Frederick J. Hooven, famed for his engineering inventions, was born in Dayton, Ohio in 1905, met Orville Wright as a child and by age 15 was a regular visitor to the Wrights’ Dayton laboratory. After graduating from MIT in 1927, Hooven was hired by General Motors, and rose to vice president and chief engineer of the Radio Products Division of Bendix Aviation Corporation by 1935. His Hooven Radio Compass, which he later sold to the Bendix Company, is now known as the Automatic Direction Finder or ADF, was installed in Amelia Earhart’s Electra in 1936, but was later replaced by an earlier, lighter unit.
When he died in 1985, Hooven held a total of 38 American patents, as well as many foreign patents in fields such as avionics, bomb sights, automotive ignition and suspension systems, photographic typesetting and medical technology. His inventions include 17 radio and aviation navigation and landing instrument systems, bomb-release systems, six automotive ignition systems, three medical instruments, six photographic type compositions and seven other automotive inventions (axles, brakes, springs, suspensions, plus a complete engine, the 1966 Olds Toronado).
In his 1966 letter of introduction to Goerner, below, the first of many from Hooven to his soon-to-be friend and Earhart research associate, he discusses his radio compass, his meeting with Amelia and what he believed was the fatal decision to remove his invention from the Electra. Many more would follow through the years. (Bold emphasis mine throughout.)
December 5, 1966
Mr. Frederick Goerner
277 Park Avenue
New York City, N.Y. 10017
Dear Mr. Goerner:
I just finished reading your book on Amelia Earhart. I started the book with a good deal of skepticism, but now that I have finished it I find that I share your conviction that this whole matter must be clarified and honor rendered to those to whom it is due. I can add a small and perhaps interesting sidelight to the Amelia Earhart story. My contribution does nothing either to strengthen or weaken your conclusions, but I believe if my story had been different, Miss Earhart would not have been lost .
I installed on Miss Earhart’s Lockheed one of the first prototypes of the modern aircraft radio direction-finder. Before she embarked on her flight, however, this was removed, and installed in its place was the old-fashioned null-type direction-finder that she carried with her. The modern instrument would have given her a heading on the transmitter of the cutter Itasca at Howland Island even under poor reception conditions and it would have shown her without ambiguity that her destination was still ahead.
The modern direction finder that I invented in 1935 had some important points of superiority over the old simple null-type that had been used ever since before 1920. We called it a radio compass then. It is always called the ADF today. It uses a conventional antenna in addition to the directional loop, the result being that it is possible to listen to the station at the same time a bearing is being taken. It is so much more sensitive that it is possible to use a much smaller loop, contained in the familiar streamlined cigar-shaped housing that is still to be seen on all but the very latest models of commercial and military aircraft.
Most importantly, by using the signal from the non-directional antenna as a point of reference, the modern instrument is able to indicate the true direction of the transmitter from the receiver whereas the null-type indicator could do no more than tell that the transmitting station was somewhere along a line that passed through the center of the loop-antenna. Obviously, to obtain a useable null with the old system the signal must be several times louder than the background noise. With the radio compass, a useable bearing may be taken on a station that is not readable through the noise. All of these things combine to convince me that Miss Earhart would have reached Howland Island if the radio compass had still been installed in her airplane.
We built six of these prototypes. I was at that time vice president and chief engineer of the Radio Products Division of Bendix Aviation, which was one of the small companies later combined into Bendix Radio. Vincent Bendix had retained Harry Bruno as his personal public relations counsel and he distributed these prototypes where he thought they were most likely to get his name into the papers. One of them went to Dick Merrill and Harry Richman, and we installed it on the Northrup Alpha they flew across the Atlantic and landed in Ireland. They both told me they owed their lives to the radio compass.
Harry had broadcast to his public over their 50 watt transmitter until the airplane ‘s battery was flat, so when they reached England they were able to use only their receiving equipment. It was foggy and they flew around for 24 hours before they found a hole they could get down through. They said they surely would have been back over the ocean if they had not had the radio compass on board. Just to bear out your contention about the transmitting range of the 50 watt transmitter I listened to Harry on my receiver in Dayton, Ohio on 3100 kilocycles until he was about halfway across the Atlantic.
Another prototype was turned over to the United States Army Air Corps at Wright Field. We installed it in a B-10 and connected the output to the directional control of the automatic pilot. I rode in this airplane on a nonstop flight from Dayton to Dallas, Texas and back. During the entire flight the pilot never touched the controls of the airplane. It was guided over the entire distance by the radio compass, which was tuned in to local broadcast stations and radio beacons along the way.
The pilot of that airplane was a very close friend of mine, George Holloman, who lost his life in the South Pacific during the war and who gave his name to Holloman Field . Later on, the same radio compass was installed in an ancient Fokker C-151 which made the first completely automatic takeoff and landing at Wright Field in 1937. Later the same year at Muroc Air Force Base, that airplane made the first completely automatic unmanned takeoff and landing. Another of these prototypes went to the Department of Commerce and one I personally installed for American Airlines on the first DC-3 to go into commercial passenger service.
Miss Earhart brought her airplane to Wright Field in Dayton where I made the installation of our equipment. I spent most of the day with her and I concur with your description of her. She was attractive, charming, gracious — a real lady. She had with her a pretty young girl straight from the sticks, named Jacqueline Cochrane. We had lunch together in the cafeteria at the Field. So far as I know Miss Cochrane is still living and should be able to verify this part of the story.
I don’t remember when I learned that the radio compass had been removed from Miss Earhart ‘s plane before she took off on her world flight. The Radio Research Company of Washington, D.C. was another Bendix division. Its vice president was Laurence A. Hyland, who is now, or was until very recently, vice president and general manager of Hughes Aircraft. Hyland had been a Navy man and his company manufactured the standard Navy aircraft direction finder. As I understood it, Hyland convinced Miss Earhart that she should not trust such a new fangled device as my radio compass and that she would be much safer with the good old reliable instead. From what you say about the Navy’s involvement in the affair, it could well have been that the Navy persuaded her to take out this piece of equipment that had been developed in connection with the Army Air Corps.
You can see why I read your book with more than casual interest and would like to see such a grand lady take her proper place in history.
Frederick J. Hooven
Hooven’s contention that if Amelia had used his radio compass she “would have reached Howland Island” was, of course, based on the assumption that she was actually trying to locate and land at Howland, and was not embarked on a far different and possibly covert flight plan. Many factors that have been presented and discussed in earlier posts argue for that, but we simply don’t know for sure.
After years of studying data from the Pan Am intercepts and other alleged radio receptions, Hooven presented his paper, Amelia Earhart’s Last Flight, which became known as The Hooven Report, at the Amelia Earhart Symposium at the Smithsonian Institute’s National Air and Space Museum in June 1982. Citing the bearings on the signals reported by the three Pan Am radio stations and the Howland Island high-frequency direction finder supplied by the Navy, Hooven asserted it was “undeniable” that the transmissions had originated from the downed fliers.
“Five bearings were taken on the weak, wavering signal reported on the frequency used by the Earhart plane,” Hooven wrote, “and four of them, plus the 157-337 position line of the last message all intersected in the general area of the Phoenix Group. This constitutes positive evidence of the presence of a transmitter in that area which could only have been that of the downed plane. No hypothesis purporting to explain the events of the last flight can be credited that does not offer a plausible explanation of these signals, and why they originated along the plane’s announced position line at the only location, except for Baker and Howland, where there was land.”
According to several knowledgeable researchers, Hooven later abandoned the Gardner Island idea after Goerner convinced him that regardless of the location of the source of questionable radio signals that inspired it, too many people had lived on Gardner for too many years without any trace of the Earhart Electra ever seen on the island. I’ve tried without success to locate any documents that reflect Hooven’s alleged reversal, which I believe actually occurred.
Amelia Earhart’s Last Flight established Hooven as the creator of the Gardner Island (Nikumaroro) landing theory, not the executive director of The International Group for Historic Aircraft Recovery (TIGHAR), Ric Gillespie, who has yet to credit Hooven publicly, at least to this writer’s knowledge. If he has finally done so, I expect to be corrected quite loudly and quickly, and will report it here. Lacking any other plausible alternative to the Marshalls-Saipan reality, our establishment media continues to deny the truth and force feeds this rubbish, this long-debunked “Nikumaroro hypothesis,” to an incurious, gullible public, and to mislead all who remain willfully ignorant.
Today we return to the early 1960s correspondence between San Francisco radio newsman Fred Goerner and Leo Bellarts, the chief radioman aboard the U.S. Coast Guard Cutter Itasca on July 2, 1937, who retired from the Coast Guard as a lieutenant in 1946. My Feb. 6 post, “Revisiting roots of the real search for Amelia,” began with Bellarts’ November 1961 letter to Goerner, in which the nearly incredulous Bellarts asked, “why you believe Earhart wound up on Saipan”?
Bellarts’ certainly that Amelia Earhart and Fred Noonan rested “peacefully on the bottom of the sea, no farther than 100 miles from Howland,” was based entirely on the increase in Earhart’s signal strength in her last transmission. “She was so loud that I ran up to the bridge expecting to see her coming in for a landing,” Bellarts told Elgen Long in a 1973 interview.
In his reply, Goerner brought Bellarts up to date on his findings during to Saipan visits, including “three file cabinets filled with the most painstaking research concerning every aspect of the disappearance [that] has given us very strong reasons to believe Earhart and Noonan were on Saipan for an indefinite period prior to the war.” The KCBS newsman also posed several new questions for Bellarts, many about the Electra’s radio transmission capabilities, as well as those of Itasca and the high-frequency direction finder supposedly set up on Howland Island. Bellarts’ response follows.
1920 State Street
15 December 1961
Mr. Frederick A. Goerner
San Francisco 5, California
Dear Mr. Goerner:
Your letter of November 30th arrived December 13th, and I wish to thank you for your reply to my letter. I also wish to thank you for the additional papers you forwarded with your letter. They were very interesting.
First, I will attempt to answer your questions. I have kept a scrapbook on the Earhart case and it contains much information. Therefore, I will not have to rely on a memory of twenty-odd years. Your letter and enclosures will be an interesting addition to my scrapbook.
In answer to your first question regarding people stating that the Earhart radio could not be heard more than 50 to 100 miles. In my opinion this is someone talking about something they know nothing about. This is completely false. I agree with the statement contained in “Facts About the Final Flight” that a 50-watt transmitter airborne will certainly transmit dependably to 500 miles under normal conditions. During nighttime hours, this distance could be multiplied several times under favorable skip conditions. I did not notice any skip conditions during her flight and believe that her signals were copied “ground wave” as they continually built up to the time of her final transmission when she was very loud and could be easily copied on the ship’s loudspeaker. THIS WOULD NOT HAVE BEEN TRUE UNDER SKIP CONDITIONS. (Caps Bellarts’ throughout.)
At this point I wish to state that we were using a CGR-32-1 type receiver on Earhart’s frequency and by present day standards is a poor receiver. I am sure that if present day receivers were then available, we could have read her signals very much better and at an earlier hour.
As to the time and content of all messages changed in the July 5th messages from the contents of the July 2nd messages bewilders me. This point I was completely unaware of. It appears that there was a bit of the “Press Reports” incorporated somewhere along the line. You may check the authentic receptions from the plane and draw your own conclusions.
In regard to the “30 minutes of gas remaining,” this will be answered in the listing of messages from the plane in the summation of her last messages.
The people stating that the Earhart radio was not functioning properly make such statements on pure guess work. Amelia never stated that our signals were too weak for a minimum, BUT “We received your signals but unable to get a minimum; please take bearing on us,” etc. No mention was made of weak signals or the reason she could not obtain a bearing: Too great a signal, too weak a signal, fading, night effect (which there were none), and other causes. As far as we knew on the ITASCA, Earhart encountered no equipment failure — at least she reported none. Actually, in this case, I believe that our signals were too strong.
Earhart was not alerted to the fact a special D/F had been set up aboard the ITASCA because there was none! No D/F was aboard during her flight that would cover her frequency of 3105 or 6210 KCS. The only D/F was a standard low frequency finder capable of taking bearings of broadcast stations and frequencies below 500 KCS.
There was, however, a high frequency D/F installed on Howland Island for the express purpose of taking bearings on Earhart. This equipment was set up and in operation during her flight, completely aligned and in position. This equipment was NOT ship’s property but was borrowed in Honolulu through the efforts of the C.G. District Radio Electrician, Mr. Anthony. I believe this D/F was actually Navy property.
Lt. Cooper of the U.S. Army Air Force was aboard the ITASCA for two reasons that I know of. Mr. Cooper was assigned the duty of surveying the airfield and placing the required markers, flags, etc. He was also available for any technical assistance that Earhart might require after landing on Howland. Memory tells me he had two enlisted assistants.
Actually, the USS SWAN and USS ONTARIO were assigned as weather ships. The ITASCA never worked either ship and I must rely on my memory for that information because, as you say, there is nothing in the log regarding the ONTARIO. As for the reason the ONTARIO didn’t hear Earhart, it was very simple. The receivers aboard that ship could not receive on her frequency. The ONTARIO and the SWAN were small tugs and were one radioman ships, maintaining only schedules for weather through Navy radio Samoa or Honolulu. I was not familiar with their schedules. The equipment aboard the ONTARIO was low frequency rigs and could not operate on anything above 500 KCS for transmitting and could not receive above 3000 KCS. The SWAN was somewhat out of the picture, being stationed between Howland and Honolulu.
“Strength of Signal” certainly strengthened my conviction, and that of others who heard her last transmission, that she was very close to Howland Island. I started my radio career in the USCG in 1924, and believe that I can distinguish when a 50-watt transmitter is close aboard or not. Honestly, we in the radio room could actually hear her voice so near the breaking point that at any moment I expected her to go into an hysterical scream. Giving her plenty of leeway, she must have been within 200 miles when she crashed. Actually, I believe it was much less.
The 157-337 message regarding a position of the Earhart plane was taken as a sunline position, of course not complete. Actually, I believe that she became so upset that she failed to send the entire message which would have given the ITASCA something to go on in the search. As a result, we could only assume that she crashed somewhere before arriving at Howland. She certainly did not pass overhead at 1000 feet without seeing the large smokescreen the ITASCA was laying. I have a photo of that which also shows cloud formations.
I have no idea as to the assumptions of the LEXINGTON as to what Earhart’s speed was. As to the laying out of a search plan, I am sure that this was done as well as could be expected with the scarcity of information at hand.
Yes, I know Bill Galten but I’m afraid there is a misunderstanding as to his rate at the time of the Earhart search. Galten was a very good and reliable radioman THIRD CLASS. Galten actually relieved me for breakfast that fateful morning. He also maintained the radio log from 0718 to 1035 when I assumed radio log and actual watch. From the first time we heard Earhart, to the last time at 0843, I don’t believe that I was out of the radio room more than 15 minutes, having heard all of her transmissions. I don’t believe that I have seen Galten for over 20 years. However, I believe that he is now a Retired Chief Radioman.
Now, if I may, I would like to make a few comments on portions of your letter and also the enclosure which I appreciate receiving.
On the main matter for conjecture, as you say, “How did Earhart and Noonan reach Saipan?” To me, there is only one answer, if there is an answer. They may have reached Saipan but certainly NOT on the Electra she flew from Lae. The only possibility as far as I’m concerned is that they crashed very close to Howland Island and were fortunate (?) enough to land near a Japanese fishing boat or other Jap vessel which was in that vicinity.
To all known information, no Japanese vessels were anywhere near Howland during that time. Considering the strength of her signals, she was certainly not near enough to any island (except Baker) that she could have possibly landed on. It must have been a sea crash. The Marshalls, Gilberts or Phoenix groups are definitely ruled out in my book. (Editor’s note: At the time of this letter, neither Bellarts, Goerner or any other American researcher knew about Bilimon Amaron’s eyewitness account, nor those of any of the other Marshall Island witnesses to the crash-landing of the Electra off Barre Island, Mili Atoll.)
In quoting Time magazine of July 19, 1937, I would like to quote from an article regarding Earhart. “Several facts made it clear that much more than simple bad luck was involved. Before the hop off, when capable Navigator [sic] Noonan inspected what he supposed was an ultra-modem “flying laboratory,” he was dismayed to discover that there was nothing with which to take celestial bearings except an ordinary ship sextant. He remedied that by borrowing a modem bubble octant designed especially for airplane navigation. For estimating wind drift over the sea, he obtained two dozen aluminum powder bombs. For some reason, these bombs were left behind in a storehouse.
The Coast Guard Cutter ITASCA, which had-been dispatched from San Diego to Howland Island solely as a help to the flyers, would have been able to take directional bearings on the Earhart plane if the latter could have tuned its signals to a 500 KC frequency. The plane’s transmitter would have been able to send such signals if it had a trailing antenna. Miss Earhart considered all this too much bother; no trailing antenna was taken along.” The ITASCA was entirely unaware of this and, as a result, did not know that she was unable to transmit on 500 KCS.
As to why the LEXINGTON was called into the search, I will quote from the above-mentioned magazine again. “When word that the Earhart plane was lost reached the U.S., husband Putnam wired an appeal for a Navy search to President Roosevelt. But even before the message reached Washington, Secretary of the Navy [Claude A.] Swanson had ordered the Navy to start hunting.”
To add a little sidelight to the search, were you aware that the U.S. Battleship COLORADO served as an oil barge for the USCG cutter ITASCA?
Under a New York dateline, Dec. 4, 1961, there appeared a story about a “Mrs. Clara [Trenckman] Studer, Rome, Italy, who has spent months here studying records of Miss Earhart’s last flight” etc. This same article contains the following: “Mrs. Studer, a writer who collaborated on a book with Miss Earhart’s husband, George Putnam, and helped form the woman pilots’ organization the “Ninety-Nines,” said Miss Earhart’s name and fate “must be cleared” before 1965 when she is eligible for election in the Hall of Fame. Mrs. Studer and other friends of the flier also fear chances of an Amelia Earhart stamp being published next year have been hurt by the story that she was spying on Saipan.”
(Editor’s note: An online search shows no evidence of any book that Clara Studer and George Putnam wrote together. Studer did author a 1937 book, Sky Storming Yankee: The Life Story of Glenn Curtiss, and in 1933, Studer was the New York-based editor of The Ninety- Niner newsletter. To see the Jan. 15, 1933 edition, please click here.)
Now that I have answered your questions to the best of my ability, may I ask just what connection has Mrs. with CBS, and also the connection, if there be one, between CBS and Mr. Putnam? If Miss Earhart’s name was to be cleared of the spy charge, wouldn’t it be a logical conclusion that an intense investigation be made just how Earhart and Noonan arrived at Saipan (if they did)? My conclusion remains the same; that is, the Electra and its passengers are on the bottom of the sea west of Howland Island, yet very near the island.
In closing, I would like to add that you are quite the “Quiz Master.” However, if there is any doubt in your mind, I see no reason why you should be otherwise. In addition, the enclosure “Facts about the Final Flight” contains several remarks that I would disagree with, but I have never doubted that she crashed very close to Howland Island.
I hope that I have cleared up some points regarding this case. If I can be of any further assistance, don’t hesitate to “start quizzing.” THE INFORMATION THAT I HAVE GIVEN YOU IS FOR YOUR INFORMATION ONLY AND I DO NOT WISH ANY PUBLICITY ON MY PART.
Leo G. Bellarts
Stop the presses! On April 5, Dave Jourdan of Nauticos officially announced finis to the latest Earhart crashed-and-sank goose chase, when he announced on the group’s Expedition Portal, “Today the Eustace Earhart Discovery Expedition 2017 comes to a close.”
As always, no hyperbolic headlines screamed for attention as another ocean-floor boondoggle came up empty, nor could the news of this crushing development be found anywhere else in our vast Internet media. Under the headings “Mission Conclusion” and the grammatically challenged “Nauticos Crew Head Home, Makes Plans,” Jourdan wrote, “As you may have gathered, I cannot announce that we found the Electra.” Who could have imagined!
Also as predicted, Jourdan claims that his crew’s latest high-tech achievements aboard “the good ship Mermaid Vigilance” made this most recent voyage highly successful:
We covered 725 square nautical miles this expedition, a record for Nauticos. Our tally in three expeditions is nearly 2,000 square nautical miles, and with the coverage by the Waitt Foundation in 2009 we’ve mapped an area the size of Connecticut at 1 meter resolution or better. This is one of the largest contiguous areas of the deep ocean mapped in history.
So now, thanks to Nauticos, anyone interested in touring the ocean floor near Howland Island should have a far-more detailed map to keep them from getting lost as they negotiate the “seamounts, calderas, and volcanic cones never seen before” in this area of the central Pacific. It’s encouraging to know that someone is concerned about resolving this pressing need!
Readers of this blog will be forgiven if they’re unaware that Jourdan actually wrote a book on his Earhart search, The Deep Sea Quest for Amelia Earhart (Never Forgotten Book II), yet another misnamed and thoroughly forgettable tome, published in 2010 and obviously read only by the most clueless and incorrigible crashed-and-sank enthusiasts.
A description — or more accurately, a warning — about this book’s vapid contents can be found on its Amazon page, on which we find:
“The disappearance of Amelia Earhart is possibly the greatest aviation mystery of the twentieth century. Amelia and her navigator, Fred Noonan, vanished without a trace in the vast Pacific near tiny Howland Island during their attempt to circle the globe on July 2, 1937. No wreckage, oil slick, or floating debris of any sort was ever found. Other than a few fleeting radio messages, there is no primary source to narrow speculation on their fate.”
“No primary source”? Yes, you read that correctly. I suppose that would depend on how one defines “primary source,” wouldn’t it? Jourdan, along with the indefatigable crashed-and-sanker Elgen M. Long, who was also aboard Mermaid Vigilance, is among the most visible of the hopeless crashed-and-sank wing of the Earhart community. Neither Long nor apparently Jourdan consider Paul Briand Jr., Fred Goerner, Vincent V. Loomis, Oliver Knaggs, Thomas E. Devine, Bill Prymak or anyone else who ever painstakingly labored in the service of the truth and at the risk of their personal peace and reputations to bring back solid, eyewitness evidence of the presence and deaths of Amelia and Fred Noonan in the Marshall Islands and Saipan as “primary sources.” The same can be said of any of the scores of witnesses these men interviewed, beginning with Josephine Blanco Akiyama, still alive in San Mateo, Calif.
Not a single mention of any of them, or even the possibility of Saipan, can be found in Long’s Amelia Earhart: The Mystery Solved, and I have no intention of purchasing Jourdan’s book so that I can make a similar statement about that fish wrapper. An old quotation comes to mind and seems most appropriate here: “There are none so blind as those who will not see.”
Jourdan concluded his announcement by writing, “We will take another look at all of our work, and have already made a to-do list. We will return home, take a well deserved rest, then get back to it!” Of course they will; there’s too much money yet to be made from the fat contracts the U.S. Navy happily awards to those willing to get underway in these continuing voyages into insanity.
One of the better-known definitions of insanity has been attributed to Albert Einstein, who described it as “doing the same thing over and over again and expecting different results.” I wonder how many times it would take Nauticos, or the rest of clueless crashed-and-sankers to search the Pacific floor without finding the Earhart Electra before they admitted they might be wrong about what happened to Amelia and her plane. Based on past performances, the answer is, sadly, “Never.”
I didn’t even know about the current search until today, when David Billings told me about it in an email from his home in Nambour, Australia. Billings, of course, has his own, far more credible theory about where the Earhart Electra lies, and it’s certainly not on the bottom of the Pacific. More about David in a moment, but this latest from Nauticos is just a bit too clever, a bit too slick, and more than a bit too much.
Nauticos has fancied up its website for the new search, with lots of bells and whistles, and even sports a special Expedition Portal, wherein fans can get near daily updates on this latest foray into crash-and-sank futility, dubbed the “Eustace Earhart Discovery Expedition.” Rather than further comment on this inane voyage, I’ll quote Dave Jourdan, Nauticos’ coordinator and publisher, as he describes his latest boondoggle in the lead paragraph on Nauticos’ Amelia page:
On February 18, 2017 a team from Nauticos with stratospheric explorer Alan Eustace and aviation pioneer Elgen Long departed Honolulu for the vicinity of Howland Island, 1,600 miles to the southwest, to complete the deep sea search for Amelia Earhart’s lost Lockheed Electra. Adding to the work conducted during prior expeditions in 2002 and 2006, the team plans to complete a sonar survey of about 1,800 square miles of seafloor, an area believed to contain the aircraft. The expedition will use autonomous underwater technology provided by the Woods Hole Oceanographic Institution to image the ocean floor nearly 18,000 feet below.
“We left Honolulu February 18 and expect to be at sea for 30-45 days,” Jourdan writes. “I hope you enjoy sailing with us. This portal will be updated frequently and will be the best way to keep abreast of the progress of the expedition.”
What is really going on here, one might ask. Can these otherwise well-educated, highly skilled men be so stupid as to actually believe their own press releases about the Electra lying on the bottom of the ocean? Not likely. As I wrote in Truth at Last (page 304 Second Edition), “Is it coincidence that the majority of Nauticos’ lucrative contracts accrue from the largesse of the Navy, whose original Earhart search report remains the official, if rarely stated position of the U.S. government? Here we see yet another establishment effort to maintain and perpetuate the myth that Earhart and Noonan ‘landed on the sea to the northwest of Howland Island’ on July 2, 1937.”
So what we have, in my view, is just another Earhart disinformation exercise wrapped up in a glorified ocean floor mapping project. Don’t forget, we’re rapidly approaching the 80th anniversary of Amelia’s disappearance, and the sheeple must be kept misinformed, lest they get any funny ideas.
Now, thanks to Nauticos and its intrepid team of high-tech adventurers, we have a new example of modern-day insanity at work — in the latest Pacific-floor quest for Amelia Earhart’s Electra. If anyone out there can tell us how many of these ridiculous searches have been undertaken since 1960, you not only have too much time on your hands, you’re a far better researcher than I’ll ever be. With the exception of TIGHAR, of course, and its 11 fruitless excursions to Nikumaroro, it doesn’t get any worse than this in the Earhart hunt.
On the other hand, David Billings and his New Britain theory stand alone among all so-called theories, in that it poses a real, unanswered question about a credible scenario, one that needs to be resolved with finality before we can proceed without second thoughts. Let’s briefly return to my Dec. 6, 2016 post, “New Britain theory presents incredible possibilities,” so that new readers can better understand:
Of all the various theories and searches regarding the disappearance of Amelia Earhart, Fred Noonan, and their Lockheed Electra, only one endeavor has the tangible documentary evidence and eyewitness accounts to buttress the conclusion to their final resting place – the jungle floor in Papua New Guinea. In 1945, an Australian infantry unit discovered an unpainted all-metal twin-engine aircraft wreck in the jungle of East New Britain Island, in what was then called New Guinea.
The Australian infantry patrol was unsure of their actual position in the jungle and were on site for only a few minutes. Before they left the site they retrieved a metal tag hanging by wire on an engine mount. The Australians reported their find and turned in the tag upon return to base. The tag has yet to be recovered from the maze of Australian and American archives, but the letters and numbers etched upon it were transcribed to a wartime map. The map, used by the same Australian unit, was rediscovered in the early 1990’s and revealed a notation “C/N 1055” and two other distinctive identifiers of Amelia Earhart’s Lockheed Electra Model 10E.
Amazing, is it not? How can we possibly explain this C/N 1055 inscribed on a map case, and the string of numbers and letters, “600 H/P. S3H/1 C/N1055,” which remains the most significant historical notation found to date in the search for Earhart’s aircraft?
In an email today, Billings sounded more optimistic than ever, and says he’s getting closer to the plane wreck in the remote jungles of East New Britain that he’s been unable to locate in 16 searches thus far.
“We are in the middle of the planning stage for June this year,” Billings wrote. “The main target is a bare patch of earth I saw in late 1996 which wasn’t significant to us at that time, when we were looking for a wreck ‘on the ground.’ Now we know it is buried, and as the bare patch is in a very likely area from the description of the site by the Vets, it now becomes a principal target. If not there, then we spread outwards East and West in this likely area.
“One of my team keeps a diary,” Billings continued, “and he recorded that in late 1996 he cut his knee with his bush knife and I restricted him to the camp until the wound knitted, while we went out without him. It reminded me that when he was not with us, we saw the bare patch where a bulldozer had been working and we remarked on it at the time but thought no more of it. We now have been told that a bulldozer driver buried it out of ‘Tribal Jealousy’ (as described by the local people). Different picture now. The diary, which I was transcribing into MS Word, jogged my memory about the bare patch. There will be trees on it now, of course, but I will be able to find it as I know where it is. I have already got quite a collection of SAT photos and they’re graded into Lat/Long very accurately. I’ve had some help with that so our GPS units will be able to direct us to the plotted Waypoint.”
“Whatever the wreck is, it has to be eliminated,” he concluded. “If it is not the Electra, well, it will be someone else that has been found. That’s the pragmatic view I take on the matter. If not hers, whose is it?”
Whose, indeed? We wish David Billings all the luck he’ll need to be successful in his forthcoming search, so that once and for we might answer this nagging question, one of the true “mysteries” in the Earhart saga.
In a March 2, 2015 post titled “Jim Golden’s legacy of honor in the Earhart saga,” I introduced the late Jim Golden, a close friend of Fred Goerner and, in the day, a near-legendary figure in Earhart research circles. Golden, whose unique career included eight years as a Secret Service agent in the Dwight D. Eisenhower administration, two years as Howard Hughes’ chief of security in Las Vegas, and a stint in the U.S. Justice Department, from where he tried to help Goerner search for the elusive top-secret Earhart files that President John F. Kennedy had allowed Goerner and California newspaperman Ross Game to see briefly in 1963, just before JFK’s assassination in Dallas.
Among the secrets Golden shared with Goerner was the revelation that Amelia Earhart and Fred Noonan were brought to the islands of Roi-Namur, Kwajalein Atoll by air from Jaluit Atoll by the Japanese in 1937, a fact he learned from Marine Intelligence officers during the American invasion of Kwajalein in January 1944.
During several telephone conversations I had with Golden in the summer of 2008, he recalled his experiences as a 19-year-old enlisted Marine photographer in the intelligence section of the 4th Marine Division during the Kwajalein campaign.
“The Marines wrote up a detailed report capturing the info that related that in 1937 two white persons, a male and female were brought by plane to Roi,” Golden told me, “the man with a white bandage on his head and the woman with short-cut hair wearing men’s pants, who were taken across a causeway to the Namur Admin building. Three days later taken out to a small ship in the lagoon, which then departed. I read the report myself. This report would routinely be forwarded to 4th Div. Intel, then on to the U.S. Navy. This report must have been the first sighting [sic] of her capture by the Japanese by U.S. forces at that time.”
The following story, “FDR’s Amelia Earhart ‘Watergate,’” by one Leon Freilich, appeared in the Jan. 3, 1978 issue of the Midnight Globe tabloid newspaper, which at some later date changed its name to the familiar Globe that adorns check-out racks in supermarkets and other retail stores nationwide, along with its better-known rival, the National Enquirer. It first appeared in the Amelia Earhart Society Newsletter’s June 1992 issue.
“FDR’s Amelia Earhart ‘Watergate’”
The late President Franklin Delano Roosevelt covered up the truth behind aviatrix Amelia Earhart’s mysterious disappearance and created his own Watergate — nearly 40 years before Richard Nixon.
Amelia Earhart was the first woman to fly solo across the Atlantic. She tried in 1937 to fly around the world and disappeared into the Pacific. Now a top-level Justice Department official, James Golden, charges that FDR withheld the facts of her disappearance for his own ends.
“Amelia Earhart was killed in the line of duty, and President Roosevelt refused to let it get out,” Golden, director of enforcement for the Law Enforcement Assistance Administration in Washington, D.C., told MIDNIGHT GLOBE.
“She was a spy for the Navy. She didn’t just ‘disappear,’ as Roosevelt led the press and public to believe. Amelia Earhart was taking reconnaissance shots of Japanese naval facilities when her plane was forced down. She died at the hands of the Japanese.”
Similar accusations of a cover-up have been leveled in the past, and a book [The Search for Amelia Earhart] detailed some of the charges several years ago. However, this is the first attack on Roosevelt’s credibility by a top figure in the federal government.
Why did FDR stonewall the facts? “Amelia Earhart was a glamorous aviatrix and America’s favorite woman adventurer,” Golden said. “For some reason, she’d agreed to use her round-the-world flight as a mask for a spying operation. In those days spying was considered the lowest of the low in this country. So when she lost her life, Roosevelt was afraid he would lose millions of votes in the next election. Consequently, he stifled the truth.”
How does the high-level government prober know this? “There’s a top-secret file with all this information in the White House,” he revealed to MIDNIGHT GLOBE. “It can’t be released, except by the President. “But two of my friends in the intelligence community have seen it. I consider them wholly reliable. They told me the file includes a four-page summary of Japan’s secret report on the Amelia Earhart case.
“This summary relates that she and her co-pilot [sic], Fred Noonan, were captured by Japanese forces on July 2, 1937, near Saipan, the Central Pacific headquarters for Japanese ships. The Japanese took the two there and kept them under heavy interrogation for a year and a half. Then they beheaded Noonan. Amelia Earhart died the very next day. The records said the cause of death was dysentery, but even if that’s true, the blame belongs on her captors, who kept her penned up in primitive conditions.”
The file confirmed what Golden had learned first-hand during World War II. “I was a Marine intelligence officer [actually a private first class] and landed on Saipan [actually Kwajalein] in January 1944,” he said. “Some of the elders described to me in minute detail how a white woman and man had been seized from a fallen giant bird.
“That would be their plane. And the pair were kept on the island as prisoners until the Japanese chopped off the man’s head. The woman — Amelia Earhart, of course — was never seen again.
“The natives’ testimony plus the secret file fit together too neatly to spell anything but the full story. I’m telling you this not to embarrass the U.S. government. My motive is simply this: Amelia Earhart gave her life for her country, and it ought to have the good grace to thank her for it.” (End of Midnight Globe article.)
In an October 1977 Albuquerque (New Mexico) Tribune story on Golden, “Prober says Amelia Earhart death covered up,” Golden, then with the U.S. Justice Department, told reporter Richard Williams that President Franklin “Roosevelt hid the truth about Miss Earhart and Noonan, fearing public reaction to the death of a heroine and voter reaction at the polls. . . . What really bothers me about the whole thing is that if Miss Earhart was . . . a prisoner of the Japanese, as she seems to have been, why won’t the government acknowledge the facts and give her the hero’s treatment she deserves?” Golden asked.
Sadly, Golden passed away unexpectedly at his home on March 7, 2011 at age 85. As I wrote in closing “Jim Golden’s legacy of honor in the Earhart saga,“ in 2015, “We’ll never see the likes of Jim Golden again, and I hope someday we’ll meet in a much better place.”
More on Jim Golden’s amazing life and contributions to the Earhart saga can be found in the pages of Amelia Earhart: The Truth at Last.