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Earhart’s “Disappearing Footprints,” Part IV

Today we rejoin Calvin Pitts for Part IV of his fascinating and instructive analysis of the final flight of Amelia Earhart.

As Part III ended, Amelia had made her decision to turn northwest, not to the Gilberts but to the Marshall Islands, “and Japanese soldiers who may or may not be impressed with the most famous female aviator in the world,” Calvin wrote.  “When she crossed into enemy territory, she apparently lost her charm with the war lords, and eventually her life.”  We continue with Part IV of Calvin’s analysis.

Amelia Earhart: DISAPPEARING FOOTPRINTS IN THE SKY, Part IV
By Capt. Calvin Pitts

When we arrived at Area 13, unbeknownst to the casual observer, the entire narrative changed.  Something different, something major happened.

The Itasca crew didn’t know.  In their confusion, according to their log, they kept calling and trying to make contact for two hours.  The radioman calling from Nauru didn’t know.  Balfour from Lae didn’t know.  Tarawa radio didn’t know. Husband George didn’t know.  Hawaii radio didn’t know.  But somebody from somewhere must have known.  Who was it?

First, before we ask questions, we need to look at THE END in order to establish the ending of the so-called “disappearance.”  It has been a mystery to those on the outside, but not to those who studied and embraced the evidence.  Nor was it a mystery to Franklin D. Roosevelt– especially the president..

This, knowing THE END, and only this will enable us to make sense of what was happening during those early moments in Area 13: 2030z, 2100z, 2200z, 2300z, 2400z, or the local morning hours of 9 a.m., 9:30, 10:30, 11:30, noon and thereafter. 

THE END produces, first, three stone pillars: Gen. Alexander A. Vandegrift, Gen. Graves Erskine and Adm. Chester W. Nimitz.  What do such preeminent World War II men of honor have to do with this story, and what do they know that is so critical for what we will learn in the process?  Three quotes will answer for us:

General Alexander A. Vandegrift, 18th commandant of the U.S. Marine Corps, confirmed Amelia Earhart’s death on Saipan in an August 1971 letter to Fred Goerner. Vandegrift wrote that he learned from Marine General Tommy Watson, who commanded the 2nd Marine Division during the assault on Saipan and died in 1966, that “Miss Earhart met her death on Saipan.” (U.S. Marine Corps photo.)

Gen. Vandergrift: “Miss Earhart met her death on Saipan.”  (TAL, p.257) Gen. Erskine: “It was established that Earhart was on Saipan. You’ll have to dig the rest out for yourselves.” (TAL p.260

Marine General Graves B. Erskine, deputy commander of the V Amphibious Corps at the Battle of Saipan.  In late 1966, Erskine told Jules Dundes, CBS West Coast vice president, and Dave McElhatton, a KCBS radio newsman, “It was established that Earhart was on Saipan. You’ll have to dig the rest out for yourselves.”

Admiral Nimitz to Fred Goerner: Earhart and her navigator did go down in the Marshalls and were picked up by the Japanese [and taken to Saipan].” (TAL p. 132).  “You’re onto something that will stagger your imagination.” (Nimitz to Fred Goerner through Navy Cmdr. John Pillsbury) (TAL p. 178).

Adm. Chester W. Nimitz, Commander in Chief, Pacific Fleet, circa 1942, the last of the Navy’s 5-star admirals. In late March 1965, a week before his meeting with General Wallace M. Greene Jr. at Marine Corps Headquarters in Arlington, Virginia, Nimitz called Goerner in San Francisco. “Now that you’re going to Washington, Fred, I want to tell you Earhart and her navigator did go down in the Marshalls and were picked up by the Japanese,” Goerner claimed Nimitz told him.  The admiral’s revelation appeared to be a monumental breakthrough for the determined newsman, and is known even to many casual observers of the Earhart matter. “After five years of effort, the former commander of U.S. Naval Forces in the Pacific was telling me it had not been wasted,” Goerner wrote.

Those were Men who had honor, who would not lie;
Men who could stand before a demagogue and damn his treacherous flatteries
without winking!

They were tall men, sun-crowned, who lived above the fog in public duty, and
in private thinking;

For while the rabble, with their thumb-worn creeds, their large professions
and their little deeds, mingled  in 
selfish strife,
LO! Freedom wept, Wrong ruled the land, and waiting Justice slept.
GOD, give us more Men like these where the times demand
Strong minds, great hearts, true faith, and willing hands;
Men whom the lust for office does not kill;
Men whom the spoils of office cannot buy;
Men who possess opinions and a will; Men who have honor … who will not lie.

— Josiah Gilbert Holland  (modified)

They did not lie.  These were three men, three impeccable sources, three individual answers, none of which were given in the presence of the other, at different times, with the same conclusion: Amelia had been on Saipan.

Earhart and Noonan were not in the Phoenix Islands; they did not die at sea.  Noonan, the best navigator in the world, who had flown the Pacific often with Pan Am, was not lost. Earhart, prepared to execute the contingency plan so carefully worked out with Gene Vidal, did not turn back to the Gilbert Islands.  Earhart and Noonan were taken to Saipan.

“You’ll have to dig the rest out for yourselves,” Gen. Graves Earskin said. And professional, competent people have been doing just that for 80 years.

What’s the staggering news here?  One part is this: We know THE END of the story.  Following the silence after Area 13, we have about a five-hour window or less of flying and survival time.  Something unusual happened back in the states while the Electra was being repaired, the truth of which was being played out during those final hours after Amelia’s last official transmission at 2013z.

We know essentially the area in which they were last known to be alive in the Electra.  Later, after the war, and the incredible leadership of three of our top warriors, we know where the doomed pair ended up.  Therefore, if we want to unlock this so-called mystery, we need know not only where they were, but why and how they got there.

Here’s the point of establishing THE END.  We have three pillar posts of evidence that cannot be doubted.  They are anchors to which the end of this story is tied.  But there are those who say this was only a temporary end, that a China scenario followed.  Since there are so few researchers who accept this, we will leave that conclusion for another time. For now, we tie the end of the chain of this story to the Saipan anchor.

From Saipan, we can backtrack 1,700 miles to the Marshall Islands, thanks to several incredible and determined writers and investigators, among them Fred Goerner, Vincent Loomis, Oliver Knaggs, Bill Prymak and others.

The eyewitnesses they found and interviewed are convincing.  The Electra was seen on Mili Atoll, Marshall Islands.  The crew and the plane were taken to the Japanese military headquarters on Jaluit Atoll.  From there, all the evidence we have tells us they were taken by plane to Kwajalein, and then to Saipan by the Japanese.  They were on Saipan, as the three flag officers told Goerner.

To that, we can add that Bill Prymak was one who could see the obvious when others missed it.  Later, we want to visit the content of OVERLOOKING the OBVIOUS.  Prymak observed the following: An eyewitness in the Marshalls described a man-like woman with short hair in pants, and a tall man with blue eyes who had a bandage on his head, who were together.

Yet, over 1,700 miles away on Saipan, in 1937 when travel between the two cultures was limited to small boats, Saipan natives described, during the same time-period, a man-like woman with short hair in pants, and a tall man with blue eyes who had a bandage on his head, who were together.

Copy of the key section of the original log page from Chief Radioman Leo Bellarts of the Itasca showing the entry of the now-famous 2013z / 8:43 a.m. call, “We are on the line 157-337, will repeat message . . .”

Does something not strike us as unusual? From two different cultures, with 1,700 miles of water between them, in only a very short time, native eyewitnesses in the Marshalls and in Saipan are telling the same story.  How was that possible, unless they were both telling the truth?

Did they make up an identical tale without knowing what the other was saying?  Two cultures, many miles apart, in a short time, were describing the same people to interviewers.  Was this a coincidence?  Obviously, not likely.

Where does this evidence leave us?  With the Generals, we have three cornerstones, three reliable pillars, impeccable witnesses, impressive leaders, unassailable warriors separately telling the same truth.  They spoke what they knew, although they did not want to embarrass the government they served, hence were restrained with their words.

What little they said was enough to establish the truthEarhart had been on Saipan.

That buries the sink and drown” [crashed and sank] theory.  It also buries the Nikumaroro castawayshypothesis, the fake media’s favorite mother load of deception, embraced by the establishment’s Smithsonian, National Geographic and media outlets everywhere.  Without them, the truth would have gained traction much earlier, but it’s the establishment world in which we are forced to live, which makes finding truth in the swamp infinitely more difficult.

Added to those three stellar voices who had no skin in the game were two separate cultures miles apart but saying the same thing — the American lady with short hair and the white man with a white head-bandage had been in the Marshalls and on Saipan at about the same time.

A cornerstone and a foundation, eyewitnesses giving interviewers the same story, which is the evidence upon which this truth is built.  Even scripture says: Faith is the evidence of things not seen.  We didn’t see it, but those who saw the evidence — Vandergrift, Erskine, Nimitz, Marshallese eyewitnesses, Saipanese eyewitnesses — gave us the truth to believe, accept and investigate even further.

I.  With a tedious analysis of the records, times, speeds, radio calls and Itasca logs, we tracked the lady and the man to “Area 13” at 2013z.  This is Data Point No. 1.

Amelia Earhart’s Lockheed Electra 10E, NR 16020, over Java, Dutch East Indies, June 1937.

II.  Data Point No. 2.  Switch to the other side, 1,000 and 2,000 miles away.  Three cultures converge, the Marshalls, Saipan and the Americans, where the eyewitnesses and the greatest military leaders provide the END for the same story.

III.  The Gap.  We are then left with a four- to five-hour gap that we must bring together if we wish to change supposition into knowledge, or mystery into history.

The factual and documented information on both sides of the Gap tells us WHAT. But we still wrestle with the WHY behind the WHAT.  How do we answer the obvious things which have so often been overlooked?

How? By refusing to overlook them any longer.

During the four- to five-hour gap while we search, an amazing thing happens: an awakening.  Consider two data points of that evidence:

(1) The Electra is flying an imaginary “157-337 degree (sun) line,” now merely a heading, at 2013z / 8:43 a.m. looking (?) for the Itasca.  At about four hours remaining, they hitBingo fuel.  It’s time to go into action with the contingency plan: “If and when you come to your contingency fuel, turn back to the Gilbert Islands toward friendly people.  Land on a good beach, and they’ll find you.  Tarawa has a radio.  We’ll find a way to get to you.”

Were those their words?  No, but it was their plan that Vidal had designed.  Even Noonan’s sister had said: “Remember to turn back if you can’t find Howland.”

A 160 mph true air speed, plus a 15 or more mph tailwind for four hours would get them to the Gilberts.  But with what heading? “Heading, Fred. What heading?”

From a 2013z position of about 150 to 200 miles northwest of Howland, they needed a heading of about 260 degrees or less to hit the midpoint of the 500-mile north-south string of the Gilbert Islands.

Amelia Earhart at the controls of her Lockheed 10E Electra before taking off from New Guinea, on July 2, 1937.  She disappeared the next day. (National Archives)

However, based upon the END of the story, where they actually ended up, they needed a heading of some 290 degrees or more.  That would get them to where the evidence said they were, the Marshall Islands, with a free trip to Saipan, courtesy of the Japanese.

Focus on the evidence.  Heading 260 degrees or less to Gilbert’s midpoint.  Heading 290 degrees or more to get to Mili Atoll where they actually landed on a coral beach — 290 degrees versus 260 degrees?

From a position at 2013z, to the Marshalls with a 260 degree heading?  That didn’t happen. To the Marshalls with a 290 degree heading?  THAT DID HAPPEN, and was no accident.  Once this truth clearly dawned — the heading was not accidental — a missing, critical ingredient was added.

What’s the significance of this ingredient?  Epiphany.  That heading and that destination were intentional.  INTENT.  In that moment after consideration, we knew then what we didn’t know at 2013z, namely, they intended to go somewhere on purpose.  A heading to the Gilberts would not — repeat, NOT — have taken them to the Marshalls.

With intent aforethought:  For eyeball proof, open Google Earth and try it.  They would need a hurricane-force crosswind to blow them from the Gilberts to the Marshalls with a Gilbert heading.  Fortunately for them, but unfortunately for the skeptic, they had a tailwind from the east.

We now have intent, the first moment of realization. They not only went to the Marshalls, they intended to.  Something was driving them.

(2) Ironically, shortly after that epiphany, we read a comment by researcher Bill Prymak.  It went something like this: Why was AE so casual and so scarce with her radio calls?  If it had been me in such an emergency, desperately trying to make contact and find Howland, I would not have waited :30, :45, 1 hour, 2:30 hours between calls.  I would have been all over that radio:

Itasca, this is AE. Please answer.  How do I home in on your frequency?  I’ll hold the switch down for a full minute.  No more occasional calls. Help me out . . . now.  Are you there?  I’ll stay on 3105 while you broadcast now on 3105, then 6210, then 7500, then 500.  I’ll also listen to Morse code.  Fred will understand your message, or key A.A.A. repeatedly , then key N.N.N.  That will let me know you’re hearing me. Forget protocol.  Talk to me.  This is getting desperate.”

Not even one MAY-DAY CALL.  Why so casual?  No declaration of an emergency.  Why so incredibly stingy with words?  At 2:45 am?  OK.  But at 8:00 a.m.?  May-Day,  MAY-DAY!

2:45 a.m. – “??” unreadable (1 hour difference)

3:45 a.m. – “will listen” (2:30 hour difference)

6:15 am. – wants bearing – “about 200 miles out” (:30 difference)

6:45 a.m. – “take bearing – about 100 miles out” (almost 1 hour difference)

7:42 a.m. – “on you, can’t see you” (:16 difference)

7:58 a.m. – “circling (?), can’t hear you” (:02 difference)

8:00 a.m. – “received signals, take bearing” (:43 difference)

8:43 a.m. – “on line 157-337, will repeat” — S.I.L.E.N.C.E.

Amelia at the controls of her Lockheed Model 10E Electra, circa 1936.  (Photo by Rudy Arnold.)

Not one call, not one, indicated an emergency.  Perhaps the tone of her voice was tense, or even indicated panic, as Bellarts later stated, but not one hint of an emergency.  Much too casual.  Words cost nothing.  What does the silence tell us?

If she doesn’t find Howland, it’s back to the Gilberts and the abandoning of the Electra on a beach.  Amelia knows that.  Consistently, she made very brief calls which lasted mere seconds, then she was silent for long periods.  What is that telling us?  That it is not normal behavior in an emergency.  It is much too casual for a person facing fuel exhaustion and death.  It is not rational.

Strangely, it may be telling us that she has no intention of landing here.  If not, why?  Don’t know yet, but how did Bill see that?  Because if she wanted to land, there would have been desperation.  She was cool and casual because she had another place in mind.

Amelia’s sister, Muriel Earhart Morrissey, said afterward: Amelia had no intention of landing at Howland. It was a distraction.” (Amelia, My Courageous Sister (1987);  “Amelia Earhart: What Really Happened to Her?” (D.A. Chadwick’s Blog).

Paul Rafford Jr., in his book, Amelia Earhart’s Radiotells us: “Bill Galten also told me that although Earhart might have been able to land on Howland, he didn’t see how she could take off.  His reason was the same as that offered by Itasca’s Chief Radioman Leo Bellarts, who told Fred Goerner that he felt that if she could land, she could not have been able to take off again.” So here are two of the original radio crew on Itasca agreeing about the serious dangers Howland posed to the Earhart Electra and its crew.  We then did some investigation of our own.

These are only two of the many items which come under the category of OVERLOOKING THE OBVIOUS.  The latest is THE HOWLAND RUNWAY scenario.  When exploring the details and a comparison with the Lae takeoff, was the Howland runway even safe from which to take off in an Electra with a heavy load of fuel?  Based upon details which we have been able to uncover, the answer may be obvious.  She’ll know once she begins the takeoff, but then it will too late. 

Let’s do some reasoning here.  When Amelia took off at Lae, she had 3,000 feet of dirt runway.  At the end, there was a 25-foot cliff dropping off to the Huon Gulf.  The Electra’s takeoff run for about 2,900 feet broke ground, sank slightly, then more or less leveled, then at the end where the cliff dropped off, it descended about 20 feet toward the water where the props were creating an observed spray from the ocean.

That reality is in Amelia’s mind.  She sees a picture.  It is now behind her, but an even bigger challenge awaits her at Howland.  How long is that coral-gravel runway?  The flat part of the Island is 1.5 miles long by one-half-mile wide.  If the longer N/S runway is just half that, since it is on the east side, rather than in the elongated middle, then we have about 4,000 feet, as later measured, but which the workers already knew.

There is also a gravel E/W runway about 2,400 feet at the south end of the N/S runway for the prevailing daily east winds.  We now have a match waiting for some gasoline.  Lae’s runway was hard dirt.  Howland’s is crushed coral recently plowed and graded, and looser than hard dirt.  Lea’s temperature was less than 85 degrees.  Howland’s is often 100 degrees or more.

Lae’s had a safety net of a 25-foot drop to the Gulf beyond the cliff at the end of the runway.  Howland at sea level has mere inches for descent after takeoff from sand’s edge to the water.  Unlike Lae, at Howland, there is no safety net.

Going through the mind of any pilot facing this would be: Under these conditions, with these differences, can a takeoff with a load of fuel be made successfully at Howland?  It was successful at Lae apparently because of the “safety net” of clear space underneath beyond the cliff.  Amelia, like any pilot, might wonder.

From the log of the runway workers on Howland: A message from Cooper to Earhart and Putnam, June 25, 1937:  “All three distances given in this message indicated shorter distances for the runways than in the previous summary.  Clearly, something has changed in the assessment of the field.  The purpose of the ‘markers’ is apparently to aid Earhart in landing the plane on the best portions of the three runways.  It seems to me that the E/W runway was judged to have 2250′ available for landing but 2750′ for takeoff. ‘Good approaches . . . now marked.”  Runway distances between markers as follows: (?? How long ??) ‘N/S 4200’ * NE/SW 2600’ * E/W 2250’.”

Nor has she forgotten the ground loop at Honolulu under much better conditions.  If a wheel of the Electra were to hit a soft spot, and veer slightly as it did in Honolulu, will she follow her habit of trying to maintain directional control with the throttles rather than the rudders?  Honolulu all over again, just waiting.

If, when the plane breaks ground at Howland, but settles 20 feet as at Lae, there will be a ditching in the water with gear down, not a pretty thought.  If density altitude were to work against her due to hotter temperature, what then?  If even one of those 10,000 gooney birds were to get in the way of a prop on takeoff, hello water. The “WHAT IF’S” are endless.

Nearing Howland, Amelia may be thinking that the chances of taking off are not so good. Turn back to the Gilberts?  There are many smooth sandy beaches there for a safe landing, but once on the soft sand, how will the Electra get airborne again?

Then there’s the option of the Marshalls.  The inner debate continues, and a major decision is looming.  What to do?  How long is the runway?  How safe is it?

With an East wind of 15 to 20 mph, this is obviously a crosswind which is not acceptable for a heavy plane on such a runway.  Even the men on the ground who prepared it had recorded, in essence, in their log — impossible to take off on N/S runway with that crosswind.  And the E/W runway is too short; at 2,250 feet between markers, plus the narrow 300-foot addition, plus the flagged off 200 feet, a total of 2,750 feet is available for takeoff.

Before we awaken Amelia from her intense concentration, let’s slip in another bit of obvious factual history which has often been overlooked.  It concerns FDR himself and the government, especially Naval records generated by the former secretary of the Navy.

First, we have the official Navy-Coast Guard reports of their searches for the Earhart Electra that lasted from July 2 to July 19, and were filed beginning July 20. (see TAL pages 53-57).  We also have information on file as Report of Amelia Earhart as Prisoner in Marshall Islands,” dated Jan. 7, 1939.  (Reference: Records of the Office of the Chief of Naval Operations, Record Group 38, Entry 81, General Correspondence, 1929-1942, File A4-3/Earhart, Box No. 70).  (See above image of the top of page 1 of this report.)  This unclassified document has long been available to Earhart researchers through a simple request. 

This, and additional information shows that as early as 1.5 years after the disappearance,  Jan. 7, 1939, it was reported under then-classified documents that “Earhart was a prisoner in the Marshall Islands.”  Since the U.S. had already broken the Japanese Code, it is more than mere speculation that FDR and Co. knew that Amelia and Fred were in Japanese hands.

(Editor’s note: Here Calvin is referring to the strange, little-known “Bottle Message” found near Bordeaux, France on Oct. 30, 1938 by a 37-year-old French woman.  The message’s unidentified writer stated, in part: I have been a prisoner at Jaluit (Marshalls) by the Japanese; in the prison there, I have seen Amelia Earhart (aviatrix) and in another cell her mechanic [sic], a man, as well as several other European prisoners; held on charges of alleged spying on large fortifications erected on the atoll.  I have not yet written about this message on the Truth at Last Blog for several reasons, but others have attempted to verify its provenance, without success.  See * below for more on this.)

The classified proof in Navy files was declassified in 1967 and has been available to the public since then.  Anyone can read it.  Possessing a personal copy, one can show that the government knew the whereabouts of Amelia and Fred at least as early as 1939 or before. (Later, we’ll raise the issue of knowledge through having broken the Japanese code.)

That being the case, something so totallyobvious to government authorities in 1939, and then obvious to the public through researchers in 1967, has lain hidden under a pile of dust while speculators and get-rich charlatans have invented stories about dying at sea or crashing on an uninhabited island leaving a size 9 piece of shoe as proof that a size 6 lady named Earhart had worn it.  Such is a crime against the history of humanity.

While the obvious lies at our feet, we applaud phony pictures of a ship at Jaluit in 1937 under a Smithsonian caption of “Earhart and Noonan,” but which was proven to be false.  And we support establishment money being spent to divert the public’s attention to a fake story on a Phoenix Island while we allow the government to keep promoting those distractions.  This is the typical disinformation-distraction ploy.  Although the establishment can distract from the truth, it cannot change it.

Something is obviously wrong with this picture.  The public is more tolerant than they are observant.  We cry “mystery” while holding the file of facts in our hands.

Time: 2013z / 8:43 a.m.:
Amelia awakens from her decision-dilemma.  To the Itasca: We’re on a line 157-337 degrees . . . Will repeat this message.”  To Fred Noonan she may have said: “I’ve thought about the Howland runway compared to what we faced at Lae.  It’s too dangerous.  The Gilberts are out.  Not going to sacrifice this plane.  We’re going to the Marshalls.  Give me a heading, and there’s no time to discuss it.  If we land here, I probably won’t be able to get airborne again.  Heading, please.”  (End of “Amelia Earhart: DISAPPEARING FOOTPRINTS IN THE SKY,” Part IV.)

Next up will be the Conclusion of Calvin Pitts’ “Amelia Earhart: DISAPPEARING FOOTPRINTS IN THE SKY.”  Your comments are welcome. 

* (Editor’s note continued: Far more revealing among the Navy documents declassified in 1967 is the notorious 1960 Office of Naval Intelligence (ONI) Report (below), ostensibly undertaken to investigate Thomas E. Devine’s 1960 statements to ONI Special Agent Thomas M. Blake in October 1960.  Devine, at home in West Haven, Conn., having seen the reports of Fred Goerner’s first Saipan visit, decided to tell the ONI about his 1945 experience on Saipan with the unidentified Okinawan woman who showed him the gravesite of a “white man and woman who had come from the sky, before the war.  Devine believed this site was the common grave of Earhart and Noonan.

The ONI found nothing to support Devine’s gravesite claims, which wasn’t surprising, but its unstated goal was to discredit all information that placed Earhart and Noonan on Saipan.  In this it actually failed miserably, though no one in the media has ever even alluded to the document’s existence, and it remains completely unknown to the general public despite its declassification.  The story of the ONI Report in itself is another amazing travesty in the saga of the Earhart disappearance, in that it virtually establishes the Marshalls landing and Saipan presence of the fliers while attempting to debunk both ideas.  For an extended discussion of this obscure but vastly important document, see pages 95-100 in Truth at Last.

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Goerner’s December 1961 letter to Leo Bellarts: “Earhart and Noonan were on Saipan”

Today we return to the early 1960s correspondence between KCBS radio newsman Fred Goerner and retired Coast Guard Lt. Leo Bellarts, who as the chief radioman aboard the Coast Guard Cutter Itasca, was on hand to hear Amelia Earhart’s last official messages on the morning of July 2, 1937, concluding with her last transmission at 8:43 a.m. Howland Island time.  For Bellarts’ Nov. 28, 1961 letter to Goerner, posted Feb. 6, 2017, as well as the author’s reply, please click hereBellarts Dec. 15, 1961 response to Goerner, posted April 24, 2017, can be seen here.

Many of Goerner’s questions are still relevant today, especially since the American public has been fed a steady diet of disinformation for many decades by a U.S. media that hasn’t shown the slightest interest in learning the facts since Time magazine panned The Search for Amelia Earhart as a book that “barely hangs together” in its 1966 review that signaled the establishment’s aversion to the truth the KCBS newsman found on SaipanGoerner died in 1994 at age 69, Bellarts in May 1974 at 66.  (Boldface mine throughout.)

KCBS
CBS Radio – A Division of Columbia Broadcasting System, Inc.
SHERATON – PALACE, SAN FRANCISCO 5, CALIFORNIA – YUKON 2-7000
                                                                                                               December 20, 1961

Mr. Leo G. Bellarts
1920 State Street
Everett, Washington

Dear Mr. Bellarts,

Thank you very much for your letter with enclosures of the 15th.  It was received with a good deal of interest by all of us who have been working on the Earhart story.

I’m sorry if I took on the proportions of a “quizmaster” to you.  I think it must be the reportorial instinct. I learned long ago that if you don’t ask the questions, you very seldom get the answers.

First, let me answer several of your questions.  As far as I know, there is absolutely no connection between CBS and Mrs. Studer; in fact, I have never met her, and I found the article you mentioned slightly on the irritating side.  That article was the first time I was even aware of her existence.

Yet another look at Fred Goerner during his mid-1960s heydays at KCBS Radio in San Francisco. (Photo courtesy of Merla Zellerbach.)

Yet another look at Fred Goerner during his mid-1960s heyday at KCBS Radio in San Francisco. (Photo courtesy of Merla Zellerbach.)

As to George Palmer Putnam, I never had the opportunity to meet him.  He died in January, 1950.

The only members of Amelia’s family I know personally are her mother and sister who live in West Medford, Massachusetts.  The mother [Amy Otis Earhart] is now in her nineties, and her sister [Muriel Earhart Morrissey] teaches high school in West Medford.

I was glad to receive the information that Galten was a bona fide member of the Itasca’s crew; however, it leaves me even more at a loss to explain his remarks to the press to the effect that the Earhart [plane] was incapable was transmitting radio signals more than 50 to 75 miles, and that the seas were eight feet with fifteen feet between crests the day of the disappearance.  The Itasca Log indicates as you have that the sea was calm and smooth.

You might be interested in Galten’s address: 50 Solano Street, Brisbane, California.  

Galten has also stated that he actually copies the message, “30 minutes of gas remaining”; yet, your record of the messages and the July 5 transcript sent by the Itasca to ComFranDiv, San Francisco, indicates “but running low on gas.”

As you probably well know, there is a vast difference between 30 minutes of gas remaining and gas running low.  Every pilot who has flown the Pacific Area will tell you if you are unsure of your position, are having difficulty in contacting your homing station and are down to four or five hours of gas — the gas indeed is “running low.”

We know as a positive fact that the Lockheed had sufficient gas for twenty-four to twenty-six hours aloft.  The take-off time from Lae, New Guinea, was 10:30 a.m. at Lae, 12:30 p.m. at Howland.  It was possible for the plane to have stayed aloft until 2:30 p.m. Howland time the following day.  The July 2 transmission from the Itasca to San Francisco estimates 1200 maximum time [i.e. noon local time] aloft.

Why then the supposition that Earhart “went in” right after her last message at 0843?

It just isn’t true that Earhart and Noonan began their flight from Lae to Howland with just enough fuel to reach Howland and no more.  They were fully aware of the navigational hazards of the flight. The planning for that 2,556-mile flight is contained in Amelia’s notes which were shipped back to the United States from Lae.  She planned her ETA at Howland just after daybreak.  Daylight was absolutely necessary to locate that tiny speck.  She had figured her fuel consumption to give her at least six additional hours to make a landfall if Noonan’s navigational abilities did not bring the plane dead center to Howland.

The Lockheed Electra 10E, an all-metal, twin-engine, low-wing monoplane with retract-able landing gear, designed as a small, medium-range airliner, and powered by twin Pratt & Whitney R-1340 Wasp S3H1, 600-horsepower engines. The plane was 38 feet, seven inches long with a wingspan of fifty-five feet and a height of about ten feet. The Electra had an empty weight of 7,100 pounds, with a total fuel capacity of 1,151 gallons in ten tanks in the wings and fuselage.

The Lockheed Electra 10E, an all-metal (aluminum), twin-engine, low-wing monoplane with retract-able landing gear, designed as a small, medium-range airliner, and powered by twin Pratt & Whitney R-1340 Wasp S3H1, 600-horsepower engines. The plane was 38 feet, seven inches long with a wingspan of 55 feet and a height of about ten feet. The Electra had an empty weight of 7,100 pounds, with a total fuel capacity of 1,151 gallons in ten tanks in the wings and fuselage.

Is the supposition based on the fact that her voice sounded frantic when she radioed the last message, “We are 157-337, running north and south.  Wait listening on 6210”?  If she were “going in” at that time, why would she ask the ITASCA to wait on 6210? (Caps Goerner’s throughout.)

Your comment that she simply forgot to include the reference point in the final message seems to be negated by the fact the she included “running north and south.”  If Noonan had been able to give her a reference point, there would have been no reason for running north and south courses.  They would have known their exact position and in which direction to fly.

The variance in the two groups of messages sent to San Francisco by the ITASCA is not the result of “faulty press reports.” I’m going to have my copies of the Coast Guard Log photostated and sent along to you.  The amazing discrepancies are clear and incontestable.

Your quotes from TIME magazine are “faulty press reports.”  TIME is wrong that no position reports were received after Earhart’s departure from Lae. The Coast Guard Log indicated a check-in 785 miles out from Lae with a full position report.  TIME was also mistaken in the number of messages received by the ITASCA from the plane.  It varies from your own list.

Yes, I was aware that the COLORADO refueled the ITASCA.  This is indicated in the Navy’s official report of the search.  The Navy report indicates that the COLORADO, on a naval training cruise in the Honolulu vicinity with a group of reservists and University Presidents [sic] in observance when it was ordered to assist in the search and refuel [of] the ITASCA and the SWAN.

I’m afraid I’m going to have to resort to another list of questions.  There is so much that appears to be unanswered in this entire vacation.  I think you are as interested in this as I am, or I wouldn’t bother you.

Was the signal strength of Earhart A3 S5 on all the messages from the 0615 “About two hundred miles out” to the final 0843 message? In your list A3 S5 is not listed for 0615,0645, 0742 and 0800.

Many radio operators have told us that in the South Pacific, particularly near the equator, a voice signal will come in from any distance so strongly that the person appears to be in the next room, then, a few minutes later, it cannot be raised at all even when the transmission station is only a few miles away.  Was this your experience while in the South Pacific?

Amelia’s official flight route from Lae, New Guinea to Howland Island totaled 2,556 statute miles and had never been attempted before.  (Map courtesy Thomas E. Devine.)

Did the ITASCA make any contact with Lae, New Guinea to set up radio frequencies before her final take-off?

Did the ITASCA contact Lae to determine the actual time of the take-off?

Was the ITASCA aware of the gas capacity and range of the plane?

If the ITASCA arranged frequencies with Earhart at Lae, or at least firmed them up, why didn’t the ITASCA know that Noonan could not use cw [sic, i.e., Morse Code] on 500 kcs because of a lack of a trailing antenna?

The “Organization of Radio Personnel” Photostat indicates that in the event of a casualty the ITASCA was to block out any other station attempting to communicate information.  What other station was near the ITASCA that might transmit information contrary to fact?  When the plane was lost, did the ITASCA block out any other transmission of information?

Do you know of the whereabouts of [RM2 Frank] Ciprianti [sic, Cipriani is correct], [RM3 Thomas] O’Hare, [RM3 Gilbert E.] Thompson, Lt. Cmdr. F.T. Kenner, Lt. (j.g.) W.I. Stanston or Ensign R.L. Mellen?

This is aside from the Earhart matter, but is certainly of interest.  What was the eventual fate of the ITASCA, ONTARIO, and SWAN?

In closing, Mr. Bellarts, let me say that we sincerely appreciate the opportunity the [sic] with you.  Let me assure you that we will keep your confidence, and will in no way quote you without your permission.

I, personally, have been working on this investigation for nearly two years.  It has nothing to do with any stamp that might be issued with her image, or some nebulous entry into a hall of fame.  This is a news story, and we intend to pursue every possible lead until a satisfactory conclusion is reached.  I [sic] happy to say we have the blessings of both Amelia’s mother and sister.  They have suspected for many years that the disappearance was not as cut and dried as portions of our military have indicated, but no one, including that military, has ever put together a concerted effort to tie together the loose ends.

I believe with all my heart that Earhart and Noonan were on Saipan.  I saw the testimony gathered by the Monsignor and the Fathers.  I know the witnesses were telling the truth.  There was no reason for them to lie, and such a story could never have been invented by simple natives without the appearance of serious discrepancies.

However, I believe with you that Earhart and Noonan never flew their plane to Saipan.  They must have been brought to the island by the Japanese.

The search for Earhart has been a joke for years.  I think that’s because the military has dogmatically maintained that the pair went down close to Howland; yet, that contention appears to be based solely on the belief that the strength of signals before the last received transmission indicated the ship was probably within two hundred miles of the ITASCA.  Where did they fly on the four to five hours of gas we know remained?

A view of Howland Island that Amelia Earhart never enjoyed. The island, a property of the United States, remains uninhabited, but is quite poplar among various wildlife that nests and forages there.

A view of Howland Island that Amelia Earhart never enjoyed. The island, a property of the United States, remains uninhabited, but is popular among various wildlife that nest and forage there, especially goony birds and terns.  Note the outline of the original airstrip that was cleared in anticipation of Amelia’s landing.

Mr. Bellarts, if you know anything that has not been made public that will shed more light on this enigma, please give us the information. If not to CBS, to Amelia’s sister:

Mrs. Albert Morrissey
1 Vernon Street
West Medford. Mass.

No one, certainly not CBS, has the idea of castigating individuals, the Coast Guard, the Navy or the Air Force or even Japan for something that happened so long ago.  The important thing is to settle this matter once and for all, and bring a modicum of peace to the individuals involved.

Earhart and Noonan fought their battle against the elements.  If they later lost their lives to the aggrandizing philosophy of a nation bent on the conquest of the Pacific, the great victory is still theirs.  Their story should be told, and they should receive their nation’s gratitude and a decent burial.

Would you ask less for your own?

Best wishes for a merry Christmas and a prosperous New Year.

I’ll be looking forward to your next communication.

Sincerely,

Fred Goerner
CBS News
KCBS RADIO
San Francisco 5,
California (End of Goerner letter.)

I have more of the fascinating correspondence between Fred Goerner and Leo Bellarts, two of the most interesting people in the entire Earhart saga, and will post more at a future date.

Billings’ latest search fails to locate Earhart Electra

David Billings recently returned from his seventeenth trip to East New Britain in search of the Earhart Electra, and again he was unable to find the hidden wreck that he believes is the lost Electra 10E that Amelia Earhart flew from Lae, New Guinea on the morning of July 2, 1937. 

Billings’ New Britain theory is the only hypothesis among all the various possible explanations that vary from the truth as we know it, that presents us information and poses questions that cannot be explained or answered. Unless and until the twin-engine wreck that an Australian army team found in the East New Britain jungle 1945 is rediscovered, this loose end will forever irritate and annoy researchers who take such findings seriously.

Readers can review the details of Billings’ work by reading my Dec. 5, 2016 post, New Britain theory presents incredible possibilities.  Billings’ website Earhart Lockheed Electra Search Project and subtitled “Earhart’s Disappearance Leads to New Britain: Second World War Australian Patrol Finds Tangible Evidence” offers a wealth of information on this unique and fascinating theory.

Billings has sent me a detailed report on the events of the last three weeks, and it’s presented below. I wish he had better news, however, as this aspect of the Earhart search is one that screams for resolution, unlike the others, which are all flat-out lies and disinformation, intended only to keep the public ignorant about Amelia’s sad fate.

SEARCHING FOR THE ELECTRA AND FOR AMELIA AND FRED

The Start
Our last expedition started on Friday, June 2, when the six members of the Australian team met at the Brisbane International Motel on the Friday evening prior to the flight out of Brisbane for Port Moresby, Papua New Guinea on the morning of Saturday, June 3.

We flew from Brisbane for three hours and went into transit at Port Moresby, then on to the flight which is “nominally” to Rabaul but actually Kokopo and arrived at Tokua Airport after an hour and 20 minutes, on time, and then by mini-bus to the Rapopo Plantation Resort just outside of Kokopo, which was the base for our “equipment and rations” gathering over the next two days.

The local singing group welcomes David Billings to Rapopo Plantation Resort. (Photo courtesy David Billings.)

Shopping
The hired HiLux vehicles arrived and Sunday and Monday was spent on shopping for the major items from prepared lists and boxing all the goods up and storing them in the rooms. Money changing at the banks in Kokopo and final shopping was Tuesday for odds and ends.

The U.S. team members arrived at the Rapopo on Monday, June 5, and after their hectic flight schedule relaxed on the Tuesday ready for the road trip on Wednesday.

The Journey to Wide Bay
The road trip with all 10 members was carried out in three Toyota HiLux Dual Cab 4WD’s with diesel engines. We had walkie-talkies for contact during the drive. The road we had planned on was to be approximately 160 kilometers (99.4 miles) and we expected to be able to do this in about four and a half hours. The actual time was seven hours over very rough roads and with a planned one major river crossing and several minor river crossings. In the event, due to finding one road impassable, we were forced to ford a quite wide and substantial river which we know from previous trips can be in flood quite rapidly as it has a large watershed area stretching up into the Baining Mountains.

The supposed “sealed” roads out of Kokopo through small villages towards Kerevat town were a nightmare with potholes every few yards and the daily multitude of vehicles were weaving in and out of the potholes and wandering all over the road to avoid the holes.

A good 10 kilometers out of Kerevat town, a turnoff towards the village of Malasait brought us onto the very rough tracks that we were to use for the rest of the journey. This rough track constitutes the major part of what is euphemistically called the “East New Britain Highway.” For a detailed look at the Gazelle Peninsula in relation to the Billings search, please click here.

The Gazelle Peninsula forms the northeastern part of East New Britain Province. Billings said the route from Kokopo to Wide Bay (below southern part of map, not labeled) is “mainly over very rough logging tracks.”

On the Highway
All went well over the awful rough roads until about the halfway point whereupon we came across a gigantic mudslide over a stretch of the “highway” on a downslope about 100 meters long, with ruts in the mud about 500 millimeters (19.6 inches) deep. There was a truck there which they had shed the load off of it and copra bags littered the drains as they had strived to get the truck through and they were picking the bags up on a long pole when we got there. Rain water had gone completely over this section and washed the road out. After throwing rocks into the deepest rutted sections and pushing the loose mud down also, we managed to get through this area in four-wheel drive. We had to remember this section of “road” and prepare for it for the return journey.

Shortly after this, we crossed the Sambei River No. 2, in a wide sweeping arc with water just over the wheel hubs which allowed us to stay on the shallowest parts and then continued on the way.

At this river crossing we had met up with a local man who said he was going to the Lamerien area and we followed him along a newly cut forestry road which joined up with the old road near to the turn-off to Awungi then we entered the steep descending curves down into the Mevelo River Valley and expected to turn off to the right to follow the track through the Mumus and Yarras River Valleys. However, our guide drove straight ahead to a security guard post leading into the Palm Oil Plantation, sited on the northern side of the Mevelo River. On realizing that we were being led into the Palm Oil Plantation the expectation then was that the bridge over the Mevelo which we could see “not completed” in Satellite views must then be “completed,” which would mean we could cross the wide Mevelo River with ease.

The Mevelo River
After driving through the Palm Oil roads for about 40 minutes we came to the Mevelo River and our hopes were dashed! There was no bridge. We had seen a bridge with a very nearly completed driving span in the satellite pictures with but one span to be completed. What we were now looking at was a damaged bridge with no roadway across the pylons. The Mevelo River is a very fast flowing river in flood and an earlier flood had obviously caused the bridge supports to move and the bridge had collapsed.

The bridge was down, destroyed by the “mighty” Mevelo at some time in a flood. Several of the old shipping containers that had been used as ballast cans for rocks to hold and support the concrete bridgeworks had been moved out of position by the strength of the flow of water down the Mevelo River and now we were left with a choice — we must now ford the river or turn back.

Luckily, while we had a rest stop close to the access road to the river, I had seen two Toyota Land Cruiser troop carrier vehicles come out of the track entrance to the river and sure enough when we arrived at the river, there were the wet wheel tracks of these vehicles left behind on the steep entrance into the river, so we decided to go across, fording the river in the HiLux in H4, in four-wheel drive.  I went first and kept a straight line across and the water was deeper over on the far side of the river and estimated to be just at wheel height. The second vehicle came across and then Matt took a different wider line and we could see water up to the bonnet before the front end of the vehicle reared up out of the water onto dry land. A sigh of relief went up from all watching!

The Mevelo River ford point with the damaged bridgeworks and sunken dislodged containers (looking north). (Photo courtesy David Billings.)

The Old Track
What we now know is that the former old track (part of which I have previously walked) which leads out of the Mevelo Valley and up to the Mumus and Yarras River Valleys, our planned route, is totally overgrown and cannot be used. It is a seven-hour 166 kilometer (106 miles) drive from Kokopo to Lamerien over very rough roads with what we thought were two major river crossings. We had three large rivers to cross, only one of which was bridged.

Change to the Planning
The crossing of the Mevelo River by the ford, which was forced upon us by the closure of the now “overgrown road” out of the Mevelo Valley meant that we had to rethink our carefully laid plans on several aspects: The Americans had appointments to keep on their return so had to get back for their flights.  We got to the campsite on Thursday, June 7 and managed to get the tents up before dark. That left a maximum for them of six nights in the camp but in the light of the river fords (particularly the Mevelo River ford) we had to gauge intervals in the rain to get back over the Mevelo River, which was accessed as the biggest obstacle. 

1. The American participants had a maximum of seven nights/six days at Wide Bay and had to return to Kokopo, the seventh day had been planned as the “return to Kokopo day.”

2.  Originally it had been planned for two vehicles to return with the American participants and then one vehicle return to Wide Bay on the same day. It was now deemed too dangerous for one vehicle to make the trip back due possible breakdown on the rough roads or getting bogged on the mudslide. This planned return trip would take two days if carried out.

3. The drive cannot be done Kokopo to Wide Bay (Lamerien) and back in one day, it had been planned as a one-day trip because “if the river crossings were possible on that day in the morning” then they would still be able to be crossed later in the day. The two-day return trip negated that idea.

4. More importantly, we would have to ford the Mevelo River on a return journey and to that there was no alternative, the Mevelo River had to be crossed in order to get back to Kokopo with the vehicles, that meant the surety of a day when the river ford was at a low point.

5. We also had to make a contingency for the 100-meter-long mudslide in the road at roughly the halfway point, after the Sambei River, which doubtless would not have been repaired by the time of our return. This meant that lengths of logs had to be carried both for ballast in crossing the two main river fords and as fill to drop into the ruts on the mudslide section. The chainsaw also had to return with the vehicles in case of the need for more wood.

Secondary Jungle Visited Three Times
It rained the first night (Thursday) and Friday afternoon we made it up the hill.  Since 2012 it has become just a tangled mess up there, the old bulldozer tracks are barely visible and the tree roots across the ground hold pools of water making it treacherous. 

The climb up to the top of the hill can be quite steep in places and with the rain it was very slippery and some assistance was needed in paces and the willing hands of the young men of the village gave that assistance. The hill height is around 420 feet and the start level is 150 feet, so it is a tough climb over 270 feet of elevation.

David Billings in the East New Britain jungle checking search area location from previous GPS waypoints. (Photo courtesy David Billings.)

It rained the second night for three hours with lightning and thunder rolls and lashing rain from 12 p.m. to 3 a.m., and then more rain during that new day.  June is supposed to be the “drier” month of the year. We went up the hill three times, it rained while we were in there.

Due to the available time for the Americans in the team, the rain, the rising rivers to cross and the vehicles to be got across the rivers, we had to consider getting out at an opportune time with the biggest obstacle, the Mevelo River, at a low point. We watched the Mevelo on a daily basis.  The Mevelo went down a bit and we took the opportunity to get out on Monday, June 12. Seven hours later we were back in Kokopo.  

“East New Britain Highway” is Atrocious
Back to the mudslide! Yes, the mudslide was still there and still about 100 meters long, but this time on the return, on an upslope. We had to remember that stretch for going back so we cut some logs the length of the HiLux tray and took two layers of 5-foot round logs back with us both as ballast for the river crossing and to patch up the road when we got to the mudslide.  When we got there a big truck was bogged in, but luckily off to the side, so we gave them a shovel, then we filled in the deeper parts of one rut with the logs we carried and I went first with one wheel side in the rut and the other on the center “heap of slime,” and in H4 we all got through but it was close-run thing.  All the villagers that were working on the road cheered!  Most of the road is laterite where a bulldozer has shaved off the top soil and exposed the rock underneath but this section was just mud. The roads must be terrible on the HiLux suspension and most of the journey is in first and second gear with occasional third being used.

Members of David Billings’ team sweep the East New Britain jungle in search of the Earhart Electra. Once again, nothing was found on this, the seventeenth time he’s visited this remote area of the world in search of the lost plane. (Photo courtesy David Billings.)

Where do we go from here
It is obvious that we cannot use vehicles again until the roads improve and bridges are built, that means use and reliance on a helicopter again, for “in” and “out,” with additional expense.

The idea was that by using vehicles we could cut down the expense and carry as much as we liked to make the camp comfortable. We had also intended to go down to the Ip River where a World War II wreck had been reported about 10 years ago and to which no one has been to identify, so we had thought that we would do that, but the villagers told us that the coast track was impassable.

All the film taken will now be used to make a documentary concerning the search for the aircraft wreck seen in 1945, which I am convinced on the basis of the documentary evidence on the World War II map and the visual description by the Army veterans, is the elusive Electra. We shall have to wait and see what interest is generated by the documentary.

Sincerely,

David Billings,
Nambour,
Queensland,  Australia (June 20, 2017)

Billings’ next trip to East New Britain will be his eighteenth, if he indeed makes it, and if persistence means anything at all, perhaps he will finally locate the wrecked airplane he believes was Amelia Earhart’s bird. I wish him the best of luck, as he will surely need it. If you’d like to contribute to his cause, you can visit his website, Earhart Lockheed Electra Search Project for details.

Fred Goerner-Leo Bellarts early 1960s letters: Revisiting roots of the real search for Amelia

During the course of his early Earhart investigations, Fred Goerner, author of the classic 1966 bestseller, The Search for Amelia Earhart, wrote several letters to 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. Most of Goerner’s letter of Nov. 30,  1961, below, was initially published in the July 1996 edition of the Amelia Earhart Society Newsletters, as was Bellarts’ reply of Dec. 15, 1961.

Many of the Goerner’s questions are still relevant today, especially since the American public has been fed a steady diet of disinformation for many decades by a U.S. media that hasn’t shown the slightest interest in learning the facts since Time magazine panned Search as a book that “barely hangs together” in its 1966 review that signaled the establishment’s aversion to the truth the KCBS newsman found on Saipan. Goerner died in 1994 at age 69, Bellarts in May 1974 at 66. 

28 November 1961
1920 State St.
Everett, Washington

Mr. Fred Goerner,
% KCBS
San Francisco, Calif.

Dear Mr. Goerner,

I have just received a letter and an article from a San Diego paper relative to your attempt to establish identity of some bones and teeth you found on Saipan. Having a long time interest in the Earhart story I am curious just to know why you believe Earhart wound up on Saipan.

Last year I believe that you attempted to identify an airplane generator as belonging to the Earhart plane. I’m sure that if a search was made around Saipan that many planes could be found and parts by the thousands cold be located, but none from the Earhart plane.

Coast Guard Chief Radioman Leo Bellarts led the radio teal aboard the Coast Guard Cutter Itasca Itasca during the final flight of Amelia Earhart.

Chief Radioman Leo Bellarts led the radio team aboard the Coast Guard Cutter Itasca during the final flight of Amelia Earhart. (Photo courtesy Dave Bellarts.)

My curiosity stems from the fact that I believe I was one of the very few people that heard the last message from the Earhart plane. I was the Chief Radioman on the USCG Itasca at Howland Island during her ill-fated trip. Having heard practically every transmission she made from about 0200 till her crash when she was very loud and clear, I can assure you that she crashed very near Howland Island. The only island near Howland that it would have been possible for her to land would have been Baker Island and she didn’t land there.

Considering the increase in her signal strength from her first to her last transmission there leaves no doubt in my mind that she now rests peacefully on the bottom of the sea, no farther than 100 miles from Howland. If you could have heard the last transmission, the frantic note and near hysteria in her voice you also would be convinced of her fate but not on Saipan.

I firmly believe that she died a hero in the public eye and that is the way I believe that she would like it to be.

Sincerely yours,

Leo G. Bellarts
Lieut. USCG (Ret)

November 30, 1961

Leo G. Bellarts
Lieut. USCG (Ret)
1920 State Street
Everett, Washington

Dear Mr. Bellarts:

Your letter of the 28th just arrived, and I was delighted to receive it. I believe you may be able to answer a number of questions that have arisen from a thorough scrutiny of the official logs of the ITASCA and the Navy carrier, LEXINGTON. (Caps Goerner’s throughout.)

But, first, to answer your question: Why does CBS believe Earhart and Noonan were on Saipan?

Two expeditions to Saipan and three file cabinets filled with the most painstaking research concerning every aspect of the disappearance has given us very strong reasons to believe Earhart and Noonan were on Saipan for an indefinite period prior to the war. I might add that the Catholic Church authorities on Saipan and many of the Naval Officers at the Saipan facilities are also completely convinced. The Office of Naval Intelligence has admitted that their investigation of the testimony gathered from native Saipanese indicates that it cannot be discounted. Every attempt was made to puncture that testimony this last year, and in several cases it was impossible.

The main matter for conjecture is: How did Earhart and Noonan reach Saipan? Did they fly there in their Lockheed Electra, or were they taken to the Island by the Japanese after a landing in another area? 

Fred Goerner, circa mid-1960s, behind the microphone at KCBS in San Francisco.

Fred Goerner, circa mid-1960s, behind the microphone at KCBS in San Francisco. (Photo courtesy Merla Zellerbach.)

We have submitted the available information concerning the flight to a number of aviation experts familiar with that area of the Pacific, and all have said that it was physically possible for the plane to have flown to Saipan, but it certainly is not probable. The chances have been rated at one in a thousand to one in one hundred thousand.

The aircraft wreckage brought up from Tanapag Harbor during the expedition of June 1960 was almost an afterthought. Two native divers believed they knew where the wreckage of a twin-engine plane was in the harbor. We brought some of it to the surface with little hope it represented the Electra. The fact that a generator was a Japanese copy of the Bendix 50 amp which was carried on the Earhart craft gave hope for a brief time that it might be the proper one.

You are quite right in your assumption that the ocean floor surrounding Saipan is littered with wreckage, wreckage of every conceivable size and shape.

During my most recent trip to Saipan in September of this year, we further investigated the wreckage the generator was taken from, and definitely proved that the plane was Japanese and not Earhart’s Lockheed 10-E. A partially disintegrated name-plate on a direction finder had still legible Japanese markings.

The testimony about Earhart and Noonan being on the island, however, stood firm. The Navy had put two ONI men on the case, and their estimation was that the testimony from several reputable Saipanese in particular was irrefutable.

How then did Earhart and Noonan get to Saipan if they did not fly the Lockheed there. Commander Paul Bridwell,  Commandant NavAd Saipan, came up with the answer. The pair had gone down in or near the Marshalls and had been brought to Saipan, then the military headquarters for the Mandates, by Japanese ship to Yap, and then a flight by Japanese Naval Seaplane. Bridwell said there was proof to this theory contained in the logs of four United States Logistic Vessels, THE GOLD STAR, THE BLACKHAWK, THE HENDERSON, and THE CHAUMOUNT, which had been plying the Pacific in 1938 and ’39 supplying the Far East Fleet. “Certain coded messages sent from Japanese vessels and shore installations,” said Bridwell, “were intercepted by these ships.”

The Japanese code was not broken until just before the war, so I gather these messages may not have been decoded until just recently. That’s the only reason I can imagine why these messages have not been brought to light before. (Editor’s note: At the time of this letter, Goerner lacked important information about U.S. code-breaking abilities in 1937.  See pages 263-264 of Truth at Last, Second Edition, for more on this complex issue.)

Cmdr. Paul W. Bridwell, chief of the U.S. Naval Administration Unit on Saipan, and Jose Pangelinan, who told Fred Goerner he saw the fliers but not together, that the man had been held at the military police stockade and the woman kept at the hotel in Garapan. Pangelinan said the pair had been buried together in an unmarked grave outside the cemetery south of Garapan. The Japanese had said the two were fliers and spies. (Photo by Fred Goerner, courtesy Lance Goerner.)

Cmdr. Paul W. Bridwell, chief of the U.S. Naval Administration Unit on Saipan, and Jose Pangelinan, who told Fred Goerner he saw the fliers but not together, that the man had been held at the military police stockade and the woman kept at the hotel in Garapan. Pangelinan said the pair had been buried together in an unmarked grave outside the cemetery south of Garapan. The Japanese had said the two were fliers and spies. (Photo by Fred Goerner, courtesy Lance Goerner.)

______________________________________________________________________________________

                                                                                               December 10, 1961

As you can see, there has been considerable delay in the completion of this letter. Dr. [Theodore] McCown’s findings regarding the remains has touched off a chain reaction that has kept me away from my office until today.

To say that McCown’s findings were a disappointment is an understatement; however, it in no way changes our basic hypothesis that Earhart and Noonan were on Saipan. As Dr. McCown put it,”It doesn’t mean you weren’t on the right track. You may have missed the actual grave site by six inches. That’s the way it is with archeology.”

(Editor’s note: Dr. Theodore McCown was the University of California anthropologist who examined bones excavated by Goerner from a Saipan gravesite in 1961. See pages 224-225 of Truth at Last for more.)

Along with this letter, I am sending you our most recent press release which details many of the things I have already discussed.

Now, if I may, I would like to ask you several questions. As you were present on the ITASCA the morning of July 2, 1937, perhaps you can clarify some points that seem most enigmatic to us.

Why do many people cling to the theory that the Earhart radio was incapable of transmitting more than 50 to 100 miles when the last check-in with Lae, New Guinea was 785 miles out at 5:20 in the afternoon?

Why was “30 minutes of gas remaining” changed to read “but are running low on gas”?

Why do many people say the Earhart radio receiver was not functioning when one of the messages received by the ITASCA states, “We are receiving your signals, but they are too weak for a minimum”?

Why wasn’t Earhart alerted to the fact that a special direction finder had been set up aboard the ITASCA?

Why was a Lt. [Daniel A.] Cooper of the U.S. Army Air Forces aboard the ITASCA the morning of the disappearance?

Why is there a complete absence of any mention of the Coast Guard Vessel ONTARIO in the log of the ITASCA? The ONTARIO was a weather ship stationed at the half-way point of the flight. Didn’t the ONTARIO ever read the Earhart plane during the flight? If the ONTARIO didn’t read Earhart, why not? The flight plan would have taken the Electra fight over the ONTARIO.

Why wasn’t the emergency 3105 direction finder set up on Howland Island able to cut in the Earhart plane if the plane was as close to the island as everyone supposed?

Was there anything else beside “strength of signal” that lead those aboard the ITASCA to believe Earhart was within 50 to 100 miles of the vessel?

What was the first reaction of those aboard the ITASCA to “We are 157-337, running north and south”? Did they think it a radio bearing or a sun line? Certainly no one could have believed it a position that an experienced navigator such as Noonan would send if he knew where he was.

The Coast Guard Cutter Itasca was anchored off Howland Island on July 2, 1937 to help Amelia Earhart find the island and land safely at the airstrip that had been prepared there for her Lockheed Electra 10E.

Why did the LEXINGTON base its search on the July 2 group of messages rather than the July 5 group? The July 5 group paint an entirely different picture, especially 0515: “200 miles” and 0545: “100 miles.” If the plane made 100 miles in 30 minutes, it’s quite obvious Earhart and Noonan figured their air speed at 200 miles per hour, which is far different than the 111 miles per hour the LEXINGTON assumed. The Electra was capable of 200 miles an hour top speed, but Earhart, conserving gas, would have been at cruise speed of 155. They must have picked up a tail wind, and the ITASCA log indicated the wind had shifted from the southeast.

I know these are a lot of questions, but there is so much that is inexplicable. Would you be so kind as to clarify some of these points for us? We will be most grateful.

Thank you so much for your time and interest.

Sincerely,

Frederick A. Goerner
News Dept., KCBS Radio
San Francisco, California

In future posts, thanks to the generous contributions of Dave Bellarts, of Lakewood, Wash., son of Leo, we’ll continue this fascinating correspondence between history’s foremost Earhart investigator and arguably the most reliable eyewitness aboard Itasca when Amelia sent her final “official” message that fateful July morning.

Conclusion of Gray’s “Amelia Earhart and Radio”: Former PAA flight officer’s findings still fascinate

In the conclusion of Almon Gray’s “Amelia Earhart and Radio,” the former Pan American Airways radio flight officer examines further technical and other aspects of Amelia Earhart’s final flight, including the origin and effectiveness of the radio direction finder on Howland Island, some of the possible post-flight radio transmissions that may have originated from the Earhart Electra, and Fred Noonan’s alleged drinking problem as it may have affected the flight. As always, the real mystery is what transpired aboard the Electra in the hours before and after her last radio transmission, and the biggest question remains unanswered: Was Amelia actually attempting to reach Howland Island? If she was, then Gray’s conclusions remain highly relevant today.

THE HOWLAND ISLAND RADIO DIRECTION FINDER

Obviously Earhart had a misconception of the radio direction finder installed on Howland Island. She apparently envisaged it as being a PAA type Adcock high frequency system, or its functional equivalent, which would take bearings on her 3105 kHz signals and send them to her just as the PAA station at Mokapu Point had done during her flight from Oakland to Honolulu. Because of that she repeatedly asked Itasca to take bearings on 3105 kHz and transmitted signals upon which bearings were expected to be taken.   It appears that there may have been some justification for her having that concept.

When the decision was made to fly easterly around the world, and the long Lae-Howland leg was being studied, Earhart and Noonan suggested to the Coast Guard that a radio direction finder be set up on Howland (“PLANE SUGGESTS DIRECTION FINDER BE SET UP ON ISLAND, IF PRACTICABLE”). According to the research of Capt. Laurance F. Safford, USN, it was at about this time that Mr. Richard B. Black, the Department of the Interior representative, who was to go to Howland in Itasca, conceived the idea of “borrowing” a so-called high frequency radio direction finder from the Navy to use on Howland Island.  Black advised G.P. Putnam, Earhart’s husband and business manager, of his plans and advised him when the gear had been obtained and put aboard Itasca.  No doubt Putnam passed this information along to Earhart.

It was on Howland Island that Black supervised construction of the air strip for Amelia Earhart’s scheduled refueling stop. Black was in the radioroom of the USCG Itasca as he listened to Earhart’s last known radio transmission indicating that she was low on fuel and was searching for Howland island.

Richard B. Black, the Interior Department representative who supervised construction of the Howland Island air strip for Amelia Earhart’s scheduled refueling stop. Black was in the radio room of Itasca, as Earhart sent her last known radio transmissions. As a lieutenant in the U.S. Naval Reserve in 1939, he was assigned as the U.S. Antarctic Service base commander, East Base, U.S. Antarctic Expedition. In 1954, Black served as the base operations officer of the first U.S. Navy Deep Freeze expedition.

In a message sent June 27 to Commander, San Francisco Division, USCG, the C.O. Itasca [Cdr. Warner K. Thompson]reported on his readiness for supporting the upcoming flight.   One item was “DIRECTION FINDER INSTALLED ON HOWLAND.”  This fact was reported to Mr. Putnam, then in San Francisco, and he in turn passed the news to Earhart, who was then at Darwin, Australia. While the Itasca message did not specifically say “High Frequency Direction Finder,” there apparently had been sufficient other information, probably via telephone from Putnam, to cause Earhart to believe that it was such a device. She likely assumed that the DF had been installed at Howland in response to the suggestion made earlier by Noonan and herself , and fully expected it to be a functional equivalent of a PAA-Adcock system.

According to Capt. Safford, who was in an excellent position to know, the direction finder station on Howland Island actually consisted of an aircraft type radio receiver and an aircraft type rotatable loop antenna which had been “hay-wired” together into a temporary DF installation. It operated off storage batteries borrowed from Itasca. The receiver and loop had been “moon-light requisitioned” (obtained by informal means) by Mr. Black and Lt. Daniel Cooper of the Army Air Corps, from a Navy patrol plane at Fleet Air Base, Pearl Harbor.

The equipment appears to have been a military version, or perhaps a twin, of the Bendix receiver and loop in the Earhart plane. At any rate, with a loop antenna, it certainly was not a high frequency direction finder and the probability of taking meaningful bearings with it on 3105 kHz over any significant distance, was practically nil. The Howland DF operator [Radioman 2nd Class Frank Cipriani] had only two opportunities to try taking a bearing on the plane, and in each case the plane’s transmission was so short that a really good attempt could not be made. Had the transmissions been sufficiently long the operator no doubt would have found that he could get no “minimum” and hence no bearing.

POST-FLIGHT SIGNALS

NAURU

On July 3 (GMT date) an operator at public service radio station VKT, Nauru, sent the following “wire note” (an informal communication between operators) to RCA radio station KPH at San Francisco, with the request that it be passed to Itasca:

VOICE HEARD FAIRLY STRONG SIGS STRENGTH TO S3 [at] 0843 and 0854 GMT 48.31 METERS (i.e. 6216 kHz) SPEECH NOT INTERPRETED OWNING BAD MODULATION OR SPEAKER SHOUTING INTO MICROPHONE BUT VOICE SIMILAR TO THAT EMITTED FROM PLANE IN FLIGHT LAST NIGHT WITH EXCEPTION NO HUM ON PLANE IN BACKGROUND.”

Note that these signals were heard about 12-and-a-half hours after Itasca last heard the plane.

There is nothing that directly and positively connects these signals with the Earhart plane, however there is indirect evidence that warrants serious consideration:

(a) The frequency (6210 kHz) was right for it being the plane. It was not a com­monly used frequency in that area.

(b) The Nauru operator reported good signal strength and was able to judge the tone or timbre of the speaker’s voice yet was unable to understand what the speaker was saying. He suggested the possibility of modulation problems. The operator who had checked the plane at Lae and the DF operator at Howland who was trying to take a radio bearing on the plane, both had noted similar symptoms and suggested possible modulation problems.

(c) The probability of there being more than one transmitter in the area exhibiting the same symptoms of over-modulation on the same frequencies at essentially the same time is very small.

It is this writer’s opinion that the signals intercepted by Nauru were in fact from the Earhart plane no longer in flight.

Capt. Laurance Safford, the father of Navy cryptology, who established the Naval cryptologic organization after World War I and headed it, for the most part, though Pearl Harbor. Safford's verdict on the Earhart disaster was that the fliers "were the victims of her over-confidence, an inadequate fuel supply, bad weather, poor planning . . . miserable radio communications and probable friction between the crew." Did Safford know more about the fliers' fates than he ever publicly admitted?

Capt. Laurance Safford, the father of Navy cryptology, who established the naval cryptologic organization after World War I and headed it, for the most part, though Pearl Harbor. Safford’s verdict on the Earhart disaster was that the fliers “were the victims of her over-confidence, an inadequate fuel supply, bad weather, poor planning . . . miserable radio communications and probable friction between the crew.” Did Safford know more about the fliers’ fates than he ever publicly admitted?

PAN AMERICAN AIRWAYS

Shortly after the Earhart plane became overdue at Howland, the Coast Guard requested PAA to use its communication and radio direction finding facilities in the Pacific areas to assist in the search for the plane and survivors. Instructions were immediately issued for the stations at Mokapu Point, Midway and Wake to monitor the plane’s frequencies as much as limited personnel would permit and be prepared to take radio bearings on any signals heard which might reasonably be believed to be coming from the plane. A special radio circuit was set up to permit intercommunication among the three stations.  Numerous weak signals were heard but nothing of interest until 0948 July 5, GMT time and date. The following is extracted from a report made by R.M. Hansen, the Radio Operator in Charge at the Wake Island station:

At 0948 a phone signal of good intensity and well modulated by a voice but wavering badly suddenly came on 3105 kc. While the carrier frequency of this signal did not appear to vary appreciably, its strength did vary in an unusually erratic manner and at 0950, the carrier strength fell off to QSA 2 (2 on a scale of 0 to 5) with the wavering more noticeable than ever.   At 0952, it went off completely.  At 1212 (GMT July 5) I opened the DF guard on 3105 kc. At 1223 a very unsteady voice modulated carrier was observed on 3105 kc approximately.  This transmission lasted until 1236 GMT. I was able to get an approximate bearing of 144 degrees. In spite of the extreme eccentricity of this signal during the entire length of the transmission, the splits were definite and pretty fair.

After I obtained the observed bearing, I advised Midway to listen for the signal (couldn’t raise Honolulu). He apparently did not hear it. This signal started in at a carrier strength of QSA5 (5 on a scale of 0 to 5) and at 1236, when the transmission stopped, it had gradually petered out to QSA2 during the intervals when it was audible. The characteristics of this signal were identical with those of the signal heard the previous night (0948 GMT) except that at DF the complete periods of no signal occurred during shorter intervals.  While no identification call letters were distinguished in either case, I was positive at that time that this was KHAQQ [Earhart’s plane]. At this date I am still of this opinion.

Midway heard a signal having the same characteristics, and almost certainly the same station, at 0638 GMT July 5.  A quick bearing of 201 degrees True was obtained, however the signal was not audible long enough to take a really good bearing and the 201 degree figure was labeled “approximate.”

Honolulu (Mokapu Point) also heard the “peculiar signal” on 3105 kHz several times. From 1523 to 1530 GMT July 4 an attempt was made to take a bearing on it, however due to weakness and shifting of the signal, only a rough bearing could be obtained. It was logged as 213 degrees, but it was implied that it was a doubtful bearing. Sometime between 0630 and 1225 GMT another bearing was attempted on the “peculiar signal.” The log describes it thus: “SIGNALS SO WEAK THAT IT WAS IMPOSSIBLE TO OBTAIN EVEN A FAIR CHECK. AVERAGE SEEMS TO BE AROUND 215 DEGREES — VERY DOUBTFUL BEARING .” It is obvious that the bearings from Honolulu were greatly inferior to those taken from Wake and Midway and are useful mainly as indications that the unknown station continued to function.

Not much attention was paid to these interceptions at the time because no one was aware that Earhart’s radio signals had been abnormal. Had it been known that she was having over­ modulation problems more attention probably would have been given  them  because the “Wavering” in the carrier strength is consistent with a varying degree of over-modulation rapidly increasing and decreasing carrier power.  The gradual drop of signal strength from QSA5 to QSA2 over a span of 13 minutes is consistent with the further discharge of an already partially discharged storage battery power supply. The peculiar signals on 3105 kHz heard by Wake, Midway and Honolulu may very well have come from the Earhart plane, and there is good reason to believe that the radio bearing taken on those signals by Wake was accurate within a degree or so. The one from Midway may have had a somewhat larger error.

(Editor’s note: A number of radio operators, including several in the continental United States, reported hearing signals that they believed originated from Earhart and Noonan, and some have already been presented on this blog. Please see  Earhart’s ‘post-loss’ messages’ Real or fantasy?  and Experts weigh in on Earhart’s ‘post-loss’ messages.)

FREDERICK J. NOONAN

There has been much speculation as to whether or not Fred Noonan could send and receive International Morse code. From personal observation the writer knows that as of late 1935 Noonan could send and receive plain language at slow speeds, around eight to 10 words per minute. Recent research by Noonan biographer Michael A. Lang has revealed that circa 1931 Noonan held a Second Class Commercial Radio Operator license issued by the Radio Division of the U.S. Department of Commerce. Second Class licenses of that vintage certify that the holder has been examined and passed the following elements:

(a) Knowledge of the general principles of electricity and of the theory of radio­ telegraphy and radiotelephony.

(b) Adjustment , operation and care of apparatus.

(c) Transmitting and sound reading at a speed of not less than sixteen words a minute Continental Morse in code groups and twenty words a minute in plain language.

(d) Use and care of storage battery or other auxiliary.

(e) Knowledge of international regulations and Acts of Congress to regulate radio communications.

Perhaps the last photo taken before the flyers’ July 2 takeoff from Lae, New Guinea. Mr. F.C. Jacobs of the New Guinea Gold Mining Company stands between Amelia and Fred. Note that Fred looks chipper and ready to go, not hung over from a night of drinking, as has been alleged.

Perhaps the last photo taken before the flyers’ July 2 takeoff from Lae, New Guinea. Mr. F.C. Jacobs of the New Guinea Gold Mining Company stands between Amelia Earhart and Fred Noonan. Note that Fred looks chipper and ready to go, not hung over from a night of drinking, as some have alleged.

Those writing about the Earhart disappearance have, in general, been very rough on Noonan because of his admitted problem with alcohol. In some cases much rougher than was justified by the facts. For example in one book it is related that the night before the departure from Lae for Howland, Noonan went on a binge and did not get to the airfield until just before the plane was due to take off, and even then was so intoxicated that he had to be helped aboard the plane. The implication being that he was largely responsible for the failure of the flight. The official report of Guinea Airways Ltd., at Lae, made in response to a request from the U.S. Government, paints quite a different picture. According to it the Lae wireless operator made attempts all throughout the day of June 30 to get time signals, requested by Earhart and Noonan, to permit Noonan to check his chronometer, but owing to local interference was unsuccessful that day.  That indicates that Noonan spent most of June 30 at the radio station.

At about this point, Earhart decided to take off for Howland Island at 9:30 a.m. on July 1, subject to obtaining the time signal.

At 6:35 a.m. July 1st Earhart took the plane up on a 30-minute test hop after which the tanks were topped off and she was ready to go, except that a time signal had not yet been obtained. This day the difficulty was at the radio station which transmitted the signals. Extraordinary steps were taken to get a time signal but when one had not been obtained by 10:50 a.m. Earhart decided to postpone her departure until the next day, July 2. During the rest of the day constant watch was kept for the reception of time signals and finally at around 10:20 p.m. an excellent signal was received by Noonan which showed his chronometer to be three seconds slow.  Noonan obviously had spent most of that day at the radio station.

On July 2 at 8:00 a.m. another time signal was received, this one from Saigon, and the chronometer checked the same as the previous night. Both Noonan and Earhart expressed their complete satisfaction and decided to leave at 10:00 a.m., which they did.

Only Noonan would have checked the chronometer, so the report seems to indicate clearly that Noonan was sober and in good shape at 8:00 a.m. and probably was that way when the plane took off.

CONCLUSIONS

From the standpoint of radio, Earhart’s decision to rely completely on radiotelephony, and her removal of the trailing antenna, showed poor judgment and introduced unnecessary and unjustifiable risks. However it cannot be denied that she got as far as Lae without trouble with what she had. It was her mistake in designating 7500 kHz as the homing frequency for Itasca that got her into deep trouble. Even that difficulty probably could have been overcome had she been able to communicate with Itasca and agree on a suitable homing frequency. Fate intervened, however, and something occurred in her receiving system which made it impos­sible for Earhart to hear any signals with her gear set up in the configuration she was accustomed to use for communications.

She did not understand the technical aspects of radio well enough to diagnose her problem and was not sufficiently familiar with the radio gear to know all the options available to her. She had been taught to shift the receiver to the loop antenna when she wanted to take a bearing, but probably no one had ever explained to her how the loop also could be used in carrying on communications. Had she been aware of that option and listened on the loop for Itasca‘s voice signals on 3105 kHz, no doubt she would have heard the ship and been able to establish two-way communications.

The probability is very high that the failure of the receiving system to receive signals when using the fixed antenna was due either to a defective feed line between the receiver unit and the “send/receive” relay in the transmitter, or a defect in that relay itself. The odds are about 95 to 5 that the relay was at fault. It is considered therefore that a failure of that relay was the one single thing most responsible for the failure of the Earhart flight.

If it is assumed that the “peculiar signals” intercepted by Nauru and the PAA stations at Wake and Midway were in fact from the Earhart plane then the following may be deduced from the radio signals:

(a) The landing was fairly successful. The plane did not nose over or break up, otherwise the radio could not have been used.

(b) The landing was not in the open sea. Had it been, enough salt water would have seeped in to enter the wiring and disable the radio transmitting gear in a relatively short time.

(c) Earhart survived the landing. She was heard by the Nauru operator long after the plane would have run out of gas.

(d) Noonan survived. A man’s voice was distinctly heard on the “peculiar signal” by Midway. It was unintelligible.

Almon Gray at Gray's Blue Harbor, Maine, home shortly before his death in September 1994. Gray, a Navy Reserve captain and Pan American Airways China Clipper flight officer, flew with Fred Noonan in the 1930s and was an important figure in the development of the Marshall Islands landing scenario. Bill Prymak, Amelia Earhart Society founder and president, called Gray's analysis of Earhart's radio problems "

Almon Gray at his Blue Harbor, Maine, home shortly before his death in September 1994. Gray, a Navy Reserve captain and Pan American Airways China Clipper flight officer, flew with Fred Noonan in the 1930s and was an important figure in the development of the Marshall Islands landing scenario. Bill Prymak, Amelia Earhart Society founder and president, called Gray’s analysis of Earhart’s radio problems during her last flight “one of the finest pieces of work ever presented on this subject.”

(e) Either Earhart or Noonan, or both, were alive and with the plane at least until 0948 July 5, 1937 GCT time and date. The “peculiar signals” were last heard then.

(f) The “peculiar signals” probably were coming from the eastern or southeastern part of the Marshall Islands. (End of Almon Gray’s “Amelia Earhart and Radio.”)

Bill Prymak’s note:  Capt. Gray, USNR (Ret.) received his Commercial Radio Operator License in 1930, and went with Pan American in 1935, when they started the trans-Pacific service. He became Flight Radio Officer on China Clipper type aircraft, and later was promoted to Assistant Superintendent of Communication in 1937.

The AMELIA EARHART SOCIETY finds the above radio analysis of the last flight to be one of the finest pieces of work ever presented on this subject.

Editor’s note: We should remember that in considering this analysis of Earhart’s final flight, Almon Gray took the position that the fliers were actually trying to reach Howland Island, and that all their actions were directed toward that goal.  If Amelia and Noonan were not trying to reach Howland, but were engaged in some sort of covert operation, which certainly cannot be ruled based on our limited knowledge of what transpired during those final hours, then many of Gray’s findings become largely irrelevant. 

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