Paglia finds Earhart gem on 1974 Carson show
Noted feminist, social critic and author Camille Paglia initially contacted me eight years ago to inform me about her 2014 letter to the Philadelphia Inquirer, highly critical of Ric Gillespie and TIGHAR. Now 75, she’s been a professor at the University of the Arts in Philadelphia since 1984, and says she’s been interested in the Earhart disappearance since the early 1960s, when she was an “Earhart fanatic in high school.”
In 2014 she told me that she’d read Fred Goerner’s book, The Search for Amelia Earhart, and “found it completely convincing about the Saipan connection. I have not varied from that position over the decades since then.”
I hadn’t heard from Paglia until her recent message informing me about a 1974 appearance on The Tonight Show Starring Johnny Carson by Adela Rogers St. Johns that she found on YouTube. St. Johns was an American journalist, novelist and screenwriter who penned screenplays for silent movies and was known as “The World’s Greatest Girl Reporter” during the 1920s and 1930s and for her celebrity interviews for Photoplay magazine.
“Although I began researching Amelia Earhart when I was a teenager in the early 1960s, I don’t recall in all these decades ever seeing a reference to Adela Rogers St. Johns, who I knew was a famous journalist of Earhart’s era,” Paglia wrote in a Sept. 21 email. “I recently looked St. Johns up and discovered a YouTube video from 1974 where she’s hawking a new book on the Johnny Carson show. At the very end, she starts talking about how she knew Earhart and also how she knows what happened to her. Unfortunately, she’s on at the very end and is maddeningly talking too slowly to reveal her theory about what actually happened to Amelia — the show is suddenly cut off right at that point.”
To view this fascinating comment from Adela Rogers St. Johns, who died in 1988 at 94, please click here and go to 57:07 for her brief exchange with Carson.
“I try not to jump to conclusions, but I must admit that it’s extremely odd and does seem deliberate,” Paglia wrote regarding the abrupt end to the St. Johns interview on YouTube. “Normally, Johnny would warmly bid good-bye to the audience at the very end, so I don’t believe it happened in the original broadcast. Surely this intrusion happened before or after the first posting to YouTube.
UPDATE Sept. 28: Longtime reader Tom Williams has found another YouTube version of Adela’s interview with Johnny Carson, and this one is not cut off at the end. To view, please click here and go to 58:55 of the video.
“I looked for St. Johns’ book and have found it in our county library system here in suburban Philadelphia,” Paglia continued. “It’s amazing what she says! . . . [I]‘s amazing to stumble on such a solid confirmation of what both you and I have resolutely believed about Earhart’s disappearance for all these decades!”
Below are excerpts from Adela Rogers St. Johns 1974 book, Some Are Born Great (Doubleday), which I do not possess, forwarded by Camille Paglia. (Boldface emphasis mine throughout.)
This is the End of the Search for Amelia Earhart.
Amelia Earhart went on a so-called round-the-world flight as a cover-up to see if she could find out how far along the Japanese were in their plans to drop bombs on Pearl Harbor and/or the Santa Barbara Island and San Francisco Bay.
. . . Amelia was to be “off course” in trying to land at a new airfield on Howland Island of which no one had ever heard before — or since. The Japanese caught her over Saipan, naturally didn’t believe that tale, captured and did what all nations do, have done, and will do world without end as long as there are wars or rumors of wars — they executed her.
Many people have given their lives for their country in many different ways. Amelia was one of them and should be given the glory of and for it in spite of Geneva and International Law and whatever.
This I know from two sources.
One, the secret files of the United States Navy which I saw with my own eyes. Naturally, it was a Marine officer who showed the Amelia Earhart files to me.
Not until I saw the Navy Files did I know she’d received her orders from the Commander-in-Chief himself, President Franklin D. Roosevelt. . .
Somewhere still in the files of the United States Navy is the full complete story of Amelia Earhart.
This the Navy cannot and will not reveal because it breaks all kinds of Codes, Conferences, International Laws and agreements — sending our “lady flyer” on such a mission in the first place, as I said in the beginning.
This Amelia understood full well. (End book excerpts.)
Adela certainly meant well, and she got the big-picture pieces of her Earhart narrative — Amelia’s death on Saipan (not mentioning Fred Noonan), the Navy’s refusal to disclose the truth and FDR’s probable direct involvement in whatever she was doing during the last stage of her world flight –– basically right, but the rest of her story has little in common with the facts as we know them. The true search for Amelia Earhart had begun with Fred Goerner in 1960, and for Adela to think that her snippets of partially informed intel would end it only suggests that she was somewhat naive and uninformed about the Earhart disappearance.
Whatever files she was shown by the unidentified “Marine officer” couldn’t have been the ones Goerner and Ross Game claimed to have seen in 1963, and what was the second source that she referenced? We’re left to wonder whether Adela was aware of Goerner’s work at all, as she never names him or his book in her short Earhart chapter and doesn’t give any other indication that she knew about his 1960s Saipan, Marshalls and Washington, D.C. investigations.
As a serious journalist, Adela also should have known about Joe Gervais and Robert Dinger’s credible 1960 witness interviews on Guam and Saipan, which went by the wayside when the 1970 book they appeared in, the odious Amelia Earhart Lives, was forced off the shelves when New Jersey housewife Irene Bolam sued publisher McGraw-Hill for defamation when she was accused of being Amelia Earhart returned from Japan by the notorious, Earhart-addled “researcher” Gervais, with much help from author Joe Klaas.
Adela’s contention that “Amelia Earhart went on a so-called round-the-world flight as a cover-up to see if she could find out how far along the Japanese were in their plans to drop bombs on Pearl Harbor and/or the Santa Barbara Island and San Francisco Bay,” borders on incoherence. How would an overflight of Truk, the only plausible Earhart “spy” scenario ever advanced — now considered by most researchers as only a slight possibility — reveal anything about Japanese plans to attack Pearl Harbor or the American mainland four years later? Any such attacks would necessarily be launched from Japanese carriers within range of its fighters and dive-bombers, not from distant Truck, in 1937 only barely beginning to build up its military capabilities.
Adela then writes, “the Japanese caught her over Saipan . . . captured and executed her,” clearly stating that the Electra was in the vicinity of Saipan, which would have required an unbelievable 90-degree error committed sometime after takeoff from Lae. Nobody except the stubborn, tunnel-visioned Thomas E. Devine ever believed Earhart flew directly to Saipan, but even Devine’s scenario had Amelia landing the plane at Aslito field, where it was discovered in a Japanese hangar in 1944 by U.S. forces and destroyed soon thereafter — as Devine, Earskin J. Nabers and others in the off-limits area watched.
We know the plane didn’t fly directly to Saipan; it taken there by a Japanese ship, as Vicente “Galvan” Guerrero, Antonio Diaz and other Saipanese told Fred Goerner as early as 1960, and Bilimon Amaron told Vincent V. Loomis during his late 1970s and early ’80s Marshalls visits. (See The Search for Amelia Earhart, pages 234, 237).
A variety of witness evidence puts the Electra at Mili Atoll on July 2, and the fliers in the Marshall Islands including Jaluit and Kwajalein, from Adm. Chester W. Nimitz’s electrifying statement to Fred Goerner, to Bilimon Amaron’s visit to treat the injured Fred Noonan aboard a Japanese warship at Jaluit Harbor (probably the Koshu), to the native fishermen’s sighting of the downed fliers and their plane near Barre Island, to W.B. Jackson’s account to Goerner about the woman’s clothes found on Kwajalein, to John Tobeke’s childhood sighting, to Mera Phillip, and much more. (Please see Chapter VII, “The Marshall Islands Witnesses,” of Amelia Earhart: The Truth at Last, for an extensive review.) Adela’s other statements required no special insight or knowledge.
None of this is meant to demean Adela Rogers St. Johns for sharing what she knew about the Earhart disappearance on national TV with Johnny Carson in 1974. It’s a rare event when anyone in the public eye utters a syllable of truth about the wretched, tragic and unnecessary deaths of Amelia Earhart and Fred Noonan on Saipan, and Adela distinguished herself in stepping forward.
The cowardly YouTube administrators — and the corrupt policy makers they work for — who cut the final moments of Adela’s interview with Carson so that viewers (less than 6,000 to date) would be left to wonder what Adela had to say about the fliers’ fates again confirms the sacred cow nature of this matter, and are to be reviled.
We thank and appreciate Camille Paglia for her contribution to this blog and hope to hear from her again. Camille carries a special weight and cachet whenever she discusses a subject that moves her. She is a rare example of a celebrity stepping up to speak on behalf of the hated Earhart truth — just as she has on other fronts — and she’s welcome here anytime.
UPDATE Sept. 28: Below is Camille’s response to this post, sent this afternoon, which she gave me permission to publish, and I’m glad to do so. (Bold emphasis mine.)
Thanks so much for the terrific blog post! (I loved the quote you found of me defending men against punitive feminist rhetoric.
About Adela Rogers St. Johns: yes, it’s truly unfortunate that she clearly had never seen the hugely important Goerner book, which would have powerfully supported her views. My guess is that she must have been shown the Navy files at some point just after the war–either the late 1940s or early ’50s. That’s when she would have still had high-level contacts in both the government and media. Her national prominence and visibility gradually faded through the 1950s.
So I think what she’s saying about Saipan as well as Earhart’s execution was coming directly from what people in government as well as the military actually thought and told her at that time. Virtually everyone would have assumed that if Earhart had been captured by the Japanese, she would have probably been executed once war had been declared after Pearl Harbor (when her potential value as a hostage on Tokyo’s chessboard would have been moot). And it’s unlikely that many Americans knew the actual geography and vast distances of the Pacific islands.
It wasn’t, of course, until Goerner’s bold research more than a decade later that hard evidence (via compelling eye-witness testimony) was found for Earhart’s probable fate. If only Adela had seen his book! She might then have written an entire book on Earhart, which would have done a huge amount of good in preventing the endless flow of absurdities and idiocies that constitutes current media treatment of the Earhart saga.
Nabers’ Saipan account among GIs’ most compelling
Readers here are familiar with Thomas E. Devine’s 1987 classic, Eyewitness: The Amelia Earhart Incident, the former Army postal sergeant’s dramatic recollection of his three eyewitness encounters with the Earhart Electra on Saipan during the U.S invasion in summer 1944, the final time watching as the Earhart plane was torched, strafed and burned beyond recognition. Devine closed Eyewitness with an emotional plea to any and all with similar knowledge to step forward in support of his efforts to establish the truth:
. . . But now, after four decades of exhaustive study and analysis, I can unequivocally substantiate the presence of Earhart and Noonan on Saipan in 1937 as well as their deaths and subsequent interment in an unmarked grave in the southern outskirts of Garapan.
I am determined to return to Saipan and authenticate the remains of Amelia Earhart and Fred Noonan. I appeal to readers to join me in this effort by supplying any documents, foreign or domestic, which have bearing on the disappearance of Amelia Earhart, her navigator Frederick Noonan, or their Lockheed Electra. Should you merely hold memories in the shadows, I urge you to correspond with me now. The challenge is there and the burden of proof is ours to share.
After his 1963 Saipan visit with Fred Goerner to search for the gravesite shown him by an Okinawan woman there in 1945, Devine would never return, for a variety of frustrating reasons — mainly the CNMI and Saipan governments’ concerted opposition to his plans — an outcome he never imagined. But as a result of his appeal in Eyewitness and elsewhere, 26 former GIs who served on Saipan contacted him and shared their experiences relative to Earhart and Noonan’s presence and deaths there, and this formed the basis for our 2002 book, With Our Own Eyes: Eyewitnesses to the Final Days of Amelia Earhart.
Robert E. Wallack, of Woodbridge, Conn., a short drive from Devine’s West Haven home, contacted him shortly after learning of Eyewitness’s publication. With his gregarious personality and riveting account of his discovery of Amelia Earhart’s briefcase in a blown safe on Saipan, he became the best known of all the GI witnesses. For much more on Wallack’s account, see my Sept. 28, 2015 post, Son Bill tells Robert E. Wallack’s amazing story.
Earskin J. Nabers, of Baldwyn, Mississippi, also had a Saipan story to tell, every bit as compelling and important as Wallack’s, but it almost never got out. The low-key Nabers was content to live a quiet life in rural Mississippi, and never sought attention, despite the fact that his story features more twists, turns and chapters than Wallack’s, and is the most fascinating and complex of all the Saipan GI witnesses.
Nabers was a 20-year-old code clerk in the H & S Communication Platoon of the 8th Marines during the invasion of Saipan. In October 1992, a friend showed him this notice placed by Devine in the spring edition of Follow Me, the official publication of the 2nd Marine Division Association, at Camp Lejeune, North Carolina:
I am seeking to contact any of the Marines, who, during the
invasion of Saipan, were placed on guard duty at Aslito Field,
to guard a padlocked hangar containing Amelia Earhart’s
The hangar was not one of those located along the runway.
It was located near what may have been a Japanese administration
building, and an unfinished hangar at the tarmac, in the southwest
corner of the airfield.
Please contact: Thomas E. Devine,
81 Isadore St., West Haven, CT 06516
(Yes, I was there.) Thomas E. Devine
The following is Nabers’ reply to Devine (handwritten), dated July 11, 1992:
I want to apologize first for not writing earlier.
I will start from the first. I was a code clerk in the H & S Communications Plt. It was made up of wire section, radio section and message section. I was in the message section, all the messages came through our message center.
We were on mopping up duty on opposite end of Saipan from where we landed (the South end). The message came over our field radios. I decoded it and I was quite excited when I read the message. The message read (the best I remember) that Amelia Earhart’s plane had been found at Aslito Field, this was about the middle of the morning.
(We had to get Col. [Clarence R.] Wallace to sign all the messages that came through the message center.)
Shortly after we received the message, Hq. 8th moved back to bivouac area. I was dropped off at the Hangar for guard duty [at] the main road that went by west side of hangar. The road that went out to hangar, I was placed on the right side, just as it left the main road. And there was an Army man on the opposite side. He had arrived on the island just a few days before. I don’t remember his name but I think he was from Minnesota. I stayed on duty first day, that night, most of next day.
We were told not to let anyone go in. There was a jeep come by with some officers in it. They wanted to go in to see the plane. We told them our orders, they said what if we go anyway. We stepped in front of the Jeep, and told them that it would be in the best interest of all involved for them to turn around and leave. There was some other people come and checked us out, but they did not go in, they were just checking on security.
After I went back to my platoon there was another message come through that said something about destroying the plane. Myself and two more boys went back down to the airfield to see it destroyed. (the message give the time it was supposed to be destroyed)
The best I can recall the plane was pulled on the field by a jeep (driven by some Marines. I have got ahead of myself, the first time we went down there wasn’t anything done to plane it was the second day that the plane was pulled on the field but we went both times and we learned the second time from a message that come off the radio.
Picking up from the plane being pulled on the field. The plane was facing north after the plane was parked and jeep moved. A plane come over real low and the next pass he strafed the plane and it went up in a huge fireball. (We were sitting on the west side of the airfield about one hundred yard from plane. We were on higher ground. As far I remember, the ones that pulled the plane on the field and us guys from H & S 8th were the only ones there. We were not there officially, you know how Marines were, got to see what was going on.)
. . . This is a bit sketchy, but I hope it is worth something to you, as you know not everyone believes us. I told about it a few times & got the look as if to say that guy must have got shell shocked & had one guy tell me that can’t be so. I will stand by what I have said and I will place my hand on the Holy Book and repeat the whole thing over.
If ever I can be of any help to you in any way feel free to call on me. I guarantee that I will reply pronto.
Earskin J. Nabers
P.S. about not writing earlier, I had a problem to come up in the family that left me emotionally or I should say took the most of my time thinking about it. But thank God everything seems to be working out for the best. E.J.N
During an October 1992 phone conversation with me, Nabers, a receiving clerk in Baldwyn, repeated the details of his account. He added he was able to get a look into the padlocked hangar through a small opening between the doors. Nabers described a silver, twin-engine civilian plane. He said he couldn’t make out the registration marks from his vantage point. Neither could he discern its registration as he witnessed the Electra’s destruction because, “It was dark and we were too far away to read them.”
We’ll hear more from Earskin J. Nabers in future posts, and I promise you won’t be bored. For more on what we’ve already done about American military personnel on 1944-’45 Saipan and their experiences that revealed the presence and deaths of Amelia Earhart and Fred Noonan there, please see “Veterans recall seeing Earhart photos on Saipan” and “Kanna’s letter among first of GI Saipan witnesses,” my March 13, 2020 and Jan. 4, 2022 posts.
Conclusion of Rafford on radio in AE “Mystery”
Today we present the conclusion of Paul Rafford Jr.’s fascinating and thought-provoking analysis of Amelia Earhart’s final flight, “Amateur radio’s part in the Amelia Earhart Mystery,” previously unpublished. Rafford sent this gem to the Amelia Earhart Society’s online forum in 2008, too late for admission to the AES Newsletters.
Conclusion of “Amateur radio’s part in the Amelia Earhart Mystery”
by Paul Rafford Jr.
Government records claim that after the shore party was hastily called back to Itasca, four radio operators remained behind to man the Howland direction finder. They were Yau Fai Lum, Henry Lau, Frank Cipriani and Ah Kin Leong. The latter three were part of the shore party while Lum was the resident radio operator. Supposedly, they operated the station for nearly two weeks, keeping nightly vigil on 3105 kHz. Their logs can be found in the government’s Earhart files.
However, close inspection of the records shows that Cipriani signed off with Itasca at 0802 July 2, stating “No signals on 3105 and impossible to work.” The shore party was ordered to return at 0826 and arrived aboard Itasca at 0912. There is no evidence indicating that Cipriani and the others were told to remain behind. No reference to the group appears in the records until July 5. At 0001 a message is allegedly received by K6GNW from Itasca. It orders the Chinese boys to assist Cipriani in manning the direction finder during Itasca’s search. Are we to believe that Cipriani and the others, having made a last-minute decision on their own to stay on Howland are now, three days later being pressed into service to man the direction finder?
When John Riley questioned Lum, he was vehement in declaring that Cipriani, Leong and Lau had returned to the ship as soon as word was received that it was about to leave on a search for the missing flyers. In a letter to Riley dated September 4, 1994 Ah Kin Leong backs up Lum. He declares, “No idea who wrote the false log. Stood no watches on Howland Island. Cipriani, Henry Lau and me were on the Coast Guard cutter Itasca when it left Howland Island looking for Earhart.”
In October 1994, Lum wrote Riley as follows, “This letter from Ah Kin Leong proves that I am right and Captain Thompson’s report is not accurate. If we were watch standers we would have spoken to Cipriani at least 16 times when we change shifts in monitoring Earhart. This never happened. I have never seen the CG equipment nor did Cipriani ever come over to look at my equipment. I stand by my previous statement, ‘The radio report is false!’ ”
In his answer to Lum, Riley sums up the situation as follows: “Unfortunately, if the Itasca log is partly fraudulent, it means that all research since Earhart disappeared, whether conducted by Coast Guard, U.S. Navy, or by private parties, has been based on deliberate misinformation put out by a few. The radio logs of the Itasca are the most fundamental, most primary, of reference material. Nothing else compares. They supposedly tell us what is known of this tragedy.” If, as it appears, the Howland logs are forgeries, what would have been gained by such a subterfuge and who would have directed it?
[See my March 30, 2022 post, “Rafford and Horner on the bogus Howland log” for the full story on Yau Fai Lum’s claim that challenged the veracity of the Howland radio log, and thus the Coast Guard’s version of the final hours of the Earhart flight.]
Exactly three years after Earhart and Noonan disappeared, I joined Pan American Airways as a flight radio officer. I soon met several people who were involved one way or another in the mystery and/or knew Fred Noonan. My first boss, Harry Drake had shared bachelor quarters with Fred in Miami during the mid-1930’s. Later, Harry was the station manager at Caripito, Venezuela where the flyers spent their second night. He offered to collect the latest weather forecasts along the route they would follow the next day. Earhart rebuffed him with, “I don’t need that! I got it all back in California.”
“The latest weather?” Harry mused to himself. Nevertheless, he sat up all night collecting the weather as promised. But to no avail! Just as he pulled into the airport parking lot he heard the roar of her engines as she took off. The thought struck him, “I wonder if I’ll ever see Fred alive again?”
My first assignment with Pan Am was on the training plane flying with John Ray, instrument flight instructor. John had been moonlighting an aviation radio service business when he was contracted to remove Earhart’s trailing antenna. She had just arrived from California at the start of her round-the-world flight. Her explanation to reporters was that she had it removed to save weight and the bother of reeling it out and in. But the weight saving would be little more than a gallon of gas, while Noonan was familiar with the operation of trailing antennas aboard our Pan Am planes.
For years I wondered why Earhart would have discarded her trailing antenna. I even built a model of her plane on a scale of 9 to 1, transmitting on a frequency 9 times 3105 kHz. I equipped it with both a trailing antenna and a fixed antenna. I discovered that transmissions on 3105 kHz with the small, fixed antenna would have been 20 dB (decibels), weaker than with a quarter wave trailing antenna. To check the experimentally derived measurements, I referred to the antenna formulas in my engineering hand books. After working the equations, I found the theoretical values very closely matched my experimental values. Earhart’s fixed antenna radiated only one-half watt on 3105 kHz.
During World War II, I discussed the Earhart disappearance with our Miami radio engineer, Charlie Winter. He had offered Earhart the services of the Pan Am direction finding net in the Pacific if she would carry a Pan Am frequency. She rejected his offer with a terse, ”I don’t need that! I’ve got a navigator to tell me where I am.” Charlie wasn’t offering to send the positions back to her. He was merely offering a flight following service in case of an emergency. But Earhart would have none of it! Why? Didn’t she want anyone to know where she was?
Also during World War II, I met Bill Galten after he came to work for Pan Am. He had been the Itasca radio operator assigned to contact Earhart. Despite his more than fifty calls on all his frequencies, she never answered him. Her method of operating was to suddenly come on 3105 kHz. without a call-up, deliver a brief message and be off, all in less than ten seconds. [Navy] Radioman Cipriani, manning the portable direction finder on Howland, never had a chance to get a bearing.
Bill Galten expressed his opinion to me, “Paul, that woman never intended to land on Howland!” There were several reasons. Chief among them was the bird problem. Howland, the tip of an extinct underwater volcano, was the home of thousands of sea birds, many as large as turkeys. They found its runways an ideal nesting spot.
Yau Fai Lum wrote me how he had watched an attempt to disburse the birds by setting off a dynamite charge the day before Earhart’s expected arrival. “The birds leaped in the air, fluttered around for about ten seconds and then settled right back down again.” Because of the bird problem, Howland’s runways were never used except in emergencies. Today, the island is a bird sanctuary. Visitors, such as ham DX-peditions, must be accompanied by U.S. Government officials. For a DX-pedition, how far away from the rest of the world can you get than the intersection of the equator and the International Date Line?
While working for Pan Am in Miami I had known Bob Thibert when he was head of Pan Am’s electronic overhaul shops during the 1970’s. But it was not until the early 1990s that I learned he had installed and calibrated a radio direction finding loop on Earhart’s plane the day before she left Miami. But pictures of the plane arriving at Miami from California show that it already had a loop. What was going on here! When I queried Bob he was quite surprised. No, he hadn’t seen any evidence that a loop might have been installed previously.
I realized we must be dealing with two different planes, but why the great secrecy? And where could that second plane have come from? Also, Thibert was surprised to learn that John Ray had worked on Earhart’s plane before he did. Why hadn’t Pan Am’s radio shop removed the trailing antenna at the same time it performed the other work?
It was not until just recently that I got some answers. The publisher of my book, AMELIA EARHART’S RADIO, Douglas Westfall of the Paragon Agency (SpecialBooks.com) uncovered some interesting historical facts. Less than a month before Earhart and Noonan left Miami, a sister ship of their Electra, the Daily Express had flown round trip between New York and London. It carried pictures of the Hindenburg disaster to London and returned with pictures of King George’s coronation. It was billed as the first commercial flight to fly the Atlantic.
Pictures show the Daily Express had no radio loop or trailing antenna during the London flight. I maintain it was secretly swapped with Earhart’s Electra after John Ray removed the trailing antenna. Earhart didn’t want a trailing antenna but she did need a direction finding loop. This is where Bob Thibert came into the picture. As he told me, the morning before she left Miami his boss handed him a new loop and told him to install and calibrate it immediately.
But why swap the original plane for the Daily Express? There were two reasons. Primarily it had 100 gallons greater fuel capacity and had already flown round trip between New York and London, non-stop each way. Secondly, on Earhart’s first attempt to circle the globe she had cracked up at Honolulu. Although Lockheed had repaired her plane, it was no longer a factory fresh model. By contrast, the Daily Express was a proven flyer. But why all the secrecy?
There is evidence that Earhart finally came down in the Marshall Islands, occupied by Japan. She could have reached them without Noonan’s help by homing in on the high-power AM broadcasting station on Jaluit with her loop. After over heading it she could have followed a bearing from it to the only land plane field in the Marshall Islands, Roi Namur. But legend has it that she was forced down by a carrier-based fighter pilot before she could reach it. In any case it was a very inappropriate time for an American to land in the Marshalls — Japan went to war with China just five days later!
Fast forward to 2004. Little had I realized that my fellow engineer on the Space Program, James Raymond Knighton, W4BCX would later work on Roi Namur when I delivered my Earhart speech to our Pan Am Management Club. Later, he provided me with a fascinating story:
I was on Kwajelein from 1999 to 2001, living on Kwajelein Island but working on Roi-Namur, which is 50 miles north of Kwajalein. I flew back and forth each day to work.
One day during lunch I was walking around Roi and I happened across an old Marshallese who was very friendly. He was back visiting Roi after a long time. He was very talky and spoke pretty good English. He was excited because he was born on Roi-Namur and lived there during the Japanese occupation and the capture by the Marines in 1944. Of course I was interested in his story of how it was living under the Japanese and the invasion. I was very inquisitive and he was happy to talk about old times.
Then he said he saw Amelia Earhart on Roi when he was a young boy. It was the first white woman he had ever seen and he could not get over her blond hair. Basically, he told me that Earhart crashed on the Marshall Island of Mili. The Japanese had gotten her and brought her to Roi, the only place that transport planes could land.
Sadly, John Riley joined silent keys before we had a chance to work together in writing this article. However, he had already shared his files with me so at least I have been able to work with his notes as well as my own.
Paul Rafford Jr., July 23, 2008 (End of Rafford article.)
Rafford, among the last of the original members of Bill Prymak’s Amelia Earhart Society, passed away on Dec. 10, 2016 at age 97.