This is my English project.

2. • CREW MEMBERS • PICTURE GALLERY
• INTRODUCTION • DUTIES
• LIFE SKETCH OF AMELIA • CONCLUSION
EARHART
• BIBLIOGRAPHY
1. EARLY LIFE
2. AVIATION CAREER AND
MARRIAGE
3. 1937 WORLD FLIGHT

3. MEPHIN PHILIP ARSHA SAI J
LIJIN IYPE MAMMEN MUHAMMED NIYAS
RAICY ANN MAMMEN
TINTU HARIDAS
JOBIN MATHEW

4. We proudly presents our team ‘The Flying Dutchman’. We consist of seven
explememtary students of our school. We were assigned to make a PowerPoint
presentation about the life of Amelia Earhart.
Amelia Earhart is the first woman to attempt to circumnavigate the globe by airway.
But she was unable to reach the goal. She was met with a horrible death. She will always
Be in the heart of everyone an example of sheer determination and courage.
So, to honor her, we have put together an awesome piece of presentation about her.
We have included every detail of her life in this presentation. We have put our maximum
Effort into this. We hope everyone is going to love this.
So, SIT BACK AND ENJOY THIS PRESENTATION.

6. Amelia Mary Earhart was a noted American aviation pioneer
Author. Earhart was the first woman to receive the U.S
Distinguished Flying Cross, awarded for becoming the first
Aviatrix to fly solo across the Atlantic ocean. She set many
other records, wrote best-selling books about her flying
experiences and was instrumental in the formation of the
Ninety Nines an organization for female pilots. Earhart joined
the faculty of the Purdeue University aviation department in 1935 as a visiting faculty to
councel woman on careers and help inspire others with her love for aviation. She was also
a member of National Woman’s Party, and an early supporter of the Equal Rights
Amendmend.
During an attempt to make curcumnavigational flight around the globe in 1937 in a
Purdue funded Lockheed Model 10 Electra, Earhart dissapeared over the center of the
Pacific ocean near Howland Island. Fascination with her life, career and dissapearence
continues to this day.

8. Amelia Mary Earhart, daughter of German American Samuel
"Edwin" Stanton Earhart (born March 28, 1867) and Amelia "Amy"
Otis Earhart (1869–1962), Atchison, Kansas, in the home of her
maternal grandfather, Alfred Gideon Otis (1827–1912), a former
federal judge, president of the Atchison Savings Bank and a leading
citizen in Atchison. Amelia was the second child of the marriage,
after an infant stillborn in August 1896. Alfred Otis had not
initially favored the marriage and was not satisfied with Edwin's
progress as a lawyer. Earhart was named, according to family custom, after her two
grandmothers From an early age Earhart, nicknamed "Meeley" (sometimes "Millie") was the
ringleader while younger sister (two years her junior), Grace Muriel Earhart (1899–1998),
nicknamed "Pidge," acted the dutiful follower. Both girls continued to answer to their
childhood nicknames well into adulthood. Their upbringing was unconventional since Amy
Earhart did not believe in molding her children into "nice little girls." Meanwhile their
maternal grandmother disapproved of the "bloomers" worn by Amy's children and although
Earhart liked the freedom they provided, she was aware other girls in the neighborhood did
not wear them.

9. Early Influence
A spirit of adventure seemed to abide in the Earhart children with the pair setting off daily to
explore their neighborhood. As a child, Earhart spent long hours playing with Pidge, climbing
trees, hunting rats with a rifle and "belly-slamming" her sled downhill. Although this love of
the outdoors and "rough-and-tumble" play was common to many youngsters, some
biographers have characterized the young Earhart as a tomboy. The girls kept "worms, moths,
katydids and a tree toad" in a growing collection gathered in their outings. In 1904, with the
help of her uncle, she cobbled together a home-made ramp fashioned after a roller coaster
she had seen on a trip to St. Louis and secured the ramp to the roof of the family toolshed.
Earhart's well-documented first flight ended dramatically. She emerged from the broken
wooden box that had served as a sled with a bruised lip, torn dress and a "sensation of
exhilaration." She exclaimed, "Oh, Pidge, it's just like flying!“
Although there had been some missteps in his career up to that point, in 1907 Edwin Earhart's
job as a claims officer for the Rock Island Railroad led to a transfer to Des Moines, Iowa. The
next year, at the age of 10, Earhart saw her first aircraft at the Iowa State Fair in Des Moines.
Her father tried to interest her and her sister in taking a flight. One look at the rickety old
"flivver" was enough for Earhart, who promptly asked if they could go back to the merry-go-
round. She later described the biplane as “a thing of rusty wire and wood and not at all
interesting.”

10. Education
The two sisters, Amelia and Muriel (she went by her middle name from her teens on),
remained with their grandparents in Atchison, while their parents moved into new, smaller
quarters in Des Moines. During this period, Earhart received a form of home-schooling
together with her sister, from her mother and a governess. She later recounted that she was
"exceedingly fond of reading" and spent countless hours in the large family library. In 1909,
when the family was finally reunited in Des Moines, the Earhart children were enrolled in
public school for the first time with Amelia Earhart entering the seventh grade at the age of
12 years.
Family fortunes
While the family's finances seemingly improved with the acquisition of a new house and
even the hiring of two servants, it soon became apparent Edwin was an alcoholic. Five years
later (in 1914), he was forced to retire and although he attempted to rehabilitate himself
through treatment, he was never reinstated at the Rock Island Railroad. At about this time,
Earhart's grandmother Amelia Otis died suddenly, leaving a substantial estate that placed
her daughter's share in trust, fearing that Edwin's drinking would drain the funds.

11. The Otis house, and all of its contents, was auctioned; Earhart was heartbroken and later
described it as the end of her childhood.
In 1915, after a long search, Earhart's father found work as a clerk at the Great Northern
Railway in St. Paul, Minnesota, where Earhart entered Central High School as a junior. Edwin
applied for a transfer to Springfield, Missouri, in 1915 but the current claims officer
reconsidered his retirement and demanded his job back, leaving the elder Earhart with
nowhere to go. Facing another calamitous move, Amy Earhart took her children to Chicago
where they lived with friends. Earhart made an unusual condition in the choice of her next
schooling; she canvassed nearby high schools in Chicago to find the best science program.
She rejected the high school nearest her home when she complained that the chemistry lab
was "just like a kitchen sink." She eventually was enrolled in Hyde Park High School but spent
a miserable semester where a yearbook caption captured the essence of her unhappiness,
"A.E. – the girl in brown who walks alone’’.
Earhart graduated from Hyde Park High School in 1916.Throughout her
troubled childhood, she had continued to aspire to a future career; she
kept a scrapbook of newspaper clippings about successful women in
predominantly male-oriented fields, including film direction and
production, law, advertising, management and mechanical engineering.
She began junior college at Ogontz School in Rydal, Pennsylvania but
did not complete her program.

12. Early flying experiences
At about that time, with a young woman friend, Earhart visited an air fair held in
conjunction with the Canadian National Exposition in Toronto. One of the highlights of the
day was a flying exhibition put on by a World War I "ace." The pilot overhead spotted
Earhart and her friend, who were watching from an isolated clearing and dived at them. "I
am sure he said to himself, 'Watch me make them scamper,'" she said. Earhart stood her
ground as the aircraft came close. "I did not understand it at the time," she said, "but I
believe that little red airplane said something to me as it swished by.“
By 1919 Earhart prepared to enter Smith College but changed her mind and enrolled at
Columbia University signing up for a course in medical studies among other programs. She
quit a year later to be with her parents who had reunited in California.
In Long Beach, on December 28, 1920, Earhart and her father
visited an airfield where Frank Hawks (who later gained fame as
an air racer) gave her a ride that would forever change Earhart's
life. "By the time I had got two or three hundred feet off the
ground," she said, "I knew I had to fly." After that 10-minute
flight (that cost her father $10), she immediately became
determined to learn to fly.

13. Working at a variety of jobs, including photographer, truck driver, and stenographer at the
local telephone company, she managed to save $1,000 for flying lessons. Earhart had her
first lessons, beginning on January 3, 1921, at Kinner Field near Long Beach, but to reach the
airfield Earhart took a bus to the end of the line, then walked four miles (6 km). Earhart's
mother also provided part of the $1,000 "stake" against her "better judgement." Her teacher
was Anita "Neta" Snook, a pioneer female aviator who used a surplus Curtiss JN-4 "Canuck"
for training. Earhart arrived with her father and a singular request, "I want to fly. Will you
teach me?“
Earhart's commitment to flying required her to accept the frequently hard work and
rudimentary conditions that accompanied early aviation training. She chose a leather jacket,
but aware that other aviators would be judging her, she slept in it for three nights to give the
jacket a "worn" look. To complete her image transformation, she also cropped her hair short
in the style of other female flyers. Six months later, Earhart purchased a secondhand bright
yellow Kinner Airster biplane which she nicknamed "The Canary." On October 22, 1922,
Earhart flew the Airster to an altitude of 14,000 feet (4,300 m), setting a world record for
female pilots. On May 15, 1923, Earhart became the 16th woman to be issued a pilot's
license by the Fédération Aéronautique Internationale (FAI).

15. Boston
Throughout this period, her grandmother's inheritance, which was
now administered by her mother, was constantly depleted until it
finally ran out following a disastrous investment in a failed gypsum
mine. Consequently, with no immediate prospects for recouping her
investment in flying, Earhart sold the "Canary" as well as a second
Kinner and bought a yellow Kissel "Speedster" two-passenger
automobile, which she named the "Yellow Peril." Simultaneously,
Earhart experienced an exacerbation of her old sinus problem as her pain worsened and in
early 1924, she was hospitalized for another sinus operation, which was again unsuccessful.
After trying her hand at a number of unusual ventures including setting up a photography
company, Earhart set out in a new direction. Following her parents' divorce in 1924, she
drove her mother in the "Yellow Peril" on a transcontinental trip from California with stops
throughout the West and even a jaunt up to Calgary, Alberta. The meandering tour
eventually brought the pair to Boston, Massachusetts where Earhart underwent another
sinus procedure, this operation being more successful. After recuperation, she returned for
several months to Columbia University but was forced to abandon her studies and any
further plans for enrolling at the Massachusetts Institute of Technology because her mother
could no longer afford the tuition fees and associated costs. Soon after, she found
employment first as a teacher, then as a social worker in 1925 at Denison House, living in
Medford, Massachusetts.

16. When Earhart lived in Medford, she maintained her interest in
aviation, becoming a member of the American Aeronautical
Society's Boston chapter and was eventually elected its vice
president. She flew out of Dennison Airport in Quincy,
Massachusetts and helped finance its operation by investing a
small sum of money. Earhart also flew the first official flight out of
Dennison Airport in 1927. As well as acting as a sales
representative for Kinner airplanes in the Boston area, Earhart
wrote local newspaper columns promoting flying and as her local
celebrity grew, she laid out the plans for an organization devoted
to female flyers.
1928 transatlantic flight
After Charles Lindbergh's solo flight across the Atlantic in 1927,
Amy Phipps Guest, (1873–1959), expressed interest in being the
first woman to fly (or be flown) across the Atlantic Ocean. After
deciding the trip was too perilous for her to undertake, she
offered to sponsor the project, suggesting they find "another girl
with the right image." While at work one afternoon in April 1928,
Earhart got a phone call from Capt. Hilton H. Railey, who asked
her, "Would you like to fly the Atlantic?

17. The project coordinators (including book publisher and publicist
George P. Putnam) interviewed Earhart and asked her to
accompany pilot Wilmer Stultz and copilot/mechanic Louis
Gordon on the flight, nominally as a passenger, but with the
added duty of keeping the flight log. The team departed
Trepassey Harbor, Newfoundland in a Fokker F.VIIb/3m on June
17, 1928, landing at Burry Port , Wales, United Kingdom, exactly
20 hours and 40 minutes later. Since most of the flight was on
"instruments" and Earhart had no training for this type of flying, she did not pilot the aircraft.
When interviewed after landing, she said, "Stultz did all the flying—had to. I was just
baggage, like a sack of potatoes." She added, "...maybe someday I'll try it alone.“
While in England, Earhart is reported as receiving a rousing welcome on June 19, 1928, when
landing at Woolston in Southampton, England. She flew the Avro Avian 594 Avian III, SN:
R3/AV/101 owned by Lady Mary Heath and later purchased the aircraft and had it shipped
back to the United States (where it was assigned “unlicensed aircraft identification mark”
7083).
When the Stultz, Gordon and Earhart flight crew returned to the United States, they were
greeted with a ticker-tape parade in New York followed by a reception with President Calvin
Coolidge at the White House.

18. Celebrity image
Trading on her physical resemblance to Lindbergh,whom
the press had dubbed "Lucky Lindy," some newspapers and
magazines began referring to Earhart as "Lady Lindy."The
United Press was more grandiloquent; to them, Earhart was
the reigning "Queen of the Air." Immediately after her
return to the United States, she undertook an exhausting
lecture tour (1928–1929). Meanwhile, Putnam had
undertaken to heavily promote her in a campaign including
publishing a book she authored, a series of new lecture
tours and using pictures of her in mass market
EARHART WITH PRESIDENT HOOVER
endorsements for products including luggage, Lucky Strike
cigarettes (this caused image problems for her, with
McCall's magazine retracting an offer) and women's clothing and sportswear. The money
that she made with "Lucky Strike" had been earmarked for a $1,500 donation to
Commander Richard Byrd's imminent South Pole expedition.

19. Competitive flying
Although Earhart had gained fame for her transatlantic flight, she endeavored to set an
"untarnished" record of her own. Shortly after her return, piloting Avian 7083, she set off
on her first long solo flight which occurred just as her name was coming into the national
spotlight. By making the trip in August 1928, Earhart became the first woman to fly solo
across the North American continent and back. Gradually her piloting skills and
professionalism grew, as acknowledged by experienced professional pilots who flew with
her. General Leigh Wade flew with Earhart in 1929: "She was a born flier, with a delicate
touch on the stick."
In 1930, Earhart became an official of the National Aeronautic
Association where she actively promoted the establishment of
separate women's records and was instrumental in the
Federation Aéronautique Internationale (FAI) accepting a similar
international standard. In 1931, flying a Pitcairn PCA-2 autogyro,
she set a world altitude record of 18,415 feet (5,613 m) in a
borrowed company machine. While to a reader today it might
seem that Earhart was engaged in flying "stunts," she was, with
other female flyers, crucial to making the American public "air
minded" and convincing them that "aviation was no longer

20. just for daredevils and supermen.“
During this period, Earhart became involved with The Ninety-
Nines, an organization of female pilots providing moral support
and advancing the cause of women in aviation. She had called a
meeting of female pilots in 1929 following the Women's Air Derby.
She suggested the name based on the number of the charter
members; she later became the organization's first president in
1930. Earhart was a vigorous advocate for female pilots and when
the 1934 Bendix Trophy Race banned women, she openly refused
to fly screen actress Mary Pickford to Cleveland to open the races.
Marriage
For a while Earhart was engaged to Samuel Chapman, a chemical
engineer from Boston, breaking off her engagement on November
23, 1928. During the same period, Earhart and Putnam had spent
a great deal of time together, leading to intimacy. George P.
Putnam, who was known as GP, was divorced in 1929 and sought
out Earhart, proposing to her six times before she finally
agreed.After substantial hesitation on her part, they married on
February 7, 1931, in Putnam's mother's house in Noank,
Connecticut. Earhart referred to her marriage as a "partnership"
with "dual control." In a letter written to Putnam and hand

21. delivered to him on the day of the wedding, she wrote, "I want you to understand I shall not
hold you to any midaevil code of faithfulness to me nor shall I consider myself bound to you
similarly."
Earhart's ideas on marriage were liberal for the time as she believed in equal responsibilities
for both "breadwinners" and pointedly kept her own name rather than being referred to as
Mrs. Putnam. When The New York Times, per the rules of its stylebook, insisted on referring
to her as Mrs. Putnam, she laughed it off. GP also learned quite soon that he would be called
"Mr. Earhart." There was no honeymoon for the newlyweds as Earhart was involved in a nine-
day cross-country tour promoting autogyros and the tour sponsor, Beech-Nut chewing gum.
Although Earhart and Putnam had no children, he had two sons by his previous marriage to
Dorothy Binney (1888–1982),a chemical heiress whose father's company, Binney & Smith,
invented Crayola crayons:the explorer and writer David Binney Putnam (1913–1992) and
George Palmer Putnam, Jr. (born 1921).Earhart was especially fond of David who frequently
visited his father at their family home in Rye, New York. George had contracted polio shortly
after his parents' separation and was unable to visit as often.

22. 1932 transatlantic solo flight
Monument in Harbour Grace, Newfoundland and Labrador
At the age of 34, on the morning of May 20, 1932, Earhart
set off from Harbour Grace, Newfoundland with the latest
copy of a local newspaper (the dated copy was intended to
confirm the date of the flight). She intended to fly to Paris
in her single engine Lockheed Vega 5B to emulate Charles
Lockheed Vega 5b flown by Amelia Earhart as seen
on display at the National Air and Space Museum Lindbergh's solo flight. After a flight lasting 14
hours, 56 minutes during which she contended with strong northerly winds, icy conditions
and mechanical problems, Earhart landed in a pasture at Culmore, north of Derry, Northern
Ireland. The landing was witnessed by Cecil King and T. Sawyer. When a farm hand asked,
"Have you flown far?" Earhart replied, "From America."The site now is the home of a small
museum, the Amelia Earhart Centre.
As the first woman to fly solo nonstop across the Atlantic, Earhart received the Distinguished
Flying Cross from Congress, the Cross of Knight of the Legion of Honor from the French
Government and the Gold Medal of the National Geographic Society from President Herbert
Hoover. As her fame grew, she developed friendships with many people in high offices, most
notably Eleanor Roosevelt, the First Lady from 1933–1945. Roosevelt shared many of
Earhart's interests and passions, especially women's causes.

24. PLANNING
Earhart joined the faculty of Purdue University in 1935 as a visiting
faculty member to counsel women on careers and as a technical
advisor to the Department of Aeronautics. Early in 1936, Earhart
started to plan a round-the-world flight. Not the first to circle the
globe, it would be the longest at 29,000 miles (47,000 km),
following a grueling equatorial route. With financing from
Purdue, in July 1936, a Lockheed Electra 10E was built at Lockheed
Aircraft Company to her specifications which included extensive
modifications to the fuselage to incorporate a large fuel
tank.Earhart dubbed the twin engine monoplane airliner her
"flying laboratory" and hangared it at Mantz's United Air Services
located just across the airfield from Lockheed's Burbank plant in
which it had been built.
Although the Electra was publicized as a "flying laboratory," little
useful science was planned and the flight was arranged around
Earhart's intention to circumnavigate the globe along with
gathering raw material and public attention for her next book. Her
first choice as navigator was Captain Harry Manning, who had
been the captain of the President Roosevelt, the ship that had
brought Earhart back from Europe in 1928.

25. Through contacts in the Los Angeles aviation community, Fred Noonan was subsequently
chosen as a second navigator because there were significant additional factors which had to be
dealt with while using celestial navigation for aircraft.He had vast experience in both marine
(he was a licensed ship's captain) and flight navigation. Noonan had recently left Pan Am,
where he established most of the company's China Clipper seaplane routes across the Pacific.
Noonan had also been responsible for training Pan American's navigators for the route
between San Francisco andManila.The original plans were for Noonan to navigate from Hawaii
to Howland Island, a particularly difficult portion of the flight; then Manning would continue
with Earhart to Australia and she would proceed on her own for the remainder of the project.
FIRST ATTEMPT
On St. Patrick's Day, March 17, 1937, Earhart and her crew flew
the first leg from Oakland, California toHonolulu, Hawaii. In
addition to Earhart and Noonan, Harry Manning and Mantz
(who was acting as Earhart's technical advisor) were on board.
Due to lubrication and galling problems with the propeller
hubs' variable pitch mechanisms, the aircraft needed servicing in Hawaii. Ultimately, the
Electra ended up at the United States Navy's Luke Field on Ford Island in Pearl Harbor. The
flight resumed three days later from Luke Field with Earhart, Noonan and Manning on board

26. and during the takeoff run, Earhart ground-looped. The circumstances of the ground loop
remain controversial. Some witnesses at Luke Field including the Associated Press journalist on
the scene said they saw a tire blow.Earhart thought either the Electra's right tire had blown
and/or the right landing gear had collapsed. Some sources, including Mantz, cited pilot error.
With the aircraft severely damaged, the flight was called off and the aircraft was shipped by
sea to the Lockheed facility in Burbank, California for repairs.
SECOND ATTEMPT
While the Electra was being repaired Earhart and Putnam secured additional funds and
prepared for a second attempt. This time flying west to east, the second attempt began with
an unpublicized flight from Oakland to Miami, Florida, and after arriving there Earhart publicly
announced her plans to circumnavigate the globe. The flight's opposite direction was partly
the result of changes in global wind and weather patterns along the planned route since the
earlier attempt. Fred Noonan was Earhart's only crew member for the second flight. They
departed Miami on June 1 and after numerous stops in South America, Africa, the Indian
subcontinent and Southeast Asia, arrived at Lae, New Guinea, on June 29, 1937. At this stage
about 22,000 miles (35,000 km) of the journey had been completed. The remaining 7,000
miles (11,000 km) would all be over the Pacific.

27. DEPARTURE FROM LAE
On July 2, 1937, midnight GMT, Earhart and Noonan took off from Lae in the heavily
loaded Electra. Their intended destination was Howland Island, a flat sliver of land 6,500 ft
(2,000 m) long and 1,600 ft (500 m) wide, 10 ft (3 m) high and 2,556 miles (4,113 km)
away. Their last known position report was near the Nukumanu Islands, about 800 miles
(1,300 km) into the flight. The cutter Itasca was on station at Howland, assigned to
communicate with Earhart's Lockheed Electra 10E and guide them to the island once they
arrived in the vicinity.
FINAL APPROACH ON HOWLAND ISLAND
Through a series of misunderstandings or errors (the details of which are still
controversial), the final approach to Howland Island using radio navigation was not
successful. Fred Noonan had earlier written about problems affecting the accuracy of
radio direction finding in navigation.Some sources have noted Earhart's apparent lack of
understanding of her Bendix direction-finding loop antenna, which at the time was very
new technology. Another cited cause of possible confusion was that the USCG
cutter Itasca and Earhart planned their communication schedule using time systems set a
half hour apart (with Earhart using Greenwich Civil Time (GCT) and the Itasca under a
Naval time zone designation system).

28. Radio signals
During Earhart and Noonan's approach to Howland Island the Itasca received strong and
clear voice transmissions from Earhart identifying as KHAQQ but she apparently was unable
to hear voice transmissions from the ship. At 7:42 am Earhart radioed "We must be on you,
but cannot see you—but gas is running low. Have been unable to reach you by radio. We are
flying at 1,000 feet." Her 7:58 am transmission said she couldn't hear the Itasca and asked
them to send voice signals so she could try to take a radio bearing (this transmission was
reported by the Itasca as the loudest possible signal, indicating Earhart and Noonan were in
the immediate area). They couldn't send voice at the frequency she asked for, so Morse code
signals were sent instead. Earhart acknowledged receiving these but said she was unable to
determine their direction.
In her last known transmission at 8:43 am Earhart broadcast "We are on the line 157 337. We
will repeat this message. We will repeat this on 6210 kilocycles. Wait." However, a few
moments later she was back on the same frequency (3105 kHz) with a transmission which
was logged as a "questionable": "We are running on line north and south."Earhart's
transmissions seemed to indicate she and Noonan believed they had reached Howland's
charted position, which was incorrect by about five nautical miles (10 km). The Itasca used
her oil-fired boilers to generate smoke for a period of time but the fliers apparently did not
see it. The many scattered clouds in the area around Howland Island have also been cited as
a problem: their dark shadows on the ocean surface may have been almost indistinguishable
from the island's subdued and very flat profile.

29. Search efforts
Beginning approximately one hour after Earhart's last recorded
message, the USCG Itasca undertook an ultimately unsuccessful search
north and west of Howland Island based on initial assumptions about
transmissions from the aircraft. The United States Navy soon joined
the search and over a period of about three days sent available
AMELIA WITH FRED NOONAN resources to the search area in the vicinity of Howland Island. The
initial search by the Itasca involved running up the 157/337 line of position to the NNW
from Howland Island. The Itasca then searched the area to the immediate NE of the
island, corresponding to the area, yet wider than the area searched to the NW. Based on
bearings of several supposed Earhart radio transmissions, some of the search efforts were
directed to a specific position 281 degrees NW of Howland Island without finding land or
evidence of the flyers. Four days after Earhart's last verified radio transmission, on July 6,
1937, the captain of the battleship Colorado received orders from the Commandant,
Fourteenth Naval District to take over all naval and coast guard units to coordinate search
efforts.
The official search efforts lasted until July 19, 1937. At $4 million, the air and sea search by
the Navy and Coast Guard was the most costly and intensive in U.S. history up to that time
but search and rescue techniques during the era were rudimentary and some

30. of the search was based on erroneous assumptions and flawed information. Official
reporting of the search effort was influenced by individuals wary about how their roles in
looking for an American hero might be reported by the press. Despite an unprecedented
search by the United States Navy and Coast Guard no physical evidence of Earhart,
Noonan or the Electra 10E was found.
A NEWS CLIPPING FROM INDIAN EXPRESS
ABOUT AMELIA EARHART
ANSWERS TO EARHARTS DISAPPEARENCE SOUGHT
IN HAWALI
Honolulu: a $2.2 million expedition is hoping to finally solve one of Amercan’s most
enduring mysteries-what happened to famed aviator Amelia Earhart when she went
missing over the south pacific 75 years ago
A group of scientists , historians and salvagers are trekking from Honolulu to are remote
island in the pacific nation of Kiribati starting Tuesday in hopes of finding wreckage of
Earhart’s Lockheed Electra plane.
Their working theory is that Earhart and her navigator Fred Noonan landed on a reff
near the Kiribati atoll of Nikumaroro , then survived for a short time .
Earhart and Noonan went missing on July 2,1937 during her bid to become the first
woman to circumnavigate the globe

31. EARHART’S 1937 WORLD FLIGHT

34. EARHART FROM FILMS

35. MEPHIN PHLIP : Powerpoint Presentation creator
LIJIN IYPE MAMMEN : COLLECTION OF DIGITAL DATA
RAICY ANN MAMMEN : COLLECTING INFORMATION
JOBIN MATHEW : COLLECTING INFORMATION
TINTU HARIDAS : ORGANising
ARSHA SAI J : Presentation presenter
MUHAMMED NIYAS : nil

36. We are now concluding this presentation. We hope everyone had liked it.
We have now seen the incredible life of Amelia Earhart throughout our journey.
We like to thank thank everyone who had supported us cheered for us.
We would also like to thank Ms. Meera for solving our every doubts. We would
also like
To thank the CBSE for giving us this wonderful opportunity.
THANK YOU, ALL!!
By Team,
The Flying Dutchman

37.  en.wikipedia.org
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 www.newworldencyclopedia.org
 www.ellenspace.net
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