with aspects of Earhart's disappearance, Mitchell said: "I was thinking of Amelia Earhart and addressing it from one solo pilot to another ... sort of reflecting on the cost of being a woman and having something you must do".<ref>"News Archive: Your link to SouthCoast Massachusetts and beyond." The Times Standard, October 1, 2004 (archived). accessed: February 21, 2012.</ref>
- The 2024 Public Service Broadcasting album The Last Flight tells the story of Earhart's final flight.<ref>Template:Cite web</ref>
Other
- Lego produced a limited run of its Amelia Earhart Tribute 1932 Lockheed Vega 5B, Lego Model Number 40450, in 2021.<ref>Template:Cite web</ref>
- Earhart was one of several inspiring women who are represented in a line of Barbie dolls introduced on March 6, 2018.<ref>Template:Cite web</ref>
- Team Fortress 2 features Earhart in their comic A Cold Day in Hell. The mercenaries find her plane crashed in Siberia.<ref>Template:Cite web</ref>
- Earhart was profiled in the National Portrait Gallery's exhibit, ONE LIFE: Amelia Earhart.<ref>Template:Cite web</ref><ref>Template:Cite web</ref>
Records and achievements
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- Woman's world altitude record: 14,000 ft (1922)
- First woman to fly the Atlantic Ocean (1928)
- Speed records for 100 km (and with Template:Convert cargo) (1931)
- First woman to fly an autogyro (1931)
- Altitude record for autogyros: 18,415 ft (1931)
- First woman to cross the United States in an autogyro (1931)
- 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. (1932)<ref>Template:Cite web</ref>
- Women's speed transcontinental record (1933)
- First person to fly solo between Honolulu, Hawaii, and Oakland, California (1935)<ref>Template:Cite web</ref>
- First person to fly solo from Los Angeles to Mexico City (1935)
- First person to fly solo nonstop from Mexico City to Newark, New Jersey (1935)
- Speed record for east-to-west flight from Oakland, California, to Honolulu, Hawaii (1937)Template:Sfn
- First person to fly solo from the Red Sea to Karachi (1937)<ref>Template:Cite web</ref>
Books by Earhart
Earhart was a successful and heavily promoted writer who served as aviation editor for Cosmopolitan from 1928 to 1930. She wrote magazine articles, newspaper columns, and essays, and published two books based upon her experiences as a flyer during her lifetime:
- 20 Hrs. 40 Min. (1928) is a journal of her experiences as the first woman passenger on a transatlantic flight.
- The Fun of It (1932) is a memoir of her flying experiences and an essay on women in aviation.
- Last Flight (1937) features the periodic journal entries she sent to the United States during her round-the-world flight attempt, and was published in newspapers in the weeks prior to her departure from New Guinea. The journal was compiled by Earhart's husband GP Putnam after her disappearance over the Pacific. Many historians consider this book to be only partially Earhart's original work.
See also
- 99s Museum of Women Pilots
- Amelia Earhart Park
- Amy Johnson
- Antoine de Saint-Exupéry
- Aviation archaeology
- Coast Guard Air Station Miami
- Cornelia Fort
- Douglas Corrigan
- Elsie Mackay
- Eugene Luther Vidal
- Frances Wilson Grayson
- Harriet Quimby
- Jerrie Mock
- List of female explorers and travelers
- List of people who disappeared mysteriously at sea
- Nancy Harkness Love
Notes
References
Works cited
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- Lubben, Kristen and Erin Barnett. Amelia Earhart: Image and Icon. New York: International Center of Photography, 2007. Template:ISBN.
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- Morrissey, Muriel Earhart. Amelia Earhart. Santa Barbara, California: Bellerophon Books, 1992. Template:ISBN.
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- Pellegrino, Anne Holtgren. World Flight: The Amelia Trail. Ames, Iowa: The Iowa State University Press, 1971. Template:ISBN.
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- The Radio Amateur's Handbook. West Hartford, Connecticut: American Radio Relay League, 1945. No ISBN.
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- Safford, Laurance F. with Cameron A. Warren and Robert R. Payne. Earhart's Flight into Yesterday: The Facts Without the Fiction, McLean, Virginia: Paladwr Press, 2003. Template:ISBN.
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Further reading
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- Moolman, Valerie. Women Aloft (The Epic of Flight series). Alexandria, Virginia: Time-Life Books, 1981. Template:ISBN.Template:Cite book
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External links
Template:Commons category Template:Wikisource Template:Wikiquote
- The Official Website of Amelia Earhart (The Family of Amelia Earhart)
- Amelia Earhart Birthplace Museum
- Papers
- Records Relating to Amelia Earhart – National Archives
- George Palmer Putnam Collection of Amelia Earhart Papers at Purdue University Libraries
- General Correspondence: Earhart, Amelia, 1932–1934, The Wilbur and Orville Wright
Template:National Women's Hall of Fame Template:Aviation accidents and incidents in 1937 Template:Authority control
- Pages with broken file links
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- Amelia Earhart
- American aviation pioneers
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- American feminists
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- Aviators from Kansas
- Aviation writers
- Columbia University School of General Studies alumni
- Cornell family
- Harmon Trophy winners
- Hyde Park Academy High School alumni
- Knights of the Legion of Honour
- Members of the Society of Woman Geographers
- Missing American people
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- National Woman's Party activists
- Otis family
- People declared dead in absentia
- People from Atchison, Kansas
- People from Toluca Lake, Los Angeles
- People lost at sea
- Purdue University faculty
- Recipients of the Distinguished Flying Cross (United States)
- Victims of aviation accidents or incidents in 1937
- Winthrop family
- Women aviation pioneers
- Women's firsts
- Writers from Kansas