Amelia Earhart

Latest News: Exploration Team Claims to Have Discovered Amelia Earhart’s Missing Plane

Is the 86-year mystery surrounding Amelia Earhart’s disappearance nearing resolution? A marine exploration team, led by private pilot Tony Romeo, believes they have located her long-lost aircraft.

On January 29, Deep Sea Vision, a marine robotics company, unveiled a sonar image that appears to depict a shape resembling the contours of a Lockheed 10-E Electra plane—the same model Earhart and navigator Fred Noonan were piloting when they vanished over the Pacific Ocean in July 1937. The exact location of this discovery remains undisclosed, as Deep Sea Vision maintains confidentiality about the site. This finding emerged from a comprehensive 90-day search covering approximately 5,200 square miles of ocean floor, and authorities are currently working to validate the team’s results.

Tony Romeo posits that the sonar image, taken about 100 miles from Howland Island, lends credence to the “Date Line Theory” related to Earhart’s disappearance. This theory suggests that navigator Noonan may have miscalculated their position by approximately 60 miles after neglecting to consider the International Date Line during their flight, resulting in an unintentional ocean landing. “We always felt that Earhart would have made every attempt to land the aircraft gently on the water, and the aircraft signature we observe in the sonar image suggests that may be the case,” Romeo stated. “We are thrilled to have made this discovery towards the conclusion of our expedition and aim to bring closure to a significant chapter in American history.”

Who Was Amelia Earhart?

Amelia Earhart, affectionately referred to as “Lady Lindy,” was a pioneering American aviator whose life and legacy continue to inspire generations. She mysteriously vanished in July 1937 while attempting to circumnavigate the globe along the equator. Earhart was the 16th woman to earn a pilot’s license and made several significant contributions to aviation, including being the first woman to fly across the Atlantic Ocean in 1928 and the first person to fly over both the Atlantic and Pacific Oceans. Tragically, she was declared legally dead in 1939.

Early Life

Amelia Earhart was born on July 24, 1897, in Atchison, Kansas. Much of her early childhood was spent in the care of her maternal grandparents, who provided a stable environment amidst her parents’ tumultuous relationship. Her mother, Amelia “Amy” Otis, married Edwin Earhart, whose struggles with alcoholism led to financial instability. During difficult times, Amy would take Amelia and her sister Muriel to their grandparents’ home, where they sought adventure, exploring the neighborhood, climbing trees, and enjoying thrilling sled rides.

Even after the family reunited when Amelia was ten, Edwin’s ongoing employment challenges necessitated frequent moves, resulting in Amelia attending various schools. Despite the disruptions, she exhibited early talents in science and sports, though socializing and academic performance proved challenging.

In 1915, after another separation from her husband, Amy moved with Amelia and Muriel to Chicago to live with friends. Here, Amelia attended Hyde Park High School, excelling in chemistry. The family’s financial struggles instilled a sense of independence in Amelia, motivating her to rely on herself rather than waiting for someone else to provide.

Following graduation, Amelia visited her sister in Toronto during Christmas break, where she encountered wounded soldiers returning from World War I. Inspired, she volunteered as a nurse’s aide for the Red Cross, fostering her admiration for aviators as she spent time at a nearby airfield watching the Royal Flying Corps.

In 1919, she enrolled in medical studies at Columbia University but left a year later to be with her parents, who had reunited in California.

Becoming a Pilot

A pivotal moment in Earhart’s life occurred during a 1920 air show in Long Beach, where she took a brief plane ride that ignited her passion for flying. Determined to learn to fly, she worked various jobs, including photographer and truck driver, to fund her flight lessons under the guidance of pioneering aviator Anita “Neta” Snook. Earhart immersed herself in aviation, reading extensively and spending considerable time at the airfield. In an effort to fit in with her peers, she cropped her hair short and even slept in her leather jacket for three nights to achieve a worn look.

In the summer of 1921, Earhart purchased a second-hand Kinner Airster biplane, painted bright yellow and nicknamed “The Canary,” as she sought to establish her presence in aviation. On October 22, 1922, she set a world altitude record for female pilots by flying to 14,000 feet. On May 15, 1923, she became the 16th woman to be issued a pilot’s license by the Federation Aeronautique, the world governing body for aeronautics.

During this period, the Earhart family relied largely on an inheritance from Amy’s mother’s estate, but by 1924, the funds had been depleted. Faced with limited prospects in aviation, Earhart sold her plane. After her parents’ divorce, she and her mother embarked on a cross-country trip from California to Boston. In 1925, she enrolled once more at Columbia University but had to abandon her studies due to financial constraints. Earhart subsequently worked as a teacher and social worker.

In 1927, Earhart re-entered the aviation scene by joining the Boston chapter of the American Aeronautical Society. She invested in Dennison Airport in Massachusetts and served as a sales representative for Kinner airplanes in the Boston area. Through her articles promoting flying in local newspapers, she began to cultivate a following and establish herself as a local celebrity.

First Transatlantic Flight as a Passenger

Following Charles Lindbergh’s historic solo flight from New York to Paris in May 1927, there was a surge of interest in having a woman undertake a transatlantic flight. In April 1928, Amelia Earhart received a phone call from Captain Hilton H. Railey, a pilot and publicity expert, who asked her, “Would you like to fly the Atlantic?” Without hesitation, she accepted the invitation. She traveled to New York to undergo interviews and met with project coordinators, including publisher George Putnam. Shortly thereafter, she was selected to be the first woman to fly across the Atlantic—albeit as a passenger. The prevailing belief at the time was that such a perilous journey was too dangerous for a woman to pilot alone.

On June 17, 1928, Earhart embarked on her journey from Trepassey Harbor, Newfoundland, aboard a Fokker F.VIIb/3m named Friendship. She was accompanied by pilot Wilmer “Bill” Stultz and co-pilot and mechanic Louis E. “Slim” Gordon. Approximately 20 hours and 40 minutes later, they landed at Burry Port, Wales. Due to adverse weather conditions, Stultz piloted the entire flight. Although this arrangement had been agreed upon, Earhart later confided that she felt like “just baggage, like a sack of potatoes.” She expressed her aspiration, saying, “Maybe someday I’ll try it alone.”

Upon their return to the United States, the Friendship team was celebrated with a ticker-tape parade in New York, followed by a reception in their honor hosted by President Calvin Coolidge at the White House. The press affectionately dubbed Earhart “Lady Lindy,” a nod to Lindbergh’s nickname, “Lucky Lind.”

Book and Celebrity Persona

In 1928, Earhart published a book detailing her aviation experiences, titled 20 Hrs., 40 Min. Her collaborator and publisher, George Putnam, aggressively promoted her through book tours, lectures, and product endorsements. Earhart actively participated in these promotions, particularly in the realm of women’s fashion. Having sewn her own clothes for years, she contributed her insights to a new line of women’s apparel that embodied a sleek, purposeful, yet feminine aesthetic. Through her celebrity endorsements, she gained considerable notoriety and acceptance in the public eye. Earhart also accepted a position as associate editor at Cosmopolitan magazine, using the platform to advocate for commercial air travel. From this role, she became a promoter for Transcontinental Air Transport, later known as Trans World Airlines (TWA), and served as vice president of National Airways, which operated routes in the northeastern United States.

Earhart’s public persona projected the image of a gracious yet somewhat reserved woman, demonstrating exceptional talent and bravery. However, beneath this exterior, she harbored a strong desire to distinguish herself from others. While she was an intelligent and competent pilot, she recognized that her skills were not exceptional compared to the rapidly advancing technology of the aviation field. As aviation technology evolved, incorporating sophisticated radio and navigation systems, Earhart continued to rely on instinct.

Aware of her limitations, she consistently sought to enhance her skills; however, the demands of promotion and touring often hindered her progress. Understanding the power of her celebrity status, Earhart aspired to be a role model of courage, intelligence, and self-reliance, hoping to challenge negative stereotypes about women and open doors for them across various fields.

Determined to establish herself as a respected aviator, Earhart embarked on a successful solo flight across North America shortly after her 1928 transatlantic journey. In 1929, she participated in the inaugural Santa Monica-to-Cleveland Women’s Air Derby, securing third place. By 1931, she piloted a Pitcairn PCA-2 autogyro, setting a world altitude record of 18,415 feet. During this period, Earhart became involved with the Ninety-Nines, an organization of female pilots advocating for women in aviation, and served as its first president in 1930.

First Solo Flight Across the Atlantic by a Woman

On May 20, 1932, Earhart made history by becoming the first woman to fly solo across the Atlantic. Her nearly 15-hour journey commenced from Harbour Grace, Newfoundland, and concluded in Culmore, Northern Ireland. Prior to their marriage, Earhart and George Putnam had been secretly planning for this solo transatlantic flight. By early 1932, they finalized their preparations and announced that Earhart would attempt the flight on the fifth anniversary of Lindbergh’s historic crossing.

Earhart departed in the morning from Harbour Grace, carrying that day’s edition of the local newspaper to verify the flight date. Almost immediately, she encountered challenges, including thick clouds and ice accumulation on the wings. After approximately 12 hours of flying, conditions deteriorated, and the aircraft began to experience mechanical issues. Aware that she could not reach Paris as Lindbergh had, Earhart sought an alternative landing site. She successfully landed in a pasture just outside the small village of Culmore, Londonderry, Northern Ireland.

On May 22, 1932, Earhart was warmly welcomed at Hanworth Airfield in London. Her groundbreaking flight established her as an international hero, earning her numerous accolades, including the Gold Medal from the National Geographic Society, presented by President Herbert Hoover; the Distinguished Flying Cross from the U.S. Congress; and the Cross of the Knight of the Legion of Honor from the French government.

Other Notable Flights

Amelia Earhart’s aviation career was marked by several significant achievements, including her solo flight from Honolulu to Oakland, California, which established her as the first person to fly across both the Atlantic and Pacific Oceans. In April 1935, she undertook a solo flight from Los Angeles to Mexico City, followed by another flight from Mexico City to New York just a month later. Between 1930 and 1935, Earhart set seven women’s speed and distance records in various aircraft. In 1935, she joined Purdue University as a career consultant and technical advisor to the Department of Aeronautics, where she began to consider one last flight to circumnavigate the globe.

Marriage to George Putnam

Earhart married George Putnam, the publisher of her autobiography, on February 7, 1931, at his mother’s home in Connecticut. Putnam had previously published works by Charles Lindbergh and recognized the potential for Earhart’s 1928 transatlantic flight to be a best-seller, with Earhart as the focal point. While married to Crayola heiress Dorothy Binney Putnam, he invited Earhart to live in their Connecticut home to collaborate on her book.

Earhart and Dorothy became close friends, but rumors of an affair between Earhart and Putnam circulated, which both denied, asserting that their initial relationship was strictly professional. Dorothy was reportedly unhappy in her marriage and had an affair with her son’s tutor, as recounted in Whistled Like a Bird by Sally Putnam Chapman, her granddaughter. The Putnams divorced in 1929.

Following their separation, Putnam pursued Earhart and proposed several times. Earhart initially declined but eventually accepted his proposal. On their wedding day, she wrote to Putnam, stating, “I want you to understand I shall not hold you to any medieval code of faithfulness to me, nor shall I consider myself bound to you similarly.”

Last Flight and Disappearance

Earhart’s ambitious attempt to become the first person to circumnavigate the globe at the equator ended in her mysterious disappearance on July 2, 1937. She purchased a Lockheed Electra L-10E and assembled a skilled crew, including Captain Harry Manning, Fred Noonan, and Paul Mantz. Manning, who had previously flown Earhart back from Europe in 1928, was the first navigator, while Noonan, an experienced navigator, was the second. Mantz, a Hollywood stunt pilot, served as Earhart’s technical advisor. The initial plan involved flying from Oakland to Hawaii, then across the Pacific to Australia, followed by a route through India, Africa, Florida, and back to California.

On March 17, 1937, the team departed Oakland for the first leg of the journey. They encountered various challenges crossing the Pacific and landed in Hawaii for repairs at the U.S. Navy’s Field on Ford Island in Pearl Harbor. After three days, during takeoff, the Electra experienced a mishap that caused it to loop on the runway. The cause remains debated, with witnesses attributing it to a blown tire, while others, including Mantz, cited pilot error. Fortunately, no one was seriously injured, but the plane sustained significant damage, necessitating shipment back to California for repairs.

During this delay, Earhart and Putnam secured additional funding for their flight. The pressures of fundraising and the delays left Earhart exhausted. Once the plane was repaired, changes in weather patterns required adjustments to their flight plan, now set to head east. Unfortunately, Manning and Mantz could not participate in this leg due to prior commitments and contract disputes.

Following a successful flight from Oakland to Miami, Earhart and Noonan departed Miami on June 1, 1937, amid much publicity. The route included stops in Central and South America, with a turn towards Africa. They eventually crossed the Indian Ocean, landing in Lae, New Guinea, on June 29, 1937, completing approximately 22,000 miles of their journey. The remaining 7,000 miles were to be flown over the vast Pacific Ocean.

While in Lae, Earhart contracted dysentery, which delayed their departure. Adjustments were made to the aircraft, including additional fuel and the removal of parachutes, deemed unnecessary for the upcoming flight. Their goal was Howland Island, located 2,556 miles from Lae—a small and low-lying landmass difficult to distinguish from the ocean or clouds. Earhart and Noonan devised a meticulous plan that involved celestial navigation and radio communication with the U.S. Coast Guard vessel Itasca, stationed near Howland Island. They also prepared contingency plans in case they needed to ditch the plane in the ocean.

On July 2, 1937, at 12:30 a.m., Earhart and Noonan departed Lae towards Howland Island. Despite a well-thought-out strategy, several decisions made early in the flight would prove detrimental. They left behind radio equipment capable of broadcasting over longer distances, prioritizing fuel capacity instead. The Electra carried approximately 1,000 gallons of fuel—50 gallons short of full capacity.

The crew faced difficulties almost immediately after takeoff. Witnesses reported potential damage to the radio antenna, and Noonan likely struggled with celestial navigation due to overcast skies. Compounding these challenges, the charts they used were later found to be inaccurate, placing Howland Island nearly six miles from its actual location.

As they neared the expected position of Howland Island, they initiated their north-south search pattern but encountered poor radio communication with the Itasca. There was confusion regarding the agreed-upon check-in time; Earhart operated on Greenwich Civil Time, while the Itasca operated on a different time zone, leading to a 30-minute discrepancy.

At 7:20 a.m. on July 2, Earhart reported her position, indicating the Electra was 20 miles southwest of the Nukumanu Islands. By 7:42 a.m., she communicated, “We must be on you, but we cannot see you. Fuel is running low. Been unable to reach you by radio. We are flying at 1,000 feet.” Despite the Itasca’s replies, there was no indication Earhart received them. Her last message at 8:43 a.m. suggested they believed they were on the correct course, but Noonan’s navigational chart was off by five nautical miles. The Itasca released oil burners to signal the flyers, but they likely did not see this signal. It is presumed their fuel ran out, forcing them to ditch at sea.

Once the Itasca realized communication had ceased, an immediate search commenced, involving 66 aircraft and nine ships—an estimated $4 million operation authorized by President Franklin D. Roosevelt. Despite extensive efforts, the fate of Earhart and Noonan remained uncertain. The official search concluded on July 18, 1937, but Putnam financed further search attempts based on tips from naval experts and even psychics. By October 1937, Putnam acknowledged the likelihood of their survival was negligible. On January 5, 1939, Earhart was declared legally dead by the Superior Court in Los Angeles.

Theories and Investigations Into Earhart’s Disappearance

Since Amelia Earhart’s disappearance in 1937, numerous theories have emerged regarding her final days, many linked to artifacts discovered on various Pacific islands. Two theories, in particular, stand out due to their credibility.

The first posits that Earhart and her navigator, Fred Noonan, either ditched or crashed their aircraft, resulting in their demise at sea. Supported by several aviation and navigation experts, this theory suggests that inadequate planning and poor execution led to the ill-fated final leg of the flight. Investigations revealed that the Lockheed Electra aircraft was not fully fueled, making it unlikely to reach Howland Island even under optimal conditions. The prevailing conclusion among investigators is that the plane ran out of fuel approximately 35 to 100 miles from the island.

The second theory suggests that Earhart and Noonan may have continued flying without radio transmission after their last signal, ultimately landing on the uninhabited Nikumaroro reef, located 350 miles southeast of Howland Island. This theory is bolstered by various on-site investigations that unearthed artifacts, including improvised tools, pieces of clothing, an aluminum panel, and a fragment of Plexiglas matching the dimensions of an Electra window. Notably, in May 2012, a jar of freckle cream, believed by many investigators to belong to Earhart, was discovered on a remote island near these other findings.

Amelia Earhart: The Lost Evidence

In July 2017, the investigative special Amelia Earhart: The Lost Evidence, aired on the History Channel, exploring the significance of a photograph uncovered by a retired federal agent within the National Archives. This photograph, allegedly taken by a spy on Jaluit Island, has been deemed unaltered. A facial-recognition expert featured in the special identified a woman and a man in the image as potential matches for Earhart and Noonan, with the male figure exhibiting a hairline characteristic of Noonan. Additionally, a ship towing an object resembling Earhart’s plane was visible in the photograph. Proponents of this theory speculate that the Japanese ship Koshu Maru was in the vicinity and may have transported Earhart and Noonan to Jaluit, where they were later held as prisoners on Saipan.

However, this theory has faced skepticism. Richard Gillespie, an Earhart expert and leader of The International Group for Historic Aircraft Recovery (TIGHAR), dismissed the photograph as “silly.” TIGHAR, which has investigated Earhart’s disappearance since the 1980s, supports the theory that the pair ran out of fuel, landed on Nikumaroro’s reef, and ultimately perished there. Compounding the controversy, a Japanese military blogger discovered the same photograph in a Japanese-language travelogue archived in Japan’s national library, indicating it was published in 1935—two years before Earhart’s disappearance. The communications director of the National Archives stated that the archives do not know the date of the photograph or the identity of the photographer.

Investigative Findings

In October 2014, TIGHAR researchers reported the discovery of a scrap of metal measuring 19 inches by 23 inches on Nikumaroro’s reef, which they identified as a fragment of Earhart’s plane. This piece had originally been found in 1991 on a small, uninhabited island in the southwestern Pacific.

In July 2017, a team of four forensic bone-sniffing dogs, working with TIGHAR and the National Geographic Society, claimed to have pinpointed a location where Earhart might have died. In 1940, a British official reported finding human bones beneath a ren tree, and subsequent expeditions revealed potential evidence of an American female castaway, including campfire remains and a compact mirror. The TIGHAR team reported that all four dogs alerted investigators to human remains near the ren tree, leading to soil samples being sent for DNA analysis in Germany. In 2018, anthropologist Richard Jantz announced the results of his study reexamining the original forensic analysis of the 1940 bones. Although the original assessment suggested the bones belonged to a short, stocky European male, Jantz utilized more advanced scientific techniques and comparative measurements from 2,776 individuals from the same time period. He concluded that the bones exhibited a high similarity to Earhart, stating, “This analysis reveals that Earhart is more similar to the Nikumaroro bones than 99 percent of individuals in a large reference sample. This strongly supports the conclusion that the Nikumaroro bones belonged to Amelia Earhart.”

In tandem with the bone analysis, Richard Gillespie, TIGHAR’s executive director, released a report in July 2018 based on extensive analysis of radio distress signals transmitted by Earhart after her disappearance. Gillespie theorized that Earhart and Noonan had landed on Nikumaroro reef, the only nearby location large enough for a plane to land. He studied tide patterns and determined that the distress signals coincided with low tides on the reef, allowing Earhart to run the plane’s engine without risking flooding. Various citizens documented receiving messages from Earhart via radio, with accounts corroborated by contemporary publications. On July 4, two days post-crash, a resident in San Francisco reported hearing a voice say, “Still alive. Better hurry. Tell husband all right.” Three days later, someone in eastern Canada picked up what is believed to be Earhart’s final transmission: “Can you read me? Can you read me? This is Amelia Earhart… please come in.”

Robert Ballard’s Search

In August 2019, renowned explorer Robert Ballard, known for locating the Titanic in 1985, led a research team to Nikumaroro, hoping to shed light on Earhart’s disappearance. This search was sponsored by National Geographic, which planned to air a two-hour documentary about Ballard’s efforts later that year.

In January 2024, the Deep Sea Vision exploration team announced the acquisition of a sonar image depicting an object on the Pacific Ocean floor resembling the contours of a Lockheed 10-E Electra—the same type of plane associated with Earhart’s disappearance. The team, led by CEO Tony Romeo, scanned approximately 5,200 square miles of uncharted ocean floor over three months to obtain the image. Although the exact location of this find has not been publicly disclosed, it is believed to be around 100 miles from Howland Island. Romeo and DSV theorize that the object could be Earhart’s plane, based on the “Date Line Theory,” which posits that navigator Noonan failed to account for the International Date Line, resulting in a geographic miscalculation during the flight.

Legacy

Amelia Earhart’s life and achievements continue to be commemorated annually on “Amelia Earhart Day,” celebrated on her birthday, July 24.

Earhart’s persona combined a shy, charismatic appeal with an indomitable determination and ambition. Through her passion for aviation, she established numerous distance and altitude world records. Beyond her accomplishments as a pilot, she sought to make a profound statement about the potential and worth of women, dedicating much of her life to demonstrating that women could excel in their chosen fields just as men could. This commitment contributed to her widespread appeal and international recognition. The mystery surrounding her disappearance further solidified Earhart’s legacy, rendering her one of the world’s most iconic pilots in popular culture.