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.
When President Obama left, I stayed on at the National Security Council in order to serve my country. I lasted eight days.
In 2011, I was hired, straight out of college, to work at the White House and eventually the National Security Council. My job there was to promote and protect the best of what my country stands for. I am a hijab-wearing Muslim woman––I was the only hijabi in the West Wing––and the Obama administration always made me feel welcome and included.
Like most of my fellow American Muslims, I spent much of 2016 watching with consternation as Donald Trump vilified our community. Despite this––or because of it––I thought I should try to stay on the NSC staff during the Trump Administration, in order to give the new president and his aides a more nuanced view of Islam, and of America's Muslim citizens.
Two of the world’s three richest people extol the virtue, and relevance, of optimism in the age of Trump—and predict a comeback for fact-based discourse.
Bill Gates, the world’s richest man, and Warren Buffett, the third richest, are—not entirely coincidentally—two of the most unremittingly optimistic men on the planet. So when I met the two of them in New York recently to talk about the state of humankind, and about the future of American democracy, I had a clear understanding of my mission, which was to pressure-test their sanguinity at every turn.
I tried, and failed, though not completely. Both men appear to doubt some of President Trump’s innovations in rhetoric and policy. Both men have warm feelings about immigrants, and also about facts, and so are predisposed to react skeptically to recent developments in the capital. When I asked whether they believed America needed to be made great again, Buffett nearly jumped out of his chair: “We are great! We are great!” And when I asked about the Trump Administration’s problematic relationship with empiricism, Gates said, “I predict a comeback for the truth.” He went on to say, “To the degree that certain solutions are created not based on facts, I believe these won’t be as successful as those that are based on facts. Democracy is a self-correcting thing.”
Long after research contradicts common medical practices, patients continue to demand them and physicians continue to deliver. The result is an epidemic of unnecessary and unhelpful treatments.
First, listen to the story with the happy ending: At 61, the executive was in excellent health. His blood pressure was a bit high, but everything else looked good, and he exercised regularly. Then he had a scare. He went for a brisk post-lunch walk on a cool winter day, and his chest began to hurt. Back inside his office, he sat down, and the pain disappeared as quickly as it had come.
That night, he thought more about it: middle-aged man, high blood pressure, stressful job, chest discomfort. The next day, he went to a local emergency department. Doctors determined that the man had not suffered a heart attack and that the electrical activity of his heart was completely normal. All signs suggested that the executive had stable angina—chest pain that occurs when the heart muscle is getting less blood-borne oxygen than it needs, often because an artery is partially blocked.
Meet the protesters who tricked conference attendees into waving Russian flags.
Two men made trouble—and stirred up a social-media frenzy—on the third day of the Conservative Political Action Conference by conducting a literal false-flag operation.
Jason Charter, 22, and Ryan Clayton, 36, passed out roughly 1,000 red, white, and blue flags, each bearing a gold-emblazoned “TRUMP” in the center, to an auditorium full of attendees waiting for President Trump to address the conference. Audience members waved the pennants—and took pictures with them—until CPAC staffers realized the trick: They were Russian flags.
The stunt made waves on social media, as journalists covering CPAC noticed the scramble to confiscate the insignia.
The Bureau has long defended “Judeo-Christianity.” Minority groups have not fared as well.
Historians have looked harshly on the FBI’s legacy in dealing with religious groups. The Bureau famously investigated and threatened Martin Luther King Jr. at the peak of the civil-rights movement. A 1993 standoff with a group called the Branch Davidians in Waco, Texas, ended with a massive fire, killing more than six dozen men, women, and children. And since the terrorist attacks of September 11, the Bureau has repeatedly been accused of illegally surveilling and harassing Muslim Americans.
The story of the FBI and religion is not a series of isolated mishaps, argues a new book of essays edited by Steven Weitzman, a professor at the University of Pennsylvania, and Sylvester A. Johnson, a professor at Northwestern University. Over its 109 years of existence, these historians and their colleagues argue, the Bureau has shaped American religious history through targeted investigations and religiously tinged rhetoric about national security.
An Oscar-nominated film explores possible war crimes in the country after World War II.
Had the Allies landed on the Western coast of Denmark on D-Day, the Nazis would have been ready. The German forces had built up the defensive Atlantic Wall, which stretched along the European coast from the top of Norway to south of France, to protect against an invasion launched from Britain. With Denmark offering a short route to Berlin, an invasion there seemed likely, and the Axis power prepared by planting between one and two million landmines along the Nazi-occupied nation’s shores.
Invaded by German forces in April 1940, Denmark was spared harsh treatment during most of its occupation. For the first few years, the Danish government chose to negotiate and cooperate with its German occupiers to avoid further aggression and hardship, and Danish government opposition only began in earnest in 1943 once Germany cracked down on civil unrest and made moves to deport Denmark’s Jews. When the war ended in 1945, those millions of deadly, undetonated mines remained, along with the question of who would clear them—and how.
Priming kids to expect rewards for good behavior can harm their social skills in the long term.
After working with thousands of families over my years as a family psychologist, I’ve found that one of the most common predicaments parents face is how to get kids to do what they’re asked. And one of the most common questions parents ask is about tools they can use to help them achieve this goal.
One such tool is the sticker chart, a type of behavior-modification system in which children receive stickers in exchange for desired behaviors like brushing their teeth, cleaning their room, or doing their homework. Kids can later “spend” their accrued stickers on prizes, outings, and treats.
Though data on how widely sticker charts are used (and when and why they became so popular) is difficult to find, anecdotal evidence suggests that these charts have become fairly commonplace in American parenting. Google searches for “sticker chart,” “chore chart,” and “reward chart” collectively return more than 1 million results. Amazon has more than 1,300 combined product results for the same searches. Reddit, too, is teeming with forums for parents asking each other about the merits of the charts and discussing specific strategies.
You can tell a lot about a person from how they react to something.
That’s why Facebook’s various “Like” buttons are so powerful. Clicking a reaction icon isn’t just a way to register an emotional response, it’s also a way for Facebook to refine its sense of who you are. So when you “Love” a photo of a friend’s baby, and click “Angry” on an article about the New England Patriots winning the Super Bowl, you’re training Facebook to see you a certain way: You are a person who seems to love babies and hate Tom Brady.
The more you click, the more sophisticated Facebook’s idea of who you are becomes. (Remember: Although the reaction choices seem limited now—Like, Love, Haha, Wow, Sad, or Angry—up until around this time last year, there was only a “Like” button.)
Tucker Carlson’s latest reinvention is guided by a simple principle—a staunch aversion to whatever his right-minded neighbors believe.
Tucker Carlson is selling me hard on the swamp. It is an unseasonably warm afternoon in late January, and we are seated at a corner table in Monocle, an upscale Capitol Hill restaurant frequented by the Fox News star. (Carlson, who typically skips breakfast and spends dinnertime on the air, is a fan of the long, luxurious, multi-course lunch, and when I requested an interview he proposed we do it here.) As we scan the menus, I mention that I’ll be moving soon to the Washington area, and he promptly launches into an enthusiastic recitation of the district’s many virtues and amenities.
“I’m so pathetically eager for people to love D.C.,” he admits. “It’s so sad. It’s like I work for the chamber of commerce or something.”