Amelia Earhart by W. C. Jameson

significant amount of fuel to climb to and cruise at that altitude. The inefficiency related to fuel consumption could have a potential impact during the latter stages of the flight.
    The position reported by Earhart placed her less than 220 statute miles from Lae and just over 450 miles from where they should have been assuming the original schedule had been maintained.
    Earhart’s 0618 GCT report did not arrive at Lae. The next transmission was at 0718 on 6,210 kilocycles: “Position 4.33 south, 159.7 east, height 8,000 feet over cumulus clouds. Wind 23 knots.” This position was 850 miles from Lae, and they remained on a straight course for Howland Island. According to a variety of analyses of Earhart’s transmissions in the years since her flight, it has been determined that her reported position at 0718 GCT was not where they were. In fact, given the schedule the Electra was maintaining, it was a position they would have been in one hour earlier. Earhart’s transmission signals on 6,210 kilocycles had been strong both before and after her 0618 report. A handful of analysts have suggested that there was a delay between the time she sent the transmission and the time it was received by Balfour at Lae. Others have suggested that Noonan’s position calculations were in error. Both explanations stretch the bounds of credulity. The truth is, a satisfactory explanation for the discrepancies in reporting and receiving time remains elusive to this day.
    Given the headwinds along with the increased speed necessary to deal with them, the Electra would have just barely enough gasoline to get them to Howland Island. Having passed the worst of the cumulus cloud buildup, Earhart dropped to an altitude of eight thousand feet. This was still too high for optimum fuel efficiency.
    Nothing was heard from either Balfour or the Itasca by Earhart during her scheduled 0815 GCT transmission on 3,105 kilocycles. It can be presumed that at 0910 GCT, Earhart listened for the N ’s that were to be broadcast on 400 kilocycles. The log of the Ontario never showed that the N ’s had been sent at that time or ever. At 1500 GCT, the tug, running low on fuel, set a course for American Samoa.
    By 1000 GCT, the Electra was more than halfway to Howland Island. They were now past the point of no return. To turn around and head back to Lae would now be just as risky as continuing on to Howland Island, if not more so. They were now flying in the dark.
    At around 1030 GCT, Earhart spotted some lights on the water. She reported “a ship in sight ahead.” The ship was the SS Myrtlebank out of Auckland, New Zealand, and commanded by Captain Cort J. Holbrook. The position of the Myrtlebank at the time was eighty miles south of Nauru Island, for which it was bound. The officer in charge of the radio station at Nauru Island, Harold J. Barnes, logged in Earhart’s message and responded over the island’s 3,105 kilocycle radio. The Itasca heard the transmission, but if Earhart did, she did not respond.
    By the time the Electra reached the Myrtlebank , it had traveled 1,414 statute miles in a period of ten and one-half hours. Howland Island still lay 1,142 statute miles away with an estimated flying time of eight and one-half hours. The revised estimated arrival time would be 1900 GCT.
    At 1415 GCT, Earhart was nearing the Gilbert Islands. She transmitted her message at fifteen minutes past the hour on 3,105 kilocycles. The earlier strong headwinds had taken a toll on the fuel supply, but with four hours to go before reaching Howland Island, the amount of remaining fuel should have been sufficient.
    At 1515 GCT, Earhart transmitted: “Itasca from Earhart. Overcast. Will listen on hour and half-hour on 3,105.” At 1623 GCT, she transmitted her report, stating that it was “partly cloudy.” They were 354 miles from Howland Island.
    Before long, Earhart and Noonan would be greeted by the morning sun. During