The below document is likely a U.S. Navy intercept of a July 5, 1937 message sent by someone in the Japanese government in Tokyo with the code name”OIMATSU,” possibly someone in the Imperial Japanese Navy, to the Japanese Naval Attache, Washington, concerning the disappearance of Amelia Earhart. (Boldface and italic emphasis mine throughout.)
Researcher Tony Gochar, of Guam (see pages 263-264 Truth at Last), sent me this declassified dispatch in November 2020 ago after he received it from a source in Washington. Others may be aware of this message, but it was the first time I’ve seen it, and it appears to be significant, a document that Vincent V. Loomis, whose mid-’80s Tokyo research revealed Japan’s lies about its search for Earhart in the Marshall Islands, would have showcased in his 1985 book, Amelia Earhart: The Final Story.
Note that the date is just three days after Earhart, Fred Noonan and Electra NR 16020 went missing. Our copy isn’t easy to read, so here’s the message:
We are in receipt of intelligence reports to the effect that the U.S. Navy is launching a large scale search for the lost Miss Earhart. Since it is believed that she went down in the vicinity of the Marshall Islands area, the Government of the South Sea Islands has ordered all ships (lookouts?) and communication facilities to cooperate in the discovering of her. We (several words crossed out) have communicated our desires to assist in this search, through our Ambassador in Washington, to the U.S. Government.
This offer was made not only as an expression of good will, but for the purpose of preventing the United States’ merchant and fighting vessels which are searching for Miss Earhart, from coming too close to the Marshall Islands. (End message.)
Hand printed below the above is “*Chief of Bureau of Military Affairs, Navy Department.” When this message was declassified is unknown, as is Tony Gochar’s source.
“The document begins by saying they (IJN) ‘are in receipt of intelligence reports,’ ” Gochar wrote in a Nov. 9, 2020 email. “My opinion is that these intelligence reports are from Japanese radio intelligence and DF (Direction Finding) stations in the Pacific area. The second sentence seems crystal clear: ‘Since it is believed that she went down in the vicinity of the Marshall Islands area.’ How did they know this on July 5, 1937? Their intelligence reports would have provided this detail.”
Naysayers who reject the truth will find it extremely difficult to find an interpretation for this message that keeps the fliers and the Electra out of the Marshall Islands and Japanese captivity. Based on 84 years of government-media lies and denial, we know that this virtual smoking gun will never be acknowledged by any mainstream media organization — or any other kind, for that matter.
Few will hear about this, but that doesn’t stop us from continuing to speak the truth to those willing to hear and accept it.
Most observers of the true history of research into the disappearance of Amelia Earhart are familiar with the work of Vincent V. Loomis, the former U.S. Air Force C-47 pilot, who, with his wife, Georgette, made four investigative trips to the Marshall Islands in the late 1970s-early ’80s, finding and interviewing several extremely important witnesses, which led to the publication of his 1985 book, Amelia Earhart: The Final Story.
Loomis’ most important findings came in 1981, when he went to Tokyo seeking confirmation of statements contained in a 1949 CIA inter-office memorandum he found in National Air and Space Museum files. The G-2 intelligence document revealed the United States was extremely interested in the Earhart case, and in 1949 had asked Japan to provide any and all relevant information it possessed. The unstated purpose of the American government’s renewed interest in the case may have been to discredit Amy Otis Earhart’s July 1949 statement to the Los Angeles Times that she believed the Japanese were involved in Amelia’s demise. Attached to the memo were clippings of a July 25, 1949 United Press story, “Mother Tells Fate of Amelia Earhart,” reporting Mrs. Earhart’s statements to the Times, as well as an August 1949 story in Japan’s Nippon Times, “UP [United Press] Tracing of Story Famed Aviatrix Was Nabbed By Japanese Still Proving Futile.”
The following article was written by Bill Prymak but came largely from the pages of Amelia Earhart: The Final Story, It appeared in the July 1998 edition of the Amelia Earhart Society Newsletters. Following Prymak’s piece, I’ll have some additional comments.
JAPANESE CAUGHT RED-HANDED IN A LIE?
By Bill Prymak
Was or was not the KAMOI at Jaluit during the period July 2, 1937? In a memo to James Golden dated 14 October 1976, Fred Goerner referred to documents that fuel the fire: “Interesting point: The comments of the Japanese officers in 1949 are the exact opposite of the same officers in 1971. In the enclosed documents, the officers maintained the KAMOI searched for AE in 1937.
In an article in U.S. Naval Institute Proceedings in 1971, the same officers maintained that the KAMOI had nothing to do with the search in 1937; indeed, they claimed the KAMOI was in Japan at the time of AE’s disappearance.” (Preceding boldface emphasis Prymak’s, remaining boldface emphasis mine throughout.)
Were the Japanese lying the first time, in 1949, or were they covering up on 1971? You decide from the following:
Vincent Loomis, author of Amelia Earhart: The Final Story, describes how during a visit to Japan in 1981, he found a G-2 document on Amelia Earhart, dated Aug. 4, 1949:
“After the war, U.S. Intelligence (G-2) was ordered to investigate the Earhart disappearance from the Japanese side,” Vincent V. Loomis wrote in his introduction to the above document, which he labeled “Central Intelligence G-2 Memorandum — 1949.”
“The resulting report, reproduced here for the first time, is remarkable in that the Japanese managed to convince G-2 they had searched the Marshalls quite thoroughly when in fact they had not. The 12th Squadron and the Kamoi were listed as having searched the area when, as found in their logs, they were in port in Japan. The Koshu was also listed as part of the search, but as having found nothing.
“The Japanese lied quite convincingly both in 1937 and in 1949, but their statements could not be proven as such until the ships’ movements were determined through research in Japan in 1981.”
Far from being uninterested in her loss, the U.S. government had pressed the Japanese for as much information as they could obtain. American intelligence agents were unable to find any Japanese Navy records pertaining to Earhart, but interviews were carried out with Japanese personnel who had supposedly searched for the Electra after it was lost on the way to Howland.
According to the document, the Japanese Navy’s 12th Squadron, assigned to the Marshalls in 1937, was instructed by Tokyo, after a request from the U.S. government, to send the Kamoi, a seaplane tender, and several large flying boats, using the sea to the south of Jaluit as a central search point. Later the survey ship Koshu was ordered into the area. Both ships were listed in Japanese news releases of the day as primary search vessels. The Japanese testified that the Kamoi led the rescue effort, but no traces of Earhart were found. The investigation was closed.
. . . Once settled into a marvelous hotel (nothing like my wooden barracks of 1945), I was interviewed by the Asahi Shimbun newspaper about my quest for Amelia Earhart. Other journalists and a television station heard of my efforts, and before long I had a number of allies among these newspeople. One reporter told me that he had tried to interview Japanese veterans who had served during the period of Earhart’s loss, but there was a loud silence on the subject. The new generation of Japanese wanted to know the truth, many actively searching out contacts on my behalf.
The next day my Japanese interpreter, Ty Yoneyama, and I started to dig into the history of the Kamoi and the Koshu. We found a recent book on naval ships by a Japanese civilian publisher, which listed the Kamoi docked in Japan by July 10, 1937. Because Earhart had gone down on July 2, we suspected the Kamoi could not have taken part in the search as reported to American intelligence in 1949. The Koshu was listed as a coal-burning ship of over 2000 tons, assigned to the Marshalls in July 1937. My first thought was of Tomaki [Mayazo] loading coal aboard the ship he described to me. Had it been the Koshu?
Jyuichi Hirabayashi, a veteran who had served aboard the Kamoi from early 1936 through July 10, 1937, had responded to the ad we placed in several Japanese newspapers asking for Kamoi personnel. After my arrival in Japan, we called him and he came to meet us with the ship’s log entries, numerous papers and an extensive collection of photos from his tour. We quickly got down to business.
Hirabayashi confirmed that the Kamoi, contrary to the U.S. intelligence report, was nowhere near the Marshalls when the Electra went down. The day Amelia was lost, the ship was docked in Saipan, leaving on July 4 for Ise Bay, Japan, where it docked on July 10. All of this was shown to us from the Kamoi’s official records.
Clearly the Japanese had lied to the United States in 1949. What were they trying to hide, and why had they gone to so much trouble to make the Kamoi appear as if it were on a search mission?
Hirabayashi then described the two types of seaplanes operated from the ship. Both were craned onto the water and retrieved with canvas slings, a method that was short-lived in favor of lift points on the aircraft. Bilimon Amaron had recalled seeing canvas slings around the silver aircraft on the fantail of the ship he boarded at Jaluit. Though he was more intent on treating the wounded white man with blue eyes, Bilimon had not missed this important detail. The Electra would have been recovered in the same way the Japanese picked up their seaplanes.
The names of the four ships in the Japanese Navy’s 12th Squadron were provided by Hirabayashi – Kinoshima for mine-laying, Kamoi for seaplanes, Yunagi and Asanagi, which were light cruisers. Not only was the Kamoi not involved in the search, but the entire 12th Squadron, which was supposed to combing the seas south of Jaluit, was actually docked in the home islands. The Koshu had not been a part of the squadron.
On July 2, 1937, the Koshu was anchored at Ponape, where it received orders to proceed to the Marshall Islands and “search” for Amelia Earhart. By July 9, it was on its way, while the Kamoi and the remaining 12th Squadron boats steamed for Japan.
Only the Koshu, capable of retrieving small floatplanes, took part in what the Japanese promised was a search, but its log entries revealed no search effort. With a specific mission to perform, it went straight to Jaluit and anchored there on July 13. While loading coal, Tomaki had been told by the ship’s crew that the ship had arrived seven to ten days after the aircraft came down. Though July 13 was eleven days after the crash, the time frame was very close. The Koshu left for several days, and then returned to Jaluit. At this point Bilimon Amaron would have boarded the vessel to treat Noonan. After Bilimon and his commander left the ship, it sailed for Truk and Saipan on July 19, the date the Japanese government officially gave up its search for Earhart. Hirabayashi remembered the Kamoi having two ship’s doctors, while the Koshu had none. It was quite clear why Bilimon and his superior had been called aboard to treat Noonan.
Thus the words of Vincent Loomis. If the KAMOI and the rest of the 12th Squadron were [sic] in Marshallese waters, the cover-up by the Japanese suddenly becomes enormous, involving the forging of many Japanese Naval vessels’ official logs.
To strengthen the presence of KAMOI and the 12th Squadron in the Marshallese waters we have interviews by witnesses seeing this fleet described by Fred Goerner, Buddy Brennan, Captain [Alfred] Parker (who was in Jaluit in 1937), and other serious researchers. Joe Gervais and I, during our trek to Jaluit in 1997, found two elderly ladies who had been on Jaluit in 1937, and they emphatically insisted that it was the KAMOI that brought the American lady pilot to Jaluit. Mr. Hatfield, in our 1991 interview at Jaluit, also insisted that (principally thru Mr. Lee, who had just died) it was the KAMOI!
WHO SHOULD WE BELIEVE? (End of Prymak article.)
Those paying attention to the foregoing could be forgiven for questioning Prymak’s intent after reading his closing paragraph, in which he inexplicably seems to argue for the presence of Kamoi and the 12th Squadron in the Marshalls after Loomis had all but proven that scenario was well-nigh impossible.
There’s nothing in Buddy Brennan’s Witness to the Execution that qualifies for Prymak’s endorsement of witnesses that “strengthen the presence of KAMOI and the 12th Squadron in the Marshallese waters,” as he wrote in his close.
We know about Captain Alfred Parker, English-speaking skipper of the Swedish Motorship Fijian, bound from San Francisco to New Guinea and other south sea ports in March 1937, from a 1993 letter from Fred Goerner to J. Gordon Vaeth. “The FIJIAN exploded on March 25, 1937 near the Marshall Islands,” Goerner wrote [caps emphasis in original]. “It burned and sank after the explosion, but Parker and his crew members were rescued by the Japanese ship SJIKO MARU and taken to Jaluit in the Marshalls. Parker and his crew were kept at Jaluit for 28 days, and were finally put aboard the Japanese ship KASAGI MARU and shipped to Yokohama, Japan, with stops at Kasai, Ponape, Truk and Saipan. . . . Parker testified to U.S. authorities that the Japanese seaplane carrier KAMOI had arrived at Jaluit mid-April, 1937, with three supporting destroyers. The ships commenced bombing exercises, and one of the Kamoi’s planes crashed, and the two occupants were killed.” The dates Parker reported for the Kamoi‘s presence in the Marshalls do not establish her in the search area during July 1937. For more, see Truth at Last, pages 172-173.
The witnesses Prymak himself interviewed on 1991 and 1997 trips to the Marshalls “two elderly ladies” and Mr. Hatfield, are really all he has, which, frankly, are not much when compared to the other side of the discussion. Their accounts are sketchy at best. See “Conclusion of Bill Prymak’s “The Jaluit Report,” posted Nov. 2, 2019 and “Bill Prymak’s ’97 Marshalls witnesses, Conclusion” of Feb. 28, 2020 for details. What else can explain why Prymak would take the other side of the discussion, which hardly qualifies as an “argument” at all. It’s quite possible that Prymak was just playing devil’s advocate, taking the other side in the Koshu debate, simply for the sake of argument. If I’m wrong about that, someone will surely let me know.
A few years after Loomis’ revelations, Japanese journalist Fukiko Aoki confirmed the Koshu’s movements in July 1937, though the agenda-driven Aoki would concede nothing else. “Looking at the navigation logs of the Koshu,” she wrote, “it is clear that on the 13th [of July] she entered port at Jaluit and 6 days later, on the 19th turned back toward Truk and Saipan. Looking at all of this, even though the special assignment ship Koshu took part in the search, there is absolutely no evidence that she rescued the American woman pilot.”
Vincent V. Loomis passed away in June 1996 at 75.
Today we conclude our two-part look at Bill Prymak’s 1997 investigative foray to the Marshall Islands, as seen in the May 1997 issue of his Amelia Earhart Society Newsletters. (Boldface and italic emphases are both Prymak’s and mine; capitalization emphasis is Prymak’s.)
We begin with an interview with Teresa Amaron, the little-known daughter of the best known of all the Marshalls witnesses, Bilimon Amaron. Amelia Earhart Lives author Joe Klaas does the honors.
“INTERVIEWING THE NATIVE WITNESSES”
by Bill Prymak (Continued)
interviewed by Joe Klaas
In 1937, Bilimon Amaron was a 17-year-old medical assistant for the Japanese Navy, and treated injuries of Amelia Earhart and Fred Noonan at the Japanese seaplane base on Jaluit Atoll. His University of Hawaii graduate daughter, Teresa Amaron, stated this on the last day of the AES expedition, Jan. 29 to Feb. 10, 1997.
“He told me the same thing he told Joe Gervais and Bill Prymak in 1991,” confirmed Ms. Amaron, Judicial Clerk in the Marshall Islands Federal Courthouse. “Many people knew it at the time. A tall, thin woman flying around the world, and her co-pilot or something like that, crashed at Mili Atoll. They were brought to Jaluit on a Japanese ship. My father was taken to the ship to treat their minor injuries. They were brought to him in custody by two Japanese guards. He saw their broken airplane on the back of the ship. Nobody knew at the time who they were, but they obviously were Amelia Earhart and her navigator. Later that night, the ship left with them in custody.”
Bilimon Amaron’s brother at Jabor and other survivors of his generation, verified the story, adding to the long list of more than 60 eyewitnesses quoted by name in AMELIA EARHART LIVES and since, who saw Amelia Earhart alive and at Mili Atoll, Jaluit and Saipan. Not one eyewitness has ever reported seeing her or her Lockheed 10E Electra anywhere near the Phoenix Islands southeast of Howland Island where my 1970 book mistakenly speculated she might have landed. I was wrong, and so is anyone else under that illusion.
Those who said Amelia Earhart went down in the Marshalls include Bill Van Dusen; her mother, Amy Otis Earhart; Adm. Chester W. Nimitz; Adm. Richard B. Black; Cmdr. Paul W. Bridwell; Fred Goerner; Oliver Knaggs; Vincent V. Loomis; Queen Bosket Diklan, of Mili Atoll; Lt. Col. Joseph C. Wright; Randall Brink; Robert H. Myers; Capt. George Carrington; Jim Donahue; Lockheed Historian Roy Blay; John and Dwight Heine, who saw her at Jaluit [Editor’s note: No evidence for this claim that I’m aware of]; Marshallese President Kabua Kabua; Oscar DeBrum; and more.
In addition, 60 people have related that they saw her in 1937 at Saipan. [Editor’s note: Technically speaking, we do not have anywhere near 60 eyewitnesses from 1937 Saipan on record, though it’s possible that many or more could have seen her at or near the Kobayashi Royakan Hotel while she was kept there. An unknown number of eyewitnesses feared Japanese reprisals, even long after the war.]
And last is the tale of two delightful elderly women weaving floor mats while sitting on the grass in the shade of a shack on JABOR. Joe Gervais and I had just come from the home of a native too feeble to tell us of the happenings in 1937. We were told, “this man knew.” “Knew what? was never tested. His eyes told us he had a story to tell, but the voice, and the body, just couldn’t make it.
As we passed these two pleasant, older women, my eyes fixed upon the feet of one of the ladies. Her toes were anchoring three palm fibers leading up to her nimble fingers as she created a masterpiece of weaving; but it was her story that captured our attention. Both women were well into their seventies, and had been on JALUIT before the war. They aptly described Bilimon and how he treated two “American pilot spies” several years before the war. But what made this interview so memorable was that even though no Japanese ships were discussed, one of the gals looked me in the eye (the older natives rarely do that!) and stated, “It was not the Koshu . . . IT WAS KAMOI.” KAMOI, she kept repeating, and I just thought it was extraordinary for an old Marshallese woman to remember the name of an obscure Japanese boat unless its presence connected with a very special event in her life many years ago. Very strange.
“THE CREDIBILITY OF THE WITNESSES”
How credible are these witnesses interviewed during our latest trip to Jaluit? To discredit these people, you’d have to brand them as liars, embellishers, storytellers, fabricators, or worse. The Marshallese are kind, simple, loving people that really don’t have it in their makeup to lie to their (1) priests, (2) schoolteachers, (3) local government officials or (4) the interpreters who translate their experiences to visiting researchers.
I can’t imagine BILIMON AMARON, in failing health and dying, lying to his brother and daughter about his experience that he began telling to Matson Shipping Lines officials in the late 1940s . . . a story he had never wavered on thru all the years.
Why are Chamorro natives of Saipan, a thousand miles distant, describing the same wounds to an American man accompanying an American lady pilot, who were seen on Saipan in 1937, the same wounds as described by Bilimon Amaron? Why did Cmdr. Paul W. Bridwell, USN, in charge of Saipan during the 1960s, state that Earhart & Noonan went down in the Marshalls and were brought to Saipan? Why does every serious researcher — GERVAIS, KLAAS, GOERNER, LOOMIS, BRENNAN, KNAGGS, totally believe in the natives’ experiences, while the armchair critics who never set foot on these islands continue to [attempt to] debunk these witnesses? Why does the U.S. government repudiate their statements?
Yes, statements do vary, and witnesses sometimes contradict other witnesses. But considering the deleterious and noxious effect 60 years has on one’s memory, variations will manifest themselves. For example, the half-dozen or so witnesses interviewed on Jaluit have stated:
Lady pilot went down between Jaluit and Mili;
Lady pilot went down between the Gilberts and Mili;
Lady pilot went down between Ebon and Mili;
Lady pilot went down between Arno and Mili.
But everybody states that BILIMON AMARON was called out to treat Noonan’s wounds. And the locus of all touchdown areas is MILI. All witness experiences are told to researchers from memory; there is no written word, no photograph.
Why the ceaseless and incessant denial by the U.S. Government? Why all the official secrecy about the Earhart Flight? Let me put forth one possible rationalization: Suppose that the Navy had been monitoring the Japanese communications and ship movements in the Pacific sufficiently to have learned, or at least to have gotten a pretty good idea, that the Japanese had abducted Earhart and Noonan. What could they have done?
They could not have taken action short of a military intervention to recover the flyers, and they could not have announced the fact (even if they were certain of it) without revealing the extent of their coverage of Japanese communications and operations, and therefore, their source of knowledge. It would also have raised an enormous storm of protest and indignation, as well as being a national humiliation that we could ill afford, if we did not take bold action to recover the flyers. It could also be that we were pretty sure, but not sure enough to raise an international incident about it.
This would explain all the secrecy, the strident insistence that the messages received from the plane were all hoaxes, and the equally strident insistence that the plane had fallen into the sea. It would explain the tampering with the ITASCA log to read “one-half hour of fuel left,” the male/chauvinistic references to Earhart sounding “hysterical,” etc. Since no such policy could have been decided without White House consultation, it would even explain the White House interest in the situation. (End of Bill Prymak’s 1997 “Interviewing the Native Witnesses.”)
“Interviewing the Native Witnesses” is not all Prymak produced in the wake of his 1997 trip to the Marshall Islands. Already seen on this blog is “An interview with Marshalls icon Robert Reimers: ‘Everyone knew’ of AE’s landing, tycoon said”; yet to be published here is a photo essay devoted to the “The Great Naval Seaplane Base at Emidj,” which we’ll get to at some point.
Today we present the Conclusion of 1981 World Flight pilot Capt. Calvin Pitts’ “Amelia Earhart: DISAPPEARING FOOTPRINTS IN THE SKY.”
When we left Part IV, Calvin speculated that Amelia, finding the Electra in the anomalous Area 13, had decided to head toward the Marshall Islands rather than risk a landing at Howland. At 8:43 a.m. Howland time, Amelia told the Itasca, “We’re on the line 157-337 . . . Will repeat this message.” Turning to Fred Noonan, she might have said, “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.”
Conclusion of “Amelia Earhart: DISAPPEARING FOOTPRINTS IN THE SKY”
By Calvin Pitts
In analyzing Amelia Earhart’s final flight, we can definitively say we don’t know the answers to several key questions. But by comparison with the conclusions of others, I believe we can say we that WE DO KNOW:
(1) The Electra did not go down at sea.
(2) They did not go to the uninhabited Phoenix Islands such as Baker, Gardner (Nikumaroro), Canton, McKean, etc., where they would have been completely cut off from other human beings who could have helped them.
(3) The Gilberts had thousands of friendly people who could have helped, although the Electra probably would have been sacrificed in that case, since there were no runways, with this option supporting the logic of No. 2 above.
(4) They did not turn back to the Gilberts, deciding not to follow the contingency plan so carefully laid out with Gene Vidal, a matter written about often.
(5) They did not land at Howland.
(6) The Electra was never seen by personnel on the Itasca or on Howland.
(7) The Electra never made an approach to Howland’s runway.
(8) There must have been a reason the all-important trailing antenna was removed.
(9) Fred Noonan had a 2nd class radio license, which required knowledge of Morse code, a knowledge he demonstrated with Alan Vagg between Australia and Lae.
(10) There must have been a reason Amelia was so casual with her radio calls.
(11) Noonan was not drunk the night before the final takeoff from Lae.
(12) Amelia was radio-savvy at first, maintaining two-way conversations with Harry Balfour at Lae until her position report at 0718z / 5:18 p.m. local time over Nukumanu Atoll.
(13) Amelia had no two-way conversations with the Ontario nor the Itasca at Howland.
(14) Although Amelia requested only voice-talk, Itasca’s radioman William Galten keyed 50 Morse code transmissions by himself, plus those sent by other Itasca radioman, indicating that they had not been so informed.
(15) Neither Nauru nor Tarawa Radio, important mid-range stations, had been informed.
(16) The mid-range ocean station, the Ontario, had not been properly informed.
(17) With government involvement in everything else, the key radio players, both Navy and ground, were ill-informed on the very last half of the Howland leg.
(18) The Howland runway log, which was hidden for years, now reveals that the men who constructed the runways did not consider the longest 4,000-foot, north-south runway to be safe due to soft-spots, massive numbers of birds and daily crosswinds of 20 mph.
(19) By the same token, the east-west runway for wind was only 2,400-feet long, too short. The width of the entire island was only one-half mile, with sloping beaches.
(20) With 30 days of pressure, problems and decisions, the Electra crew was exhausted with extreme fatigue by the time they took on their most dangerous assignment.
(21) The Electra came back to earth near Barre Island on Mili Atoll.
(22) The Electra pair were taken by the Japanese to their Marshalls headquarters at Jaluit.
(23) Amelia and Fred were flown to Saipan, where they were imprisoned.
(24) While under Japanese imprisonment, the Electra crew lost their lives.
(25) Via Tokyo, the Japanese lied to the U.S. government throughout the early days of the search about the movements of the Kamoi and the results of their search.
(26) In 1937, the Unites States, having broken the naval and diplomatic codes of Japan, could listen to radio conversations between Japanese naval vessels in the Pacific, and Saipan, the Marshalls and Tokyo.
(27) Three of the most senior U.S. military leaders of World War II in the South Pacific, Gen. Alexander A. Vandegrift, Gen. Graves Erskine and Adm. Chester W. Nimitz, independently knew about the presence of the Electra and the fliers on Saipan, and each informed Fred Goerner or his close professional associates of their knowledge.
(28) By extension and by all available evidence and common-sense deduction, the top U.S. political leader — President Franklin D. Roosevelt — also knew that the Japanese had custody of the fliers at a very early date.
(29) Some evidence suggests that documents revealing the facts in the disappearance of Amelia and Fred are filed in a “World War II” file, even though the disappearance occurred four years BEFORE the war.
(30) To this day, the Earhart documents are labeled “Top Secret” (although the U.S. government denies any such files remain classified, or that they even exist) for a civilian who just wanted to finish off her career with a world flight “just for the fun of it.” What is this overkill attempting to hide, and if there’s “nothing to hide,” then why do the establishment and its media toadies continue their blanket denials of a truth that’s hiding in plain sight?
If these 30 factual bits of evidence, and much more, are not sobering enough, there are more, under the heading of “Human Factors,” keeping in mind that this list, while exhausting, is not exhaustive.
WE ALSO KNOW:
Other things that we likely know include:
(1) Amelia’s primary and foundational motivation was her own self-interest in adding to the aviation record she had worked so hard to establish. She loved daring and adventure, and other things about a world flight that fit her dreams and desires included:
(a) her intense personal interests.
(b) her desire for an adventure not yet experienced. She had done what Lindbergh did, in her 1932 Atlantic solo flight, showing that a woman can do what a man can do, something extremely important to her. But she had never done what her close friend, Wiley Post, had done twice. One of Amelia’s passions was to demonstrate to the next generation of girls that the world is open to them, but they must reach for it. Don’t downplay the power of this motivation. She wanted to be a role model while adding to her records. She wanted both fame and immortality, to be an example as a leader of women for generations of girls to follow.
(c) by labeling her plane “A Flying Lab,” she added a scientific motif, like Wiley Post, for her activities. If, in the course of her flying, she could test things like a new direction finder etc., that would add credibility and justification for all the money she and others were investing in the world flight.
(d) Amelia’s big heart, especially toward girls just starting out, that always reached out to see how she could help, first as a social worker, a nurse, as a teacher and finally as a role-model. She never stopped promoting her own interests, but not at the expense of failing to help girls who wanted to follow her example. For the 1930s, she was a great role model, not as a fake, pretend movie star, but as a truly outstanding performer in her own real adventures.
(2) Amelia had had many setbacks in her aviation career. She crashed a plane while in the process of taking flying lessons. She had more than one engine fire. Although she did well, she did not win the Powder Puff Derby. Third place is never good enough for a first-class person. She had more than one crack-up. But with determination, she not only survived, she prevailed, proving that determined women are equal to men.
In spite of setbacks, she had great confidence. As a professional pilot and former instructor, I often spotted a potentially dangerous quality in student-pilots, not confidence, but overconfidence, confidence that exceeded their ability at the time. With wrong circumstances, it is a dangerous quality. Respecting one’s own self-acknowledged limitations is the heart of safety.
(3) Amelia’s radio behavior on the world flight was uncharacteristically strange. Who can understand or explain it? It bordered on unprofessional, unless there was a bigger player and a bigger reason that influenced the entire operation. In preparation for Flight No. 2 in Oakland and Miami, several of the Pan Am workers revealed some not-so-pretty things about Amelia’s rudeness and temper. Pan Am’s offer for radio support and flight following was uncharacteristically refused, at no cost to her — why? That borders on irrational, unless something else was afoot.
In my opinion, a woman, fighting a man’s world, finds it more difficult than does a man. I can spot several things in Amelia’s world flight that illustrate over-confidence and negligence in accepting one’s own limitations. That was a demon flying with her that she did not need. Her interactions with Paul Mantz are a great illustration of this. He saw several things that he didn’t think were good, and tried to change them, but she found it hard to listen.
Next, we must ask, WHAT DO WE NOT KNOW?
From what we do know, we evaluate the things we do not know. Because of the unselfish work of others, we are satisfied that we know the essence of what did happen. From the words of the three flag officers, they tell us that the Electra and its crew were on Saipan.
For us, the end of the story is solid. For reasonable people, this answers the central essence of the WHAT of the story. But the WHY remains unanswered.
Were the Marshalls the ORIGINAL destination of the fliers?
That strictly depends on the meaning of the word ORIGINAL. If you identify the origin as that point just following 2013z / 8:43 a.m., where we came to see “Intent,” then YES. From that point, Amelia intended to fly to the Marshalls.
If, however, you mean something else, then several scenarios arise.
(1). Original destination No. 1? Did Amelia intend to go to the Marshalls when she began Flight No. 1 going west toward Hawaii? No. That’s too much of a stretch.
(2). Original destination No. 2? Was that her intent when she left on Flight No. 2, flying the opposite direction? Here it gets complicated. Did those military men who had a private meeting with her while the Electra was being repaired, suggest a plan that included the Marshalls? I don’t think we will ever know how much the government spoiled Amelia’s innocent preparations with secret plans. Whatever they injected was poison from the beginning, no matter if it was as benign, as is one of my scenarios.
What “military men,” one asks?
“They would now fly from west to east instead of east to west. The reason given was because the prevailing winds would be more favorable, but Margot DeCarie, Earhart’s secretary would later declare that her boss had long secret meetings with military authorities [Bernard Baruch, a close adviser to FDR, and Maj. Gen. Oscar Westover, chief of the Army Air Corps] during the rebuilding period [at March Field, in Riverside County, Calif.].” (Paul Rafford Jr., Amelia Earhart’s Radio. p. 27.)
In 1966, DeCarie told the San Fernando Valley Times that she believed these meetings concerned plans for a secret mission “to get lost on the theory that the Japanese would allow a peace mission to search for her. Then the United States could see if the Japanese were fortifying the (Marshall) Islands in violation of mutual agreements.” (Col. Rollin C. Reineck, Amelia Earhart Survived, p. 26.)
(3). Original destination No. 3? Did the U.S. government suggest something in Miami while the Electra was being fitted with new radios and having their lifeline, the trailing antenna, removed? Some very suspicious things happened there, giving rise to some strange actions and reactions on Amelia’s part.
Currently, with the limited knowledge we have, my “original destination” begins in what I call Area 13 during the time shortly after 2013z / 8:43 a.m. Howland time.
But I can also suggest several scenarios which could easily push that “origin” back much further than Area 13, 2013z / 8:43 am. (Five are listed at the end of this posting.)
And if that were case, you need to explain precisely why they would want to head for Jaluit as an original destination, and not Howland. For me, Jaluit as an “original destination” began at about 2013z / 8:43 am on July 2, 1937, unless the government involvement started in Oakland or Miami. That is possible, but if that happened, then the Marshalls may have been a “faint,” or a ruse.
The military involvement versus the lesser government insertion, is a stretch, but believable with the information we have. At this point, Amelia appears to still be a “peace-loving,” war-hating citizen like Lindbergh and his Isolationists. Whatever sinister part she was contemplating still seems, at this point, to be somewhat innocent, as “My Earhart Scenario” lays out. It is still difficult to see her as a “heavy hitter” connected with a military plot, although the later condemning words of Secretary of the Treasury Henry Morgenthau Jr. seem very convincing.
“The obvious answer would be to see what the Japs were doing,” Mike Campbell wrote in a recent email, “but why would anyone think that the Japs would stand by for this and allow the U.S. Navy to search for them and pick them up once found? This would have been an idiot’s game plan, and I just don’t buy it.”
Neither do I. Not only would the Japs not stand for it, neither would U.S. military leaders at that point in the pending conflict. Amelia had no training in aerial reconnaissance. The military could not have been that short-sighted. Nor had Amelia received any training whatsoever in “spying.” That is the hardest designation for me to accept. I think it was much more benign and innocent than that, which is the theme of “My Earhart Scenario.”
“Other possible scenarios involve approaching Mili from the west and north on the way to Howland,” Campbell added, “after overflying Truk to get snapshots of the Japs’ work there. They could have run out of fuel on the way to Howland and been forced down at Mili.”
This seems much too sinister for the Amelia of 1936, as well as 1937. A “little favor,” perhaps, but not Truk or Jaluit reconnaissance. Yet, we keep hearing the theme of Morgenthau and FDR saying, in effect, If the public knew, it would be so bad that it would totally ruin Amelia’s reputation.
Morgenthau’s actual words in the transcribed phone conversation were: “It’s just going to smear the whole reputation of Amelia Earhart . . . If we ever release the report of the Itasca on Amelia Earhart, any reputation she’s got is gone . . . I know what the Navy did, I know what the Itasca did, and I know how Amelia Earhart absolutely disregarded all orders, and if we ever release this thing, goodbye Amelia Earhart’s reputation.”
I also tend to the belief that it’s most probable that the decision was made to head for Jaluit at some point, but am not at all certain about this. Other possibilities do exist, that’s why the how and the why of their Mili landing is the true mystery in the Amelia story.
Japanese headquarters, Jaluit, Marshall Islands, was probably their intended destination because of its strong radio signals. Capt. Almon Gray of Pan Am, who flew with Noonan, said: “Fred often listened to Jaluit on his Pan Am flights, taking bearings on them.” This general territory was not new to Pan Am navigators.
However, Mili probably came into the picture unexpectedly. After more than 24 hours of flying, when Amelia saw Mili Atoll en route to Jaluit 150 miles away, she had to know she was down to mere drops in the fuel tanks. One engine may have started sputtering, signaling imminent fuel exhaustion. Both engines would seldom run out of fuel at the exact same time. Hence, it’s “make a controlled landing now, or a gliding landing into the water later with only minimum control.” This would account for landing at Mili, short of Jaluit.
Regarding the matter of “decision,” after studying on Google Earth the difference in an “intended” heading for the mid-Gilberts, bringing them accidentally to the Marshalls, is pure fantasy to me. You cannot move me from my belief that, for whatever reason, there was absolute INTENT in picking up a heading for the Marshalls. The strong Japanese radio signal fits into that scenario, whether that decision was the government’s or not. Those were signals Noonan knew well from his Pan Am days. There was the intention of going there. They did not accidentally wake up and say, “Oh, how did we get to the Marshall Islands?”
Once I was convinced that Amelia intended to go to the Marshalls, the next question was: To what destination? Jaluit was the most logical, since it was the source of the radio signals, plural, because there were 11 reported radio stations there. Jaluit, in my opinion, was where Amelia thought she could get fuel and help.
As for Mili being the spot where they actually landed/crashed, that was probably a glitch in the plan. The Mili landing was forced on them, as I view it, due to fuel starvation. Ironically, during the period of the world flights, few of Amelia’s expectations seemed to play out precisely as she intended, including Honolulu, Oakland, Miami, Africa, Australia, Lae, Nukumanu, Howland and now Jaluit.
In fact, the original change in direction from Flight No. 1 was probably not her idea in the beginning, but was the result of the “military men” who met with her at March Field.
In Amelia Earhart’s Radio (p. 25), Paul Rafford Jr. wrote that Mark Walker, a Naval Reserve Officer, “heard something different from Earhart. I heard about Mark from his cousin, Bob Greenwood, a Naval Intelligence Officer. Bob wrote to me about Mark and what he had heard. Mark Walker was a Pan Am copilot flying out of Oakland. He pointed out to Earhart the dangers of the world flight, when the Electra was so minimally equipped to take on the task. Mark claimed Earhart stated: ‘This flight isn’t my idea, someone high up in the government asked me to do it.’”
For what it’s worth, from one who has lived this story for countless hours, we take it as being worth a lot. Where we part company with the “spy theorists” is the degree of cooperation. It seems much more innocent and benign than a spy novel. She was asked, in one researcher’s opinion, to do a small favor “since you’re going to be there anyway.”
Probably, it was not that she wanted the government involved in her plan, other than helping with details such as clearances, landing sites, fuel, radio help, etc. It seems the government might have hijacked her personal adventure by offering help-with-a-price tag.
As I’ve said many times, the more I learn, the less I know. But what did Adm. Chester W. Nimitz mean when he told Fred Goerner through Cmdr. John Pillsbury, “You are on to something that will stagger your imagination”? I confess, this is strange language, and its meaning remains obscure. We simply do not know!
As for Goerner’s original theory of an Earhart overflight of Truk Island on July 2, as much as we deeply respect all the time and work he put into to this, and the doors he opened for everyone after him, it cheapens his otherwise stellar work by taking this seriously. Overfly Truk Island? This leaves me outside on the fringes, saying, “I just can’t believe it.”
Not for a moment should we sell Amelia short. She did what most men could never do, or at least have never done, nor even tried. It took determination, stamina, passion, foresight, commitment, confidence and character. She was the best — flawed, yes, (join the human race), but the best.
And she gave it her best. For that, she is to be applauded and respected for bringing to the surface of reality the achievements of a woman who will always be remembered as a record-holder, a role model and a regal angel who was at home in the air, leaving footprints in the sky.
Amelia, even with those things we don’t know nor understand, we salute you!
Afterword: As mentioned in these postings, there were several unsolicited government intrusions into the innocuous personal plans for a final adventure by a civilian, resulting in the following threads and snippets:
(a) “This was not my idea; someone high up in the government asked me to do it.”
(b) Military men met with her privately, removing George Putnam, Amelia’s husband, and Margot DeCarie, her personal secretary, from the room.
(c) Amelia’s strange flight behavior suggested pre-determined decisions.
(d) Her close friendship with Eleanor Roosevelt, with personal interest and involvement by FDR in helping with funding and providing permission for the State Department to help with planning fuel stops. “Do what we can, and contact . . .” was written by his hand on Amelia’s Nov. 10, 1936 personal letter to him.
This raises the prospect of some differing but believable scenarios including:
(1). an original intent to land, unable to find Howland, rejecting the Gilberts contingency plan, followed by the personal decision to proceed to the Marshalls for fuel;
(2). an original intent to land, but then a last-minute decision to change, based upon comparisons with the takeoff from which raised the specter of the limitations for a safe takeoff from Howland, with a pre-planned decision to proceed to the Marshalls;
(3). original instructions not to land at Howland with a “faint” attempt to create a ruse, followed by instructions to proceed to the Marshalls;
(4). original instructions to actually land at Howland, then a “pretend” emergency after takeoff, followed by instructions to proceed to the Marshalls;
(5). or “disappear over the Gilberts” by landing on a beach, a “small favor” of staying hidden for two weeks to allow the Navy to search the waters without suspicion while actually obtaining maritime information and updated coordinates for islands, including sightings and soundings and military reconnaissance, to be useful for planes and ships if war breaks out, then “find and rescue” the Electra crew, saving their lives for future purposes.
(6) OR . . . That’s the subject of “MY EARHART SCENARIO.”
THIS IS AN ADVENTURE WHICH WILL NOT DIE UNTIL WE KNOW THE TRUTH. And sometimes, the truth surprises us by its mere simplicity. But then again, who knows?
(End of Capt. Calvin Pitt’s “Amelia Earhart’s Disappearing Footsteps in the Sky.”)
I extend my heartfelt thanks to Capt. Calvin Pitts for his superb analysis of Amelia Earhart’s final flight. In what is clearly a labor of love, Calvin has devoted countless hours to produce this exceptional commentary, and it will take its place among other leading Earhart researchers’ work, to be read often by those who sincerely seek the truth. I’m also confident we will be hearing more from him, as his multiple references to his yet-to-be-published “My Earhart Scenario” suggest.
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:
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)
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).
Those were Men who had honor, who would not lie;
Men who could stand before a demagogue and damn his treacherous flatteries
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.
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 truth — Earhart had been on Saipan.
That buries the “sink and drown” [crashed and sank] theory. It also buries the Nikumaroro castaways “hypothesis,” 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.
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 hit “Bingo” 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.
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.
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 Radio, tells 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.
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 totally “obvious” 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.