On Friday, the latest biopic about Amelia Earhart -- this one a $20 million feature film starring Hilary Swank and Richard Gere -- opens in theaters nationwide. As a woman pilot myself, I suppose I should be excited about having attention turned, once again, to one of our own. The fact that I'm not says nothing about my enthusiasm for women pilots or pioneers. It's just...enough about Amelia, already.
Amelia Earhart was a remarkable woman for her time. I give her a lot of credit for not wanting to be defined by her gender. She sent her husband a note on their wedding day informing him that she did not intend to stay faithful to him. That's not exactly standard. She took risks, which takes a certain amount of courage. She pursued feats of flight at a time when very few women did. All well and good.
But she was far from the only one, and far from the best at what she did. She was only the best known -- which was a feat, indeed, but one that was more the result of her husband's publishing and marketing savvy than an organic result of her own accomplishments. And on some level, I think a lot of women pilots chafe at the title of "most famous woman pilot" being conferred on a woman who, in the strictest reading of things, skimped on navigation preparations, got lost and crashed. Nobody bestowed that level of fame on the fliers who died attempting to span the Atlantic before Lindbergh.
But it's not just that. It's that there are so many other really accomplished women pioneers who get lost in Amelia's disproportionate shadow. Women in Aviation, International has a Hall of Fame that lists the bios of dozens of women who were Earhart's contemporaries. Interestingly enough, Earhart herself was not inducted into the Hall of Fame until five years after its inception, and her entry is not as compelling as some of the others.
Take, for example, the entry for Elinor Smith. Who? Right. That's the point. Elinor Smith soloed in 1926, at the age of 15, and three months later set an altitude record of 11, 889 feet. In 1927, she became the youngest licensed pilot and, at the age of 18, became the youngest male or female pilot to be granted an air transport license by the U.S. Department of Commerce. That same year, she set two endurance records, a refueling record, and the women's world speed record--that last one in a military airplane. In 1930, Smith was selected by licensed American pilots as the "Best Woman Pilot in America." During the Depression, she worked as a stunt pilot for the movies (no mean feat for a woman in those days) and did aerial fundraisers for the homeless and the needy. And, by the way, lived to tell the tale.
Or take Louise Thaden, who got a job as an office manager for Beech Aircraft in order to learn to fly, soloing in 1928. Later that year, she set the world's altitude record for women by flying above 20,000 feet -- the first U.S. woman to win that title. The following year, she set the solo flight endurance record and the woman's world speed record--the only woman to ever hold all three of those records simultaneously. The next month she became the fourth woman in the U.S. to get her air transport license, and later in 1929 she won the first Women's Air Derby--beating Amelia Earhart. In 1936, the year before Earhart's ill-fated world flight, Thaden became the first woman to beat all the men in the highly competitive Bendix Transcontinental Air Race, establishing a new transcontinental speed record for women and winning a Harmon Trophy--aeronautics' highest honor--in the process.
There were also women whose impact went far beyond record flights. Take, for example, Nancy Love. In 1942, long before Jacqueline Cochran achieved fame for her role in organizing and leading the Women's Air Force Service Pilots (WASPs), Love pulled together women who were already commercial pilots, with at least 500 hours of flight time, to form the precursor organization, the Women's Auxiliary Ferrying Squadron (WAFS). Love was the first woman to fly the P-51 and P-38 World War II fighters, as well as a B-25 and B-17 bomber. In 1946, she was awarded the Air Medal and a citation for her leadership in women flying military aircraft. If women can fly in the military today, it's in no small part because of Love, who first proved women were up to the task.
It's also because of women like Barbara London, who was one of Love's 28 recruits and who became the commander of the Los Angeles WAFS/WASP squadron. By the time the WASPs were sent home in December 1944 and forbidden to fly any more military aircraft (a very long story behind that one), London was proficient in every single Army trainer, bomber, and fighter we'd built--one of only two women to achieve that distinction. Devastated at being sent home, she signed up for the new Air Force in 1947, hoping for the chance to fly again. She stayed in the service for 20 years, hoping the rules would change, but they didn't change in time for her. She was allowed to wear her flight wings, but she was never allowed to fly. Undaunted, London started an air charter service on the side and taught both her daughters to fly. And one of her daughters, who learned a lot about persistence from her mother, went on to become the first woman pilot hired by Western Airlines. If I'm going to look for a role model for women, I don't have to look further than Barbara London.
The list goes on and on. From Bessie Coleman, who became the first African-American pilot in 1921 by traveling to France to take flying lessons, because blacks were forbidden to fly in the U.S., and whose answer to how she got past all the barriers facing her was, "I refused to take 'no' for an answer," the list of women pilots who persevered against all odds to open doors and achieve great things is long and distinguished. So is the list of sacrifices those women made. When I flew in my first and only transcontinental air race, in 1992, I met a woman named Ruby Sheldon, who was already elderly but still flying and grabbing hold of life with two hands. She told me in a matter-of-fact manner about how, in the post-war years, no companies would hire women as pilots. Unwilling to give up her dream of being a commercial pilot, she ended up flying cargo helicopters off of ice floes north of the Arctic Circle, because that was the only job she could find.
If none of these women's names are household words, it's not because they weren't worthy. It's because none of them had George Putnam as a husband.
Earhart is still an interesting study, as most record-setting adventurers are. Last month, in fact, Judith Thurman wrote a fascinating piece on Earhart in The New Yorker, worth the reading for anyone intrigued by the Earhart story. But if Thurman's sources are to be believed (and I think they are), Earhart's unfinished world flight was, in many ways, a poetic and appropriate ending for her life. For beyond a craving for adventure and attention, it seems Earhart was a restless dilettante, afraid of getting old and rarely finishing anything she started.
As for the great mystery surrounding her disappearance ... I don't know a lot of pilots who think it's such a great mystery. I've flown in the South Pacific. It's a horizon-to-horizon stretch of unmarked nothing. And in the 1930s, it was far easier to get lost and crash there than it was to reach any destination safely. Sir Gordon Taylor, one of my all-time flying heroes who made pioneering flights across the Pacific and surveyed air transport routes for the Allies in early World War II, wrote about the challenge of navigating the Pacific in his autobiography The Sky Beyond:
"To reach our destination and, in fact, to reach land at all," Taylor wrote, "[the navigator] had to be exactly right in the work that was ahead of him. ... When he has made his allowances for variation of the compass due to earth's magnetism, for deviation due to its effect through the iron in the aircraft, and for the drift of the air in which the aircraft is flying, he still has to contend with the fact that the pilot may not steer the course given to him."
Perfection, across 15 or more hours, is hard to accomplish. And imperfection meant that you died, because finding a lone aircraft in the Pacific is even harder than finding a lone island. On one of Taylor's flights, he reached the Hawaiian Islands with only five minutes of fuel left. On another, he never found the right island, and survived only because that flight left him enough fuel to return to a radio-equipped checkpoint behind him. And Taylor was a master pilot and navigator.
Why, then, do so many people still have such trouble accepting the overwhelmingly probable answer that Earhart and Noonan got lost, crashed, and sank with or soon after the plane? I suspect it's because we want so badly for them to have survived. We let go of our heroes, and all of the dreams we infuse them with, very reluctantly (as I've written about before, here and here). And in many cases, we like the fantasy possibilities better than the reality.
But it's time. Past time. Amelia Earhart was an interesting, adventurous, and accomplished woman who lived and died unconventionally. But so did many of her peers ... who had every bit as compelling stories and accomplishments. Instead of telling the same story over and over again, I wish someone would fund the telling of some of those other women's stories. "Barbara" might not have the same ring as "Amelia," but the story of her life--a woman without any power or money connections who became the best there was, then had her wings taken away, but got up off the mat again and made it possible for her daughter to succeed where she had been thwarted--is a movie I'd be far more interested in going to see.
Trump’s misogyny is shocking because it’s so brazen, but it’s infuriating because it’s so familiar. Chances are, if you’re a woman in 2016, you’ve heard it all before.
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The first time you meet Donald Trump, he’s an older male relative who smells like cigarettes and asks when you are going to lose that weight. You’re nine years old. Your parents have to go out and buy a bottle of vodka for him before he arrives. His name is Dick. No, really, it is. At dinner one night, he explains to you that black people are dangerous. “If you turn around, they’ll put a knife in your back.” Except Bill Cosby. “He’s one of the good ones.” Turns out he’s wrong about Cosby and everything else, but the statute of limitations on Dick’s existence on Earth will run out before that information is widely available.
“Wanting and not wanting the same thing at the same time is a baseline condition of human consciousness.”
Gary Noesner is a former FBI hostage negotiator. For part of the 51-day standoff outside the Branch Davidian religious compound in Waco, Texas, in 1993, he was the strategic coordinator for negotiations with the compound’s leader, David Koresh. This siege ended in infamous tragedy: The FBI launched a tear-gas attack on the compound, which burned to the ground, killing 76 people inside. But before Noesner was rotated out of his position as the siege’s head negotiator, he and his team secured the release of 35 people.
Jamie Holmes, a Future Tense Fellow at New America, spoke to Noesner for his new book Nonsense: The Power of Not Knowing. “My experience suggests,” Noesner told Holmes, “that in the overwhelming majority of these cases, people are confused and ambivalent. Part of them wants to die, part of them wants to live. Part of them wants to surrender, part of them doesn’t want to surrender.” And good negotiators, Noesner says, are “people who can dwell fairly effectively in the areas of gray, in the uncertainties and ambiguities of life.”
Even in big cities like Tokyo, small children take the subway and run errands by themselves. The reason has a lot to do with group dynamics.
It’s a common sight on Japanese mass transit: Children troop through train cars, singly or in small groups, looking for seats.
They wear knee socks, polished patent-leather shoes, and plaid jumpers, with wide-brimmed hats fastened under the chin and train passes pinned to their backpacks. The kids are as young as 6 or 7, on their way to and from school, and there is nary a guardian in sight.
A popular television show called Hajimete no Otsukai, or My First Errand, features children as young as two or three being sent out to do a task for their family. As they tentatively make their way to the greengrocer or bakery, their progress is secretly filmed by a camera crew. The show has been running for more than 25 years.
Who will win the debates? Trump’s approach was an important part of his strength in the primaries. But will it work when he faces Clinton onstage?
The most famous story about modern presidential campaigning now has a quaint old-world tone. It’s about the showdown between Richard Nixon and John F. Kennedy in the first debate of their 1960 campaign, which was also the very first nationally televised general-election debate in the United States.
The story is that Kennedy looked great, which is true, and Nixon looked terrible, which is also true—and that this visual difference had an unexpected electoral effect. As Theodore H. White described it in his hugely influential book The Making of the President 1960, which has set the model for campaign coverage ever since, “sample surveys” after the debate found that people who had only heard Kennedy and Nixon talking, over the radio, thought that the debate had been a tie. But those who saw the two men on television were much more likely to think that Kennedy—handsome, tanned, non-sweaty, poised—had won.
Early photographs of the architecture and culture of Peking in the 1870s
In May of 1870, Thomas Child was hired by the Imperial Maritime Customs Service to be a gas engineer in Peking (Beijing). The 29-year-old Englishman left behind his wife and three children to become one of roughly 100 foreigners living in the late Qing dynasty's capital, taking his camera along with him. Over the course of the next 20 years, he took some 200 photographs, capturing the earliest comprehensive catalog of the customs, architecture, and people during China's last dynasty. On Thursday, an exhibition of his images will open at the Sidney Mishkin Gallery in New York, curated by Stacey Lambrow. In addition, descendants of the subjects of one of his most famous images, Bride and Bridegroom (1870s), will be in attendance.
In Greenwich, Darien, and New Canaan, Connecticut, bankers are earning astonishing amounts. Does that have anything to do with the poverty in Bridgeport, just a few exits away?
BRIDGEPORT, Conn.—Few places in the country illustrate the divide between the haves and the have-nots more than the county of Fairfield, Connecticut. Drive around the city of Bridgeport and, amid the tracts of middle-class homes, you’ll see burned-out houses, empty factories, and abandoned buildings that line the main street. Nearby, in the wealthier part of the county, there are towns of mansions with leafy grounds, swimming pools, and big iron gates.
Bridgeport, an old manufacturing town all but abandoned by industry, and Greenwich, a headquarters to hedge funds and billionaires, may be in the same county, and a few exits apart from each other on I-95, but their residents live in different worlds. The average income of the top 1 percent of people in the Bridgeport-Stamford-Norwalk metropolitan area, which consists of all of Fairfield County plus a few towns in neighboring New Haven County, is $6 million dollars—73 times the average of the bottom 99 percent—according to a report released by the Economic Policy Institute (EPI) in June. This makes the area one of the most unequal in the country; nationally, the top 1 percent makes 25 times more than the average of the bottom 99 percent.
In a world where Kevin Garnett, Harold Ford, and Halle Berry all check "black" on the census, even the argument that racial labels refer to natural differences in physical traits doesn't hold up.
Andrew Sullivan and Freddie Deboer have two pieces up worth checking out. I disagree with Andrew's (though I detect some movement in his position.) Freddie's piece is entitled "Precisely How Not to Argue About Race and IQ." He writes:
The problem with people who argue for inherent racial inferiority is not that they lie about the results of IQ tests, but that they are credulous about those tests and others like them when they shouldn't be; that they misunderstand the implications of what those tests would indicate even if they were credible; and that they fail to find the moral, analytic, and political response to questions of race and intelligence.
Campus life is too diverse at most schools for dorms to serve as a place of respite from uncomfortable ideas.
Last week, I got an email from Decker O’Donnell, an economics major at Lewis & Clark College in Portland, Oregon. He was troubled by my claim that dorm life at residential colleges cannot be like home. “We live there 30 weeks a year,” he wrote. “I know people with abusive or homophobic families who couch-surf in the summer.”
College, he observed, “is the only home they have.”
There is, of course, a subset of college students whose troubled home lives cause them to feel more comfortable on campus than in the households where they grew up, and the escape that higher education affords them is very much worth celebrating. But those cases are not the core of O’Donnell’s disagreement with me.
By way of background, I wrote about home during last year’s controversy at Yale, when students protested the faculty-in-residence at Silliman College after his wife sent an email that upset them. She argued that Yale undergrads, not administrators, should shape the norms around what Halloween costumes are appropriate. “As master,” a student retorted, “it is your job to create a place of comfort and home for the students who live in Silliman. You have not done that. By sending out that email, that goes against your position as master. Do you understand that?!”
The New England Patriots’ recent success is a reminder of how America’s favorite sport is also the most hierarchical and least collaborative.
The “Deflategate” scandal involving the New England Patriots quarterback Tom Brady—one that dominated NFL headlines for well over a year, involved multiple levels of the American legal system, instilled in every football fan a keen interest in air-pressure physics, and finally ended in a four-game suspension for Brady to start the 2016 season—has ended up having little effect on the field. The Patriots beat the Houston Texans Thursday night in Foxborough, Massachusetts, improving their record to 3-0 with only one game left before they get their starting QB back. The win against the Texans, a team that entered the game undefeated itself, was a 27-0 shellacking, New England besting them in every category of play.
Thousands of indigenous Hawaiians have a claim to publicly trusted lands. But to keep any property, they first have to pass a blood test.
KILAUEA, Hawaii—Natasha Boteilho lives in Oahu’s arid Waianae Valley on a jot of land held in trust for native Hawaiians. Here on Hawaii’s most densely populated island—where the highest per-capita homeless population in the United States continues to swell and the average price of a single-family home is three-quarters of a million dollars—that’s no small thing. The turquoise waters that lap against golden beaches lie next to jammed highways. Even the wildlife is exploding: A cacophonous feral-chicken epidemic provides the background noise to islanders’ daily lives.
Boteilho’s property was originally awarded to her grandfather by virtue of a federal law enacted in 1920 to stabilize a Hawaiian race left withering and landless after a century of colonization. Boteilho’s mother took over the land lease next, and then, in 2011, the homestead was passed on to her. A stay-at-home mother of three girls, the 39-year-old Boteilho resides with her husband and children in the three-bedroom house her grandfather built at the base of an eroded shield volcano.