Historic Charles Lindbergh Automobile Pass and Reception Ribbon 1 of a Kind>>NR<
qMsbMOw~~/s-l1600/Historic-Charles-Lindbergh-Automobile-Pass-and-Rec.jpg "Historic Charles Lindbergh Automobile Pass and Reception Ribbon 1 of a Kind>>NR<")
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Historic Charles Lindbergh Automobile Pass and Reception Ribbon 1 of a Kind>>NR<:
$405.00
NO-RESERVE on the piece of American History. NO-RESERVE on these 2 Charles Lindbergh items from after his flight across the Atlantic in 1927. Here is a fancy offical ribbon for the Reception of Col.Charles A.Lindbergh by the El Paso, Texas. Sept 24th , 1927. The ribbon was made by the Whitehead & Hoag Comany in Newark New Jersey. The made the finest badges, buttons, signs,and advertising novelties. Excellent condition as seen in the photo's.They made many presidental political buttons also. You also get the Pass to officiall Cars and Speakers Platform at this event in 1927. It was issued to a Judge E.F. Higgins by the mayor of El Paso R.E. Thomason. They rode in car number 6 in the Lindbergh parade. I'm sure the winner could find newspaper accounts and photo's of this historic event in El Paso which would make it even more valuable.This might be good for a episode for the PBS TV show, the History Detectives. Just a great items. The winner gets both items!!!Be sure to check out my items on now and in the future. All NO-RESERVE. I took the summer off from selling on , but I plan to sell stuff all fall and winter. I have collected neat car items, parts and accessories,literature for almost 50 years and I sell only on . I have unpacked about 100 plastic tubs from one warehouse hope you will follow my sales as you did last winter. Everything I sell starts at only $9.99 with never a reserve, as REAL sale, No Buy it Now items. NO-RESERVE>>>>>>>>>>> NO-RESERVE. offer to WIN !!!!!! >.>>>>>>>Please do not confuse my low starting prices with quality! also, I feel most ers like a real sale with the thrill of offerding on exciting finds, NO-RESERVES and the opportunity for a great bargain! Thanks for looking and I hope your a WINNER!!!!!!!!!!! Charles LindberghFrom Wikipedia, the free encyclopediaJump to: navigation, search This article is about the 20th Century aviator. For other uses, see Charles Lindbergh (disambiguation).Charles LindberghCharles Lindbergh, photo by Harris & EwingBorn(1902-02-04)February 4, 1902Detroit, Michigan, U.S.DiedAugust 26, 1974(1974-08-26) (aged 72)Kipahulu, Maui, Hawaii, U.S.Cause of deathLymphomaResting placePalapala Ho'omau Church Friends SchoolRedondo Union High SchoolOccupationAviator, author,inventor, explorer,social activistReligionLutheranSpouse(s)Anne Morrow Lindbergh (1929-1974)ChildrenWith Anne Morrow Lindbergh:Charles Augustus Lindbergh Jr.Jon LindberghLand Morrow LindberghAnne Spencer Lindbergh (Perrin)Scott LindberghReeve Lindbergh (Brown)With Brigitte Hesshaimer:Dyrk HesshaimerAstrid Hesshaimer BouteuilDavid HesshaimerWith Marietta Hesshaimer:Vago HesshaimerChristoph Hesshaimer.With Valeska:unnamed sonunnamed daughterParentsCharles August LindberghEvangeline Lodge Land LindberghSignatureCharles Augustus LindberghNicknameSlimLucky LindyThe Lone EagleThe DingoNighthawkBorn(1902-02-04)February 4, 1902Detroit, Michigan, United StatesDiedAugust 26, 1974(1974-08-26) (aged 72)Kipahulu, Maui, HawaiiPlace of burialKipahulu, Maui, HawaiiAllegianceUnited StatesService/branchUnited States ArmyUnited States Air Force ReserveYears of service1925–1941, 1954–1974RankBrigadier GeneralAwardsMedal of HonorCongressional Gold MedalPulitzer PrizeOrteig PrizeLegion of Honour (France)Air Force Cross (UK)Distinguished Flying Cross (US)Charles Augustus Lindbergh (February 4, 1902 – August 26, 1974), nicknamed Slim,[1] Lucky Lindy, and The Lone Eagle, was an American aviator, author, inventor, explorer, and social activist.As a 25-year-old U.S. Air Mail pilot, Lindbergh emerged suddenly from virtual obscurity to instantaneous world fame as the result of his Orteig Prize-winning solo non-stop flight on May 20–21, 1927, made from Roosevelt Field[N 1] located in Garden City on New York's Long Island to Le Bourget Field in Paris, France, a distance of nearly 3,600 statute miles (5,800 km), in the single-seat, single-engine purpose built Ryan monoplane Spirit of St. Louis. Lindbergh, a U.S. Army Air Corps Reserve officer, was also awarded the nation's highest military decoration, the Medal of Honor, for his historic exploit.In the late 1920s and early 1930s, Lindbergh used his fame to promote the development of both commercial aviation and Air Mail services in the United States and the Americas. In March 1932, however, his infant son, Charles, Jr., was kidnapped and murdered in what was soon dubbed the "Crime of the Century". It was described by journalist H.L. Mencken, as "... the biggest story since the resurrection."[2] The kidnapping eventually led to the Lindbergh family being "driven into voluntary exile" in Europe to which they sailed in secrecy from New York under assumed names in late December 1935 to "seek a safe, secluded residence away from the tremendous public hysteria" in America. The Lindberghs did not return to the United States until April 1939.Before the United States formally entered World War II, Lindbergh had been an outspoken advocate of keeping the U.S. out of the world conflict, as had his father, Congressman Charles August Lindbergh, during World War I. Although Lindbergh was a leader in the anti-war America First movement, he nevertheless strongly supported the war effort after Pearl Harbor and flew many combat missions in the Pacific Theater of World War II as a civilian consultant even though President Franklin D. Roosevelt had refused to reinstate his Army Air Corps colonel's commission that he had resigned in April 1941.In his later years, Lindbergh became a prolific prize-winning author, international explorer, inventor, and Environmentalist.Contents[hide] 1 Early years2 Early aviation career3 Air Mail pilot and pioneer 3.1 Robertson Aircraft Corporation and CAM-23.2 Air Mail advocate4 Pursuing the Orteig Prize 4.1 Lindbergh's flight to Paris4.2 Aftermath of the flight5 Marriage and children6 "The Crime of the Century"7 Self exile in Europe (1936-1939)8 Pre-war activities9 Munich crisis10 "America First" involvement11 Thoughts on race and racism12 World War II13 Later life14 Children from other relationships15 Environmental causes16 Death17 Honors and tributes 17.1 Awards and decorations 17.1.1 United States awards17.1.2 Non-US awards17.2 Medal of Honor18 Popular culture 18.1 Books18.2 Film and Television18.3 Postage stamps19 See also20 References 20.1 Primary sources21 External linksEarly yearsCharles A. Lindbergh: son and father c. 1910Charles Augustus Lindbergh was born in Detroit, Michigan, on February 4, 1902, but spent most of his childhood in Little Falls, Minnesota, and Washington, D.C. He was the only child of Swedish immigrant Charles August Lindbergh (birth name Carl Månsson) (1859–1924), and Evangeline Lodge Lindbergh (1876–1954), of Detroit.[3] The Lindberghs separated in 1909. Lindbergh, Sr. was a U.S. Congressman (R-Minnesota (6th)) from 1907 to 1917 who gained notoriety when he opposed the entry of the U.S. into World War I.[4] Mrs. Lindbergh was a chemistry teacher at Cass Technical High School in Detroit and later at Little Falls High School, from which Charles graduated in 1918. Lindbergh also attended over a dozen other schools from Washington, D.C., to California during his childhood and teenage years (none for more than a full year) including the Force School and Sidwell Friends School while living in Washington, D.C., with his father,[5] and Redondo Union High School in Redondo Beach, California.[6] Lindbergh enrolled in the College of Engineering at the University of Wisconsin–Madison in the Fall of 1920, but dropped out in the middle of his sophomore year and headed for Lincoln, Nebraska, in March 1922 to begin flight training.[7]Early aviation careerLincoln Standard J biplaneFrom an early age Charles Lindbergh had exhibited an interest in the mechanics of motorized transportation including his family's Saxon Six automobile, and later his Excelsior motorbike. By the time he started college as a mechanical engineering student, he had also become fascinated with flying even though he "had never been close enough to a plane to touch it."[8] After quitting college in February 1922, Lindbergh enrolled as a student at the Nebraska Aircraft Corporation's flying school two months later and flew for the first time in his life on April 9, 1922, when he took to the air as a passenger in a two-seat Lincoln Standard "Tourabout" biplane trainer piloted by Otto Timm.[9]Lindbergh flight gear at Cradle of Aviation Museum in New York State.A few days later Lindbergh took his first formal flying lesson in that same machine with instructor-pilot Ira O. Biffle although the then 20-year-old student pilot would not be permitted to "solo" during his time at the school because he could not afford to post a bond which the company President Ray Page[10] insisted upon in the event the novice flyer were to damage the school's only trainer in the process.[11] In order to both gain some needed flight experience and earn money for additional instruction, Lindbergh left Lincoln in June to spend the summer and early fall barnstorming across Nebraska, Kansas, Colorado, Wyoming and Montana as a wing walker and parachutist with E.G. Bahl and later H.L. Lynch. During this time he also briefly held a job as an airplane mechanic in Billings, Montana, working at the Billings Municipal Airport (later renamed Billings Logan International Airport).[12][13] When winter came, however, Lindbergh returned to his father's home in Minnesota and did not fly again for over six months.[14]"Daredevil Lindbergh" in his Curtiss JN-4 "Jenny" in 1923.Lindbergh's first solo flight did not come until May 1923 at Souther Field in Americus, Georgia, a former Army flight training field where he had come to buy a World War I surplus Curtiss JN-4 "Jenny" biplane. Even though Lindbergh had not flown in more than six months, he had already secretly decided that he was ready to take to the air by himself. After just half an hour of dual time with a pilot who was visiting the field to pick up another surplus JN-4, Lindbergh flew solo for the first time in the Jenny that he had just purchased for $500.[15][16] After spending another week or so at the field to "practice" (thereby acquiring five hours of "pilot in command" time), Lindbergh took off from Americus for Montgomery, Alabama, on his first solo cross country flight, and went on to spend much of the rest of 1923 engaged in virtually nonstop barnstorming under the name of "Daredevil Lindbergh". Unlike the previous year, however, this time Lindbergh did so in his "own ship"—and as a pilot.[17][18] A few weeks after leaving Americus, the young airman achieved another key aviation milestone when he made his first nighttime flight near Lake Village, Arkansas.[19]Lindbergh damaged his "Jenny" on several occasions over the summer, often breaking the prop on landing (which happened on May 18, 1923 outside Maben, Mississippi). His most serious accident came when he ran into a ditch in a farm field in Glencoe, Minnesota, on June 3, 1923, while flying his father (who was then running for the U.S. Senate) to a campaign stop. The accident grounded him for a week until he could repair his plane. In October, Lindbergh flew his Jenny to Iowa where he sold it to a flying student. (Found stored in a barn in Iowa almost half a century later, Lindbergh's dismantled Jenny was carefully restored in the early 1970s and is now on display at the Cradle of Aviation Museum located in Garden City, New York, adjacent to the site once occupied by Roosevelt Field from which Lindbergh took off on his flight to Paris in 1927).[20] After selling the Jenny, Lindbergh returned to Lincoln by train where he joined up with Leon Klink and continued to barnstorm through the South for the next few months in Klink's Curtiss JN-4C "Canuck" (the Canadian version of the Jenny). Lindbergh also "cracked up" this aircraft once when his engine failed shortly after take off in Pensacola, Florida, but again he managed to repair the damage himself.[21]2nd Lt. Charles A. Lindbergh, USASRC March 1925Following a few months of barnstorming through the South, the two pilots parted company in San Antonio, Texas, where Lindbergh had been ordered to report to Brooks Field on March 19, 1924, to begin a year of military flight training with the United States Army Air Service both there and later at nearby Kelly Field.[22] Late in his training Lindbergh experienced his most serious flying accident on March 5, 1925, eight days before graduation. He was involved in a midair collision with another Army S.E.5 while practicing aerial combat maneuvers and was forced to bail out.[23] Only 18 of the 104 cadets who started flight training remained when Lindbergh graduated first overall in his class in March 1925 thereby earning his Army pilot's wings and a commission as a 2nd Lieutenant in the Air Service Reserve Corps.[24]Lindbergh later noted in "WE", his best selling book published in July 1927, just two months after making his historic flight to Paris, that he considered this year of Army flight training to be the critically important one in his development as both a focused, goal oriented individual, as well as a skillful and resourceful aviator."Always there was some new experience, always something interesting going on to make the time spent at Brooks and Kelly one of the banner years in a pilot's life. The training is difficult and rigid but there is none better. A cadet must be willing to forget all other interest in life when he enters the Texas flying schools and he must enter with the intention of devoting every effort and all of the energy during the next 12 months towards a single goal. But when he receives the wings at Kelly a year later he has the satisfaction of knowing that he has graduated from one of the world's finest flying schools."[25] "WE" (p. 125)With the Army not then in need of additional active duty pilots, however, following graduation Lindbergh immediately returned to civilian aviation as a barnstormer and flight instructor, although as a reserve officer he also continued to do some part-time military flying by joining the 110th Observation Squadron, 35th Division, Missouri National Guard, in St. Louis in November 1925. He was soon promoted to 1st Lieutenant.[26]Air Mail pilot and pioneerRobertson Aircraft Corporation and CAM-2Large commercial corner cover flown by Lindbergh from Chicago to St. Louis on the opening day of CAM-2 (April 15, 1926)Lindbergh's copy of a CAM-2 "Weekly Postage Report" for the week of February 6–12, 1927In October 1925, Lindbergh was hired by the Robertson Aircraft Corporation (RAC) in St. Louis (where he had been working as a flight instructor) to first lay out, and then serve as chief pilot for the newly designated 278-mile (447 km) Contract Air Mail Route #2 (CAM-2) to provide service between St. Louis and Chicago (Maywood Field) with two intermediate stops in Springfield and Peoria, Illinois.[27] Operating from Robertson's home base at the Lambert-St. Louis Flying Field in Anglum, Missouri, Lindbergh and three other RAC pilots, Philip R. Love, Thomas P. Nelson, and Harlan A. "Bud" Gurney, flew the mail over CAM-2 in a fleet of four modified war surplus de Havilland DH-4 biplanes. Two days before he opened service on the route on April 15, 1926, with its first early morning southbound flight from Chicago to St. Louis, Lindbergh officially became authorized to be entrusted with the "care, custody, and conveyance" of U.S. Mails by formally subscribing and swearing to the Post Office Department's 1874 Oath of Mail Messengers.[28] It would not take long for him to be presented with the circumstances to prove how seriously he took this obligation.Wreck of Lindbergh's DH4 which crashed near Covell, IL, on November 3, 1926Twice during the 10 months that he flew CAM-2, Lindbergh temporarily lost "custody and control" of mails that he was transporting when he was forced to bail out of his mail plane owing to bad weather, equipment problems, and/or fuel exhaustion. In the two incidents, which both occurred while he was approaching Chicago at night, Lindbergh landed by parachute near small farming communities in northEastern Illinois. On September 16, 1926, he came down about 60 miles (97 km) southwest of Chicago near the town of Wedron,[29] while six weeks later, on November 3, 1926, Lindbergh bailed out again about 70 miles (110 km) further south hitting the ground in another farm field located just west of the city of Bloomington near the town of Covell.[30] After landing without serious injury on both occasions, Lindbergh's first concern was to immediately locate the wreckage of his crashed mail planes, make sure that the bags of mail were promptly secured and salvaged, and then to see that they were entrained or trucked on to Chicago with as little delay as possible. Lindbergh continued on as chief pilot of CAM-2 until mid-February 1927, when he left for San Diego, California, to oversee the design and construction of the Spirit of St. Louis.[31]Air Mail advocateB.L. Rowe corner cover flown by Charles Lindbergh in the Spirit of St. Louis from Santo Domingo to Port-au-Prince (February 6, 1928) and Havana (February 8, 1928)Although Lindbergh never returned to service as a regular U.S. Air Mail pilot, he used the immense fame that his exploits had brought him to help promote the use of the U.S. Air Mail Service. He did this by giving many speeches on its behalf, and by carrying souvenir mail on both special promotional domestic flights as well as on a number of international flights over routes in Latin America and the Caribbean which he had laid out as a consultant to Pan American Airways to be then flown under contract to the Post Office Department as Foreign Air Mail (FAM) routes. At the request of Capt. Basil L. Rowe, the owner and chief pilot of West Indian Aerial Express (later Pan Am's chief pilot as well) and a fellow Air Mail pioneer and advocate, in February 1928, Lindbergh also carried a small amount of special souvenir mail between Santo Domingo, R.D., Port-au-Prince, Haiti, and Havana, Cuba in the Spirit of St. Louis.[32]Autographed USPOD penalty cover with C-10 flown northbound by Charles Lindbergh over CAM-2 on February 21, 1928, and southbound on February 22Those cities were the last three stops that he and the Spirit made during their 7,800-mile (12,600 km) "Good Will Tour" of Latin America and the Caribbean between December 13, 1927 and February 8, 1928, during which he flew to Mexico, Guatemala, Belize, El Salvador, Honduras, Nicaragua, Costa Rica, Panama, Colombia, Venezuela, Virgin Islands, Puerto Rico, Dominican Republic, Haiti, and Cuba, spending 125 hours in the air.[33] The final two legs of the 48-day tour were also the only flights on which officially sanctioned, postally franked mail was ever carried in the Spirit of St. Louis. Exactly two weeks later, Lindbergh also "returned" to flying CAM-2 for two days so that he could pilot a series of special flights (northbound on February 20; southbound on February 21) on which tens of thousands of self-addressed souvenir covers sent in from all over the nation and the world were cacheted, flown, backstamped, and then returned to their senders as a further means to promote awareness and the use of the Air Mail Service. Souvenir covers and other artifacts associated with or carried on flights piloted by Lindbergh are still actively collected under the general designation of "Lindberghiana."[34]Pursuing the Orteig PrizeCharles Lindbergh (left) accepted his prize from Raymond Orteig (right) in New York on June 14, 1927Designated to be awarded to the pilot of the first successful nonstop flight made in either direction between New York City and Paris within five years after its establishment, the $25,000 Orteig Prize was first offered by the French-born New York hotelier (Lafayette Hotel) Raymond Orteig on May 19, 1919. Although that initial time limit lapsed without a serious challenger, the state of aviation technology had advanced sufficiently by 1924 to prompt Orteig to extend his offer for another five years, and this time it began to attract an impressive grouping of well known, highly experienced, and well financed contenders. Ironically, the one exception among these competitors was the still boyish Charles Lindbergh, a 25-year-old relative latecomer to the race, who, in relation to the others, was virtually anonymous to the public as an aviation figure, who had considerably less overall flying experience, and was being primarily financed by just a $15,000 bank loan and his own modest savings.[35]The first of the well-known challengers to actually attempt a flight was famed World War I French flying ace René Fonck who on September 21, 1926, planned to fly eastbound from Roosevelt Airfield in New York in a three-engine Sikorsky S-35. Fonck never got off the ground, however, as his grossly overloaded (by 10,000 lbs) transport biplane crashed and burned on takeoff when its landing gear collapsed. (While Fonck escaped the flames, his two crew members, Charles N. Clavier and Jacob Islaroff, died in the fire.) U.S. Naval aviators LCDR Noel Davis and LT Stanton H. Wooster were also killed in a takeoff accident at Langley Field, Virginia, on April 26, 1927, while testing the three-engine Keystone Pathfinder biplane, American Legion, that they intended to use for the flight. Less than two weeks later, the first contenders to actually get airborne were French war heroes Captain Charles Nungesser and his navigator, François Coli, who departed from Paris – Le Bourget Airport on May 8, 1927, on a westbound flight in the Levasseur PL 8, The White Bird (L'Oiseau Blanc). Contact was lost with them after crossing the coast of Ireland and they were never seen nor heard from again.[36]American air racer Clarence D. Chamberlin and Arctic explorer CDR (later RADM) Richard E. Byrd were also in the race. Although he did not win, Chamberlin and his passenger, Charles A. Levine, made the far less well remembered second successful nonstop single-pilot flight of a heavier-than-air aircraft across the Atlantic Ocean in the single engine Wright-Bellanca WB-2 Miss Columbia (N-X-237), leaving Roosevelt Field on June 4, 1927, two weeks after Lindbergh's flight and landing in Eisleben, Germany 43 hours and 31 minutes later on June 6, 1927. (Ironically, the Chamberlin monoplane was the same one that the Lindbergh group had originally intended to purchase for his attempt but passed on when the manufacturer insisted on selecting the pilot.) Byrd followed suit in the Fokker F.VII tri-motor, America, flying with three others from Roosevelt Field on June 29, 1927. Although they reached Paris on July 1, 1927, Byrd was unable to land due to poor weather and was forced to return to the Normandy coast where he ditched the tri-motor high-wing monoplane near the French village of Ver-sur-Mer.[37]During the build up to his pursuit of the Ortieg Prize 1926 and in preparation for his flight to Paris, Lindbergh found time to become a Freemason, the group to which he would remain a lifelong active member in various lodge bodies.[38][39][40]Lindbergh's flight to ParisPart of the funding for the Spirit of St. Louis came from Lindbergh's own earnings as a U.S. Air Mail pilot over the year before his nonstop flight to Paris. (January 15, 1927, RAC paycheck to Lindbergh)Six well known aviators had thus already lost their lives in pursuit of the Orteig Prize when Lindbergh took off on his successful attempt in the early morning of Friday, May 20, 1927. Dubbed the Spirit of St. Louis, his "partner" was a fabric covered, single-seat, single-engine "Ryan NYP" high-wing monoplane (CAB registration: N-X-211) designed by Donald Hall and custom built by B.F. Mahoney's Ryan Aircraft Company of San Diego, California. The primary source of funding for the purchase of the Spirit and other expenses related to the overall New York to Paris effort came from a $15,000 State National Bank of St. Louis loan made on February 18, 1927, to St. Louis businessmen Harry H. Knight and Harold M. Bixby, the project's two principal trustees,[N 2] and another $1,000 donated by Frank Robertson of RAC on the same day. Lindbergh himself also personally contributed $2,000 of his own money from both his savings and his earnings from the 10 months that he flew the U.S. Air Mail for RAC.[41]Sample of the fine linen fabric that covered the Spirit of St. LouisBurdened by its heavy load of 450 U.S. gallons (1,704 liters) of gasoline weighing approximately 2,710 lbs (1,230 kg), and hampered by a muddy, rain soaked runway, Lindbergh's Wright Whirlwind powered monoplane gained speed very slowly as it made its 7:52 AM takeoff run from Roosevelt Field, but its J-5C radial engine still proved powerful enough to allow the Spirit to clear the telephone lines at the far end of the field "by about twenty feet with a fair reserve of flying speed."[42] Over the next 33.5 hours he and the "Spirit"—which Lindbergh always jointly referred to simply as "WE"—faced many challenges including skimming over both storm clouds at 10,000 feet (3,000 m) and wave tops at as low at 10 ft (3.0 m), fighting icing, flying blind through fog for several hours, and navigating only by the stars (whenever visible) and "dead reckoning" before landing at Le Bourget Airport at 10:22 PM on Saturday, May 21.[43] A crowd estimated at 150,000 spectators stormed the field, dragged Lindbergh out of the cockpit, and literally carried him around above their heads for "nearly half an hour." While some damage was done to the Spirit (especially to the fabric covering on the fuselage) by souvenir hunters, both Lindbergh and the Spirit were eventually "rescued" from the mob by a group of French military fliers, soldiers, and police who took them both to safety in a nearby hangar.[44] From that moment on, however, life would never again be the same for the previously little known former U.S. Air Mail pilot who, by his successful flight, had just achieved virtually instantaneous—and lifelong—world fame.Charles Lindbergh with the Spirit of St. Louis – 1927Although Lindbergh was the first to fly nonstop from New York to Paris, he was not the first aviator to complete a transatlantic flight in a heavier-than-air aircraft. That had been done first in stages between May 8 and May 31, 1919, by the crew of the Navy-Curtiss NC-4 flying boat which took 24 days to complete its journey from Jamaica Bay at Far Rockaway, Queens, New York, to Plymouth, England, via Halifax, Nova Scotia, Trepassey Bay (Newfoundland), Horta (Azores) and Lisbon, Portugal.The world's first non-stop transatlantic flight (albeit over a route far shorter than Lindbergh's, 1,890 miles (3,040 km) vs. 3,600 statute miles (5,800 km)) was achieved on June 14–15, 1919. Two British aviators, John Alcock and Arthur Whitten Brown, flew a modified Vickers Vimy IV bomber from Lester's Field near St. John's, Newfoundland on June 14 and arrived at Clifden, Ireland, the following day.[45] Both men were knighted at Buckingham Palace by King George V, in recognition of their pioneering achievement.[46]The lighter-than-air U.S. Navy airship USS Los Angeles (ZR-3) made a non-stop crossing from the Zeppelin Company works in Friedrichshafen, Germany to the U.S. Naval Air Station at Lakehurst, New Jersey from October 12 to 15, 1924.[47]Aftermath of the flightThe Spirit's flight from Paris to BelgiumThe French Foreign Office flew the American Flag, the first time it had saluted someone not a head of state.[48] Lindbergh made a series of flights in Europe using the Spirit before returning to the United States. Gaston Doumergue, the President of France, bestowed the French Légion d'honneur on the young Capt. Lindbergh, and on his arrival back in the United States aboard the United States Navy cruiser USS Memphis (CL-13) on June 11, 1927, a fleet of warships and multiple flights of military aircraft including pursuit planes, bombers and the rigid airship USS Los Angeles (ZR-3), escorted him up the Potomac River to Washington, D.C. where President Calvin Coolidge awarded him the Distinguished Flying Cross.[49][50]"Lindbergh Air Mail" Stamp (C-10) issued June 11, 1927On the same day that Lindbergh and the Spirit arrived in Washington, the U.S. Post Office Department issued a 10-Cent Air Mail stamp (Scott C-10) depicting the Spirit of St. Louis and a map of the flight. On June 13, 1927, a ticker-tape parade was held for him down 5th Avenue in New York City.[51] The following night the City of New York further honored Capt. Lindbergh with a grand banquet at the Hotel Commodore attended by some 3,700 people.[52]Program cover for the "WE" Banquet given by the Mayor's Committee on Receptions of the City of New York on June 14, 1927After the flight, Lindbergh became an important voice on behalf of aviation activities, including the central committee of the National Advisory Committee for Aeronautics (NACA), an appointment made by President Herbert Hoover.[53] He embarked on a three-month cross country tour on behalf of the Daniel Guggenheim Fund for the Promotion of Aeronautics. The 1927 "Lindbergh Tour" culminated with visits to 48 states and 92 cities, where he delivered 147 speeches, and rode 1,290 miles (2,080 km) in parades.[26] At the conclusion of the tour, Lindbergh spent a month at Falaise, Guggenheim's Sands Point mansion, where he wrote the acclaimed "We", a book about his transatlantic flight published by George P. Putnam.The massive publicity surrounding him and his flight boosted the aviation industry and made a skeptical public take air travel seriously. Within a year of his flight, a quarter of Americans (an estimated thirty million) personally saw Lindbergh and the Spirit of St. Louis. Over the remainder of 1927 applications for pilot's licenses in the U.S. tripled, the number of licensed aircraft quadrupled, and U.S. Airline passengers grew between 1926 and 1929 by 3,000% from 5,782 to 173,405.[54] Lindbergh later charted both polar and South American air routes, developed techniques for high altitude flying, and during World War II demonstrated how to increase flying range by developing techniques of refining flight attitudes and leaning fuel mixture to decrease the rate of gasoline consumption and improving efficiency.The winner of the 1930 Best Woman Aviator of the Year Award, Elinor Smith Sullivan, said that before Lindbergh's flight, "people seemed to think we [aviators] were from outer space or something. But after Charles Lindbergh's flight, we could do no wrong. It's hard to describe the impact Lindbergh had on people. Even the first walk on the moon doesn't come close. The twenties was such an innocent time, and people were still so religious—I think they felt like this man was sent by God to do this. And it changed aviation forever because all of a sudden the Wall Streeters were banging on doors looking for airplanes to invest in. We'd been standing on our heads trying to get them to notice us but after Lindbergh, suddenly everyone wanted to fly, and there weren't enough planes to carry them."[55]Marriage and childrenCharles and Anne Morrow LindberghAnne Morrow Lindbergh (1906–2001) was the daughter of Dwight Morrow who, as partner at J.P. Morgan & Co., had acted as financial adviser to Lindbergh and who had been appointed U.S. Ambassador to Mexico in 1927. Lindbergh was invited by Morrow on a goodwill tour to Mexico, and he met Anne in Mexico City in December 1927. According to a Biography Channel profile on Lindbergh, she was the only woman that he had ever asked out on a date. In Lindbergh's autobiography, he derides womanizing pilots he met as "barnstormers", and Army cadets for their "facile" approach to relationships. For Lindbergh, the ideal romance was stable and long term, with a woman with keen intellect, good health, and strong genes.[56] Lindbergh said his "experience in breeding animals on our farm had taught me the importance of good heredity."[57]The couple were married on May 27, 1929, and eventually had six children: Charles Augustus Lindbergh, Jr. (1930–1932); Jon Morrow Lindbergh (b. August 16, 1932); Land Morrow Lindbergh (b. 1937), who studied anthropology at Stanford University and married Susan Miller in San Diego; Anne Lindbergh (1940–1993); Scott Lindbergh (b. 1942); and Reeve Lindbergh (b. 1945), a writer. Lindbergh also taught his wife how to fly and did much of his exploring and charting of air routes with her."The Crime of the Century"Main article: Lindbergh kidnappingThe "wanted" posterIn what came to be referred to sensationally by the press of the time as "The Crime of the Century", on the evening of March 1, 1932, 20-month old Charles Augustus Lindbergh, Jr., was abducted by an intruder from his crib in the second story nursery of his family's rural home in East Amwell, New Jersey near the town of Hopewell.[N 3] While a 10-week nationwide search for the child was being undertaken, ransom negotiations were also conducted simultaneously with a self-identified kidnapper by a volunteer intermediary, Dr. John F. Condon (aka "Jafsie").[59] These resulted in the payment on April 2 of $50,000 in cash, part of which was made in soon-to-be withdrawn (and thus more easily traceable) Gold certificates the serial numbers of which had been recorded, in exchange for information about the child's whereabouts which proved to be false. The child's remains were found by chance by a passing truckdriver six weeks later on May 12 in roadside woodlands near Mount Rose, NJ.In response to the highly publicized crime, the Congress passed the so-called "Lindbergh Law" on June 13 which made kidnapping a federal offense under certain circumstances. Known formally as the "Federal Kidnapping Act of 1932" (18 U.S.C. § 1201(a)(1)), the new statute provided for federal jurisdiction over all future kidnappings in which any victim(s) were taken across state lines and/or (as had occurred in the Lindbergh case) the kidnapper(s) used "the mail or any means, facility, or instrumentality of interstate or foreign commerce in committing or in furtherance of the commission of the offense" including as a means to demand a ransom.[60]Lindbergh testifies at the Hauptmann trial in 1935The assiduous tracing of the serial numbers many $10 and $20 Gold certificates passed in the New York City area over the next year-and-a-half eventually led police to Bruno Richard Hauptmann, a 34-year-old German immigrant carpenter, who was arrested near his home in The Bronx, New York, on September 19, 1934. (Hauptmann was identified by the license plate number of his automobile which a gas station attendant had written on the bill after receiving it from him in payment for services.) A stash containing $13,760 of the ransom money was subsequently found hidden in his garage. Charged with kidnapping, extortion, and first degree murder, Hauptmann went on trial in a circus-like atmosphere in Flemington, New Jersey on January 2, 1935. Six weeks later he was convicted on all counts when, following 11 hours of deliberation, the jury delivered its verdict late on the night of February 13 after which trial judge Thomas Trenchard immediately sentenced Hauptmann to death.[61] Although he continued to adamantly maintain his innocence, all of Hauptmann's appeals and petitions for clemency were rejected by early December 1935.[62] Despite a last minute attempt by New Jersey Governor Harold G. Hoffman (who believed Hauptmann was guilty but also had always expressed doubts that he could have acted alone) to convince him to confess to the crimes in exchange for getting his sentence commuted to life imprisonment, the by then 36-year-old Hauptmann refused and was electrocuted at Trenton State Prison on April 3, 1936.[63]Self exile in Europe (1936-1939)Lindbergh and his family arrive in England, Dec 31, 1935 (Universal Newsreel)An intensely private man when it came to his family life,[64] Lindbergh became exasperated by the unrelenting press and public attention focused on them in the wake of the kidnapping and Hauptmann trial.[65][66] Particularly concerned for the physical safety of their then three-year-old second son, Jon, by late 1935 the Lindberghs secretly came to the decision to voluntarily exile themselves in Europe.[67][68] Consequently in the pre-dawn hours of Sunday, December 22, 1935, the family "sailed furtively"[65] from Pier 60 (West 20th St, Manhattan) for Liverpool, England,[69] as the only three passengers on board the United States Lines freighter SS American Importer. To help maintain the strict secrecy, Lindbergh insisted upon for their departure,[66] the family traveled under assumed names and using diplomatic passports which had been issued just a week earlier through the personal intervention of Treasury Secretary Ogden Mills.[70]News of the Lindberghs' "flight to Europe"[65] did not break until a full day later in an exclusive front-page story by New York Times aviation editor Lauren "Deac" Lyman, a longtime family friend, supporter and confidant[71], published in the paper's final Monday morning edition although Lyman intentionally withheld the identity of the ship as well as its time and port of departure from that initial account.[72] While Lyman included the information in his followup story published the next day,[66] radiograms sent to Lindbergh on the American Importer were nevertheless all returned with the notation "Addressee not aboard."[65]Although Lindbergh had "offered no public explanation" for the family's unannounced departure,[65] shortly before they sailed he had told Lyman in a private interview: "We Americans are a primitive people. We do not have discipline. Our moral standards are low. It shows up in the private lives of people we know — their drinking and 'behavior with women.' It shows in the newspapers, the moroffer curiosity over crimes and murder trials. Americans seem to have little respect for law, or the rights of others."[73][74] For those reasons, Lindbergh told Lyman, he had decided to take his family to England to "seek a safe, secluded residence away from the tremendous public hysteria" that surrounded him in America.[72]The Lindberghs arrived in Liverpool on December 31, 1935 where they secluded themselves before later departing for South Wales to stay with relatives.[75][76]"Long Barn", the Lindbergh's rented home in EnglandThe family eventually rented "Long Barn" in the village of Sevenoaks Weald, Kent, England. One newspaper wrote that Lindbergh "won immediate popularity by announcing he intended to purchase his supplies 'right in the village, from local tradesmen.' The reserve of the villagers, most of whom had decided in advance he would be a blustering, boastful young American, is melting."[77] At the time of Hauptmann's execution, local police almost sealed off the area surrounding Long Barn with "orders to regard as suspects anyone except residents who approached within a mile of the home." Lindbergh later described his three years in the Kent village as "among the happiest days of my life."[77] In 1938, the family moved to Île Illiec, a small four-acre island Lindbergh purchased off the Breton coast of France.[78]Although Charles and Anne Lindbergh had made a brief unannounced holiday visit to the US in December, 1937,[79] the family (including a second son, Land, born in London in May, 1937) would continue to live and travel extensively in Europe for more than three years before finally returning to reside again in the United States in April, 1939, settling in a rented seaside estate at Lloyd Neck, Long Island, NY.[73][80] The timing of the family's return came primarily as the result of a personal request by General H. H. ("Hap") Arnold, the Chief of the United States Army Air Corps in which Lindbergh was a Colonel in the Reserves, for him to accept a temporary call up to active duty in order to help evaluate that service's readiness for a potential war.[81][82] Lindbergh's brief four-month tour was also his first period of active military service since he had graduated from the Army's Flight School 14 years earlier in 1925.[73]Pre-war activitiesIn 1929, Lindbergh became interested in the work of rocket pioneer Robert H. Goddard. By helping Goddard secure an endowment from Daniel Guggenheim in 1930, Lindbergh allowed Goddard to expand his research and development. Throughout his life, Lindbergh remained a key advocate of Goddard's work.[83]A Lindbergh perfusion pump, c. 1935In 1930, Lindbergh's sister-in-law developed a fatal heart condition. Lindbergh began to wonder why hearts could not be repaired with surgery. Starting in early 1931 at the Rockefeller Institute and continuing during his time living in France, Lindbergh studied the perfusion of organs outside the body with Nobel Prize-winning French surgeon Dr. Alexis Carrel. Although perfused organs were said to have survived surprisingly well, all showed progressive degenerative changes within a few days.[84] Lindbergh's invention, a glass perfusion pump, named the "Model T" pump, is credited with making future heart surgeries possible. However, in this early stage, the pump was far from perfected. In 1938, Lindbergh and Carrel summarized their work in their book, The Culture of Organs describing an artificial heart[85] but it was decades before one was built. In later years, Lindbergh's pump was further developed by others, eventually leading to the construction of the first heart-lung machine.[86]SA-Gruppenführer Hermann Göring presents Lindbergh with a medal on behalf of Adolf Hitler in October 1938; Anne Lindbergh is far left.At the behest of the U.S. military, Lindbergh traveled several times to Germany to report on German aviation and the German Air Force (Luftwaffe) from 1936 through 1938.[87]Lindbergh toured German aviation facilities, where the commander of the Luftwaffe, SA-Gruppenführer Hermann Göring convinced Lindbergh the Luftwaffe was far more powerful than it was. With the approval of Göring and Ernst Udet, Lindbergh was the first American permitted to examine the Luftwaffe's newest bomber, the Junkers Ju 88 and Germany's front line fighter aircraft, the Messerschmitt Bf 109. Lindbergh received the unprecedented opportunity to pilot the Bf 109. Lindbergh said of the fighter that he knew "of no other pursuit plane which combines simplicity of construction with such excellent performance characteristics." Colonel Lindbergh inspected all the types of military aircraft Germany was to use in 1939 and 1940.[87]Lindbergh's medal (Service Cross of the German Eagle)Lindbergh reported to the U.S. military that Germany was leading in metal construction, low-wing designs, dirigibles and diesel engines. Lindbergh also undertook a survey of aviation in the Soviet Union in 1938. Lindbergh's findings found their way into air intelligence reports to Washington long before the European war began."[88]The American ambassador to Germany, Hugh Wilson, invited Lindbergh to dinner with Göring at the American embassy in Berlin in 1938. The dinner included diplomats and three of the greatest minds of German aviation, Ernst Heinkel, Adolf Baeumker and Dr. Willy Messerschmitt. For Lindbergh's 1927 flight and services to aviation, on behalf of Adolf Hitler, Göring presented him with the Commander Cross of the Order of the German Eagle. (Henry Ford received the same award earlier in July.) However, Lindbergh's acceptance of the medal caused controversy after Kristallnacht, an anti-Jewish pogrom that broke out in Germany a few weeks later. Lindbergh declined to return the medal, later writing (according to A. Scott Berg): "It seems to me that the returning of decorations, which were given in times of peace and as a gesture of friendship, can have no constructive effect. If I were to return the German medal, it seems to me that it would be an unnecessary insult. Even if war develops between us, I can see no gain in indulging in a spitting contest before that war begins."[89]During this period, Lindbergh was back on temporary duty as a colonel in the Army Air Corps assigned to the task of recruitment, finding a site for a new air force research institute and other potential air bases.[90] Another role that he undertook was in evaluating new aircraft types in development. Assigned a Curtiss P-36 fighter, he toured various facilities, reporting back to Wright Field.[90]Munich crisisAt the urging of U.S. Ambassador Joseph Kennedy, Lindbergh wrote a secret memo to the British warning that if Britain and France responded militarily to German dictator Adolf Hitler's violation of the Munich Agreement in 1938, it would be suicide. Lindbergh stated that France's military strength was inadequate and that Britain had an outdated military over-reliant upon naval power. He recommended they urgently strengthen their air arsenal in order to force Hitler to turn his ambitions eastward to a war against "Asiatic Communism."[91]In a controversial 1939 Reader's Digest article, Lindbergh said, "Our civilization depends on peace among Western nations... and therefore on united strength, for Peace is a virgin who dare not show her face without Strength, her father, for protection."[92][93] Lindbergh deplored the rivalry between Germany and Britain but favored a war between Germany and Russia. There is some controversy as to how accurate his reports concerning the Luftwaffe were, but Cole reports the consensus among British and American officials was that they were slightly exaggerated but badly needed.[91]"America First" involvementThe logo for the America First CommitteeIn late 1940, he became spokesman of the antiwar America First Committee.[94] He soon became its most prominent public spokesman, speaking to overflowing crowds in Madison Square Garden in New York City and Soldier Field in Chicago. His speeches were heard by millions. During this time, Lindbergh lived in Lloyd Neck, on Long Island, New York.Lindbergh argued that America did not have any business attacking Germany and believed in upholding the Monroe Doctrine, which his interventionist rivals felt was outdated. In his autobiography he wrote:“I was deeply concerned that the potentially gigantic power of America, guided by uninformed and impractical idealism, might crusade into Europe to destroy Hitler without realizing that Hitler's destruction would lay Europe open to the rape, loot and barbarism of Soviet Russia's forces, causing possibly the fatal wounding of western civilization.[95]”Charles Lindbergh speaking at an AFC rallyIn his January 23, 1941, testimony in opposition to the Lend-Lease Bill before the House Committee on Foreign Affairs, Lindbergh proposed that the United States negotiate a neutrality pact with Germany.[96] President Roosevelt publicly criticized Lindbergh's views on neutrality three months later during a White House press conference on April 25, 1941, as being those of a "defeatist and appeaser" and compared him to U.S. Rep. Clement L. Vallandigham (D-OH), the leader of the "Copperhead" movement that had opposed the American Civil War. Three days later Lindbergh resigned his commission as a Colonel in the U.S. Army Air Corps in an April 28 letter to the President in which he said that he could find "no honorable alternative" to his taking such an action after Roosevelt had publicly questioned his loyalty.[97]In a speech at an America First rally in Des Moines on September 11, 1941, "Who Are the War Agitators?", Lindbergh claimed the three groups, "pressing this country toward war [are] the British, the Jewish and the Roosevelt Administration" and said of Jewish groups,“Instead of agitating for war, the Jewish groups in this country should be opposing it in every possible way for they will be among the first to feel its consequences. Tolerance is a virtue that depends upon peace and strength. History shows that it cannot survive war and devastation.[98]”In the speech, he warned of the Jewish people's "large ownership and influence in our motion pictures, our press, our radio and our government". However, he went on to condemn Nazi Germany's antisemitism: "No person with a sense of the dignity of mankind can condone the persecution of the Jewish race in Germany." Lindbergh declared,“I am not attacking either the Jewish or the British people. Both races, I admire. But I am saying that the leaders of both the British and the Jewish races, for reasons which are as understandable from their viewpoint as they are inadvisable from ours, for reasons which are not American, wish to involve us in the war. We cannot blame them for looking out for what they believe to be their own interests, but we also must look out for ours. We cannot allow the natural passions and prejudices of other peoples to lead our country to destruction.[99]”The speech was heavily criticized as being anti-Semitic.[100] In response Lindbergh stated again he was not anti-Semitic, but he did not back away from his statements.Lindbergh's wife, Anne Morrow Lindbergh had concerns about the reaction to the speech and how it would affect his reputation, wrongfully in her view. From her diary:“[...] I have the greatest faith in [Lindbergh] as a person — in his integrity, his courage, and his essential goodness, fairness, and kindness — his nobility really. . . . How then explain my profound feeling of grief about what he is doing? If what he said is the truth (and I am inclined to think it is), why was it wrong to state it? He was naming the groups that were pro-war. No one minds his naming the British or the Administration. But to name "Jew" is un-American — even if it is done without hate or even criticism. Why?[101]”Interventionists created pamphlets pointing out his efforts were praised in Nazi Germany and included quotations such as "Racial strength is vital; politics, a luxury". They included pictures of him and other America Firsters using the stiff-armed Bellamy salute (a hand gesture described by Francis Bellamy to accompany his Pledge of Allegiance to the American Flag); the photos were taken from an angle not showing the Flag, so to observers it was indistinguishable from the Hitler salute.[102]President Franklin D. Roosevelt disliked Lindbergh's outspoken opposition to intervention and his administration's policies, such as the Lend-Lease Act. Roosevelt said to Treasury Secretary Henry Morgenthau in May 1940, "if I should die tomorrow, I want you to know this, I am absolutely convinced Lindbergh is a Nazi."[103] FBI Director J. Edgar Hoover, on his own authority, began to investigate Lindbergh's personal life. Hoover had his agents look for anything that might discredit Lindbergh's reputation, such as information purporting that during Prohibition, Lindbergh had bootlegged whiskey in Montana and had consorted with pimps and prostitutes. While not ordering the FBI to look into Lindbergh, Roosevelt all the same did not complain about Hoover's efforts.[104]Thoughts on race and racismLindbergh elucidated his beliefs about the white race in an article he published in Reader's Digest in 1939:We can have peace and security only so long as we band together to preserve that most priceless possession, our inheritance of European blood, only so long as we guard ourselves against attack by foreign armies and dilution by foreign races.[105]Because of his trips to Nazi Germany, combined with a belief in eugenics,[106] Lindbergh was suspected of being a Nazi sympathizer.Lindbergh's reaction to Kristallnacht was entrusted to his diary: "I do not understand these riots on the part of the Germans," he wrote. "It seems so contrary to their sense of order and intelligence. They have undoubtedly had a difficult 'Jewish problem,' but why is it necessary to handle it so unreasonably?"[107] Lindbergh had planned to move to Berlin for the winter of 1938-39, just after Kristallnacht, a time when many Americans reacted with revulsion at the barbarism. He had provisionally found a house in Wannsee, but after Nazi friends discouraged him from leasing it because it had been formerly owned by Jews,[108] it was recommended that he contact Albert Speer who said he would build the Lindberghs a house anywhere they wanted. On the advice of his close friend the eugenicist Alexis Carrel, he cancelled the trip.[108]In his diaries, he wrote: "We must limit to a reasonable amount the Jewish influence...Whenever the Jewish percentage of total population becomes too high, a reaction seems to invariably occur. It is too bad because a few Jews of the right type are, I believe, an asset to any country."Lindbergh's anti-communism resonated deeply with many Americans, while eugenics and Nordicism enjoyed social acceptance.[93]Although Lindbergh considered Hitler a fanatic and avowed a belief in American democracy,[109] he clearly stated elsewhere that he believed the survival of the white race was more important than the survival of democracy in Europe: "Our bond with Europe is one of race and not of political ideology," he declared.[110] Critics have noticed an apparent influence of German philosopher Oswald Spengler on Lindbergh.[111] Spengler was a conservative authoritarian and during the interwar era, was widely read throughout Western World, though by this point he had fallen out of favor with the Nazis because he had not wholly subscribed to their theories of racial purity.[111]Lindbergh with Edsel Ford (left) and Henry Ford in the Ford hangar. Photo: August 1927.Lindbergh developed a long-term friendship with the automobile pioneer Henry Ford, who was well known for his anti-Semitic newspaper The Dearborn Independent. In a famous comment about Lindbergh to Detroit's former FBI field office special agent in charge in July 1940, Ford said: "When Charles comes out here, we only talk about the Jews."[112][113]Lindbergh considered Russia to be a "semi-Asiatic" country compared to Germany, and he found Communism to be an ideology that would destroy the West's "racial strength" and replace everyone of European descent with "a pressing sea of Yellow, Black, and Brown." He openly stated that if he had to choose, he would rather see America allied with Nazi Germany than Soviet Russia. He preferred Nordics, but he believed, after Soviet Communism was defeated, Russia would be a valuable ally against potential aggression from East Asia.[111][114]Lindbergh said certain races have "demonstrated superior ability in the design, manufacture, and operation of machines."[115] He further said, "The growth of our western civilization has been closely related to this superiority."[116] Lindbergh admired "the German genius for science and organization, the English genius for government and commerce, the French genius for living and the understanding of life." He believed that "in America they can be blended to form the greatest genius of all."[citation needed] His message was popular throughout many Northern communities and especially well received in the Midwest, while the American South was Anglophilic and supported a pro-British foreign policy.[117]Holocaust researcher and investigative journalist Max Wallace in his book, The American Axis, agreed with Franklin Roosevelt's assessment that Lindbergh was "pro-Nazi." However, Wallace finds the Roosevelt Administration's accusations of dual loyalty or treason as unsubstantiated. Wallace considers Lindbergh a well-intentioned, but bigoted and misguided, Nazi sympathizer whose career as the leader of the isolationist movement had a destructive impact on Jewish people.[118]Lindbergh's Pulitzer Prize-winning biographer, A. Scott Berg, contends Lindbergh was not so much a supporter of the Nazi regime as someone so stubborn in his convictions and relatively inexperienced in political maneuvering that he easily allowed rivals to portray him as one. Lindbergh's receipt of the German medal was approved without objection by the American embassy; the war had not yet begun in Europe. Indeed, the award did not cause controversy until the war began and Lindbergh returned to the United States in 1939 to spread his message of non-intervention. Berg contends Lindbergh's views were commonplace in the United States in the pre–World War II era. Lindbergh's support for the America First Committee was representative of the sentiments of a number of American people.[119]Yet Berg also notes that "As late as April 1939 – after Germany overtook Czechoslovakia – Lindbergh was willing to make excuses for Hitler. 'Much as I disapprove of many things Hitler had done,' he wrote in his diary on April 2, 1939, 'I believe she [Germany] has pursued the only consistent policy in Europe in recent years. I cannot support her broken promises, but she has only moved a little faster than other nations... in breaking promises. The question of right and wrong is one thing by law and another thing by history.'" Berg also explains that leading up to the war, in Lindbergh's mind, the great battle would be between the Soviet Union and Germany, not fascism and democracy. In this war, he believed that a German victory was preferable because he despised Joseph Stalin's regime, which, at the time, he believed was far worse than Hitler's.[citation needed]Berg writes that Lindbergh believed in a voluntary rather than compulsory eugenics program.[citation needed] Wallace noted that it was difficult to find social scientists among Lindbergh's contemporaries in the 1930s who found validity in racial explanations for human behavior. Wallace went on to observe that "throughout his life, eugenics would remain one of Lindbergh's enduring passions."[120] In Pat Buchanan's book A Republic, Not an Empire: Reclaiming America's Destiny, he portrays Lindbergh and other pre-war isolationists as American patriots who were smeared by interventionists during the months leading up to the attack on Pearl Harbor. Buchanan suggests the backlash against Lindbergh highlights "the explosiveness of mixing ethnic politics with foreign policy."[121]Lindbergh always preached military strength and alertness.[122][123] He believed that a strong defensive war machine would make America an impenetrable fortress and defend the Western Hemisphere from an attack by foreign powers, and that this was the U.S. military's sole purpose.[124]Berg reveals that while the attack on Pearl Harbor came as a shock to Lindbergh, he did predict that America's "wavering policy in the Philippines" would invite a bloody war there, and, in one speech, he warned that "we should either fortify these islands adequately, or get out of them entirely."[119]World War IIVMF-222 "Flying Deuces"After the Japanese attack on Pearl Harbor, Lindbergh sought to be recommissioned in the USAAF. The Secretary of War, Henry L. Stimson, declined the request on instructions from the White House.[125]Unable to take on an active military role, Lindbergh approached a number of aviation companies, offering his services as a consultant. As a technical adviser with Ford in 1942, he was heavily involved in troubleshooting early problems encountered at the Willow Run Consolidated B-24 Liberator bomber production line. As B-24 production smoothed out, he joined United Aircraft in 1943 as an engineering consultant, devoting most of his time to its Chance-Vought Division. The following year, he persuaded United Aircraft to designate him a technical representative in the Pacific Theater of Operations to study aircraft performances under combat conditions. He showed Marine Vought F4U Corsair pilots how to take off with twice the bomb load that the fighter-bomber was rated for and on May 21, 1944, he flew his first combat mission: a strafing run with VMF-222 near the Japanese garrison of Rabaul, in the Australian Territory of New Guinea.[126] He was also flying with VMF-216 (first squadron there) during this period from the Marine Air Base at Torokina, Bougainville Australian Solomon Islands. Several Marine squadrons were flying bomber escorts to destroy the Japanese stronghold of Rabaul. His first flight was escorted by Lt. Robert E. (Lefty) McDonough. It was understood that Lefty refused to fly with him again, as he did not want to be known as "the guy who killed Lindbergh."[126]433rd Fighter Squadron "Satan's Angels"In his six months in the Pacific in 1944, Lindbergh took part in fighter bomber raids on Japanese positions, flying about 50 combat missions (again as a civilian). His innovations in the use of Lockheed P-38 Lightning fighters impressed a supportive Gen. Douglas MacArthur.[127] Lindbergh introduced engine-leaning techniques to P-38 pilots, greatly improving fuel consumption at cruise speeds, enabling the long-range fighter aircraft to fly longer range missions. The U.S. Marine and Army Air Force pilots who served with Lindbergh praised his courage and defended his patriotism.[126]On July 28, 1944, during a P-38 bomber escort mission with the 433rd Fighter Squadron, 475th Fighter Group, Fifth Air Force, in the Ceram area, Lindbergh shot down a Sonia observation plane piloted by Captain Saburo Shimada, Commanding Officer of the 73rd Independent Chutai.[126][128]After the war, while touring the Nazi concentration camps, Lindbergh wrote in his autobiography that he was disgusted and angered. [N 4]Later lifeAfter World War II, he lived in Darien, Connecticut and served as a consultant to the Chief of Staff of the United States Air Force and to Pan American World Airways. With most of Eastern Europe having fallen under Communist control, Lindbergh believed most of his pre-war assessments were correct all along. But Berg reports after witnessing the defeat of Germany and the Holocaust firsthand shortly after his service in the Pacific, "he knew the American public no longer gave a hoot about his opinions." His 1953 book The Spirit of St. Louis, recounting his nonstop, transatlantic flight, won the Pulitzer Prize in 1954, and his literary agent, George T. Bye, sold the film rights to Hollywood for more than a million dollars. Dwight D. Eisenhower restored Lindbergh's assignment with the U.S. Air Force and made him a Brigadier General in 1954. In that year, he served on the Congressional advisory panel set up to establish the site of the United States Air Force Academy. In December 1968, he visited the crew of Apollo 8 (the first manned spaceflight to travel to the Moon) the day before their launch. On July 16, 1969, Lindbergh and T. Claude Ryan (previous owner of the Ryan Flying Company that built the Spirit of St. Louis aircraft) were present at Cape Canaveral to watch the launch of Apollo 11.[130] Lindbergh later wrote the foreword for Apollo 11 astronaut Michael Collins's autobiography, Carrying the Fire.Children from other relationshipsFrom 1957 until his death in 1974, Lindbergh had a relationship with German hat maker Brigitte Hesshaimer (1926–2003) who lived in a small Bavarian town called Geretsried (35 km south of Munich). On November 23, 2003, DNA tests proved that he fathered her three children. The two managed to keep the love affair secret; even the children did not know the true identity of their father, whom they saw when he came to visit once or twice per year using the alias "Careu Kent." Brigitte Hesshaimer's daughter Astrid later read a magazine article about Lindbergh and found snapshots and more than a hundred letters written from him to her mother. She disclosed the affair after both Brigitte and Anne Morrow Lindbergh had died. At the same time as Lindbergh was involved with Brigitte Hesshaimer, he also had a relationship with her sister, Marietta (born 1924), who bore him two more sons. Lindbergh had a house of his own design built for Marietta in a vineyard in Grimisuat in the Swiss canton Valais.[131]A 2005 book by German author Rudolf Schroeck, Das Doppelleben des Charles A. Lindbergh (The Double Life of Charles A. Lindbergh), claims seven secret children existed in Germany. It says Lindbergh "came and went as he pleased" during the last 17 years of his life, spending between three to five days with his Munich family about four to five times each year. "Ten days before he died in August 1974, Lindbergh wrote three letters from his hospital bed to his three mistresses and requested 'utmost secrecy'", Schroeck writes, whose book includes a copy of that letter to Brigitte Hesshaimer.[citation needed]Two of the seven children were from his relationship with the East Prussian aristocrat Valeska, who was Lindbergh's private secretary in Europe. They had a son in 1959 and a daughter in 1961. She had been friends with the Hesshaimer sisters and was the one who introduced them to Charles Lindbergh. In the beginning, they lived all together in his apartment in Rome. However, the friendship ended when Brigitte Hesshaimer became pregnant by him as well. Valeska lives in Baden-Baden and wants to keep her privacy, as mentioned in many German and International Reuter's newspaper articles, in Rudolf Schroek's book and a TV documentary by Danuta Harrich-Zandberg and Walter Harrich.[citation needed]In April 2008, Reeve Lindbergh, his youngest daughter with wife Anne Morrow Lindbergh, published Forward From Here: Leaving Middle Age and Other Unexpected Adventures, a book of essays that includes her discovery in 2003, of the truth about her father's three secret European families and her journeys to meet them and understand an expanded meaning of family.[132]Environmental causesFrom the 1960s on, Lindbergh campaigned to protect endangered species like humpback and blue whales, was instrumental in establishing protections for the controversial[133] Filipino group, the Tasaday, and African tribes, and supporting the establishment of a national park. While studying the native flora and fauna of the Philippines, he became involved in an effort to protect the Philippine Eagle. In his final years, Lindbergh stressed the need to regain the balance between the world and the natural Environment, and spoke against the introduction of supersonic airliners.[citation needed]Lindbergh's speeches and writings later in life emphasized his love of both technology and nature, and a lifelong belief that "all the achievements of mankind have value only to the extent that they preserve and improve the quality of life." In a 1967 Life magazine article, he said, "The human future depends on our ability to combine the knowledge of science with the wisdom of wildness."[citation needed]In honor of Charles and his wife Anne Morrow Lindbergh's vision of achieving balance between the technological advancements they helped pioneer, and the preservation of the human and natural Environments, the Lindbergh Award was established in 1978. Each year since 1978, the Lindbergh Foundation has given the award to recipients whose work has made a significant contribution toward the concept of "balance."[citation needed]Lindbergh's final book, Autobiography of Values, based on an unfinished manuscript was published posthumously. While on his death bed, he had contacted his friend, William Jovanovich, head of Harcourt Brace Jovanovich, to edit the lengthy memoirs.[134]DeathCharles Lindbergh's graveLindbergh spent his final years on the Hawaiian island of Maui, where he died of lymphoma[135] on August 26, 1974 at age 72. He was buried on the grounds of the Palapala Ho'omau Church in Kipahulu, Maui. His epitaph on a simple stone which quotes Psalms 139:9, reads: "Charles A. Lindbergh Born Michigan 1902 Died Maui 1974". The inscription further reads: "...If I take the wings of the morning, and dwell in the uttermost parts of the sea... C.A.LI also bought out a old Packard Dealership inventory several years ago and I will be listing those items as well as general antiques. These may fit the following and I will be listing items for the following cars such as auburn Bentley blackhawk Brewster bugatti buick Cadillac caddy Chrysler mopar general motors cord Cunningham delahaye doble duesenberg Dupont elcar franklin graham paige hispano-suiza horch Hudson isotta fraschini jaguar Jordan kissel lasalle la sale Lincoln continental locomobile marmon maybach McFarlan mercer Minerva nash Packard peerless pierce arrow reo revere ruxton stearns knight stevens Duryea studebaker stutz bearcat wills sainte Claire willys-knight Chevrolet chev chevy bow tie ford model t model a Desoto dodge Durant essex gardner hupmobile hupp la Fayette Marquette mercury Oakland oldsmobile olds Plymouth Pontiac rockne terraplane velie classic cars head lights cowl lights gm scta v-8 v8 v-12 v12 v-16 v16 rat rod street rod lead sled automobilia gas & oil gas and oil advertising graphic memorabilia trinkets license plates toppers accessories accessory mascot hood ornament engine parts winfield srbb body parts nos parts n.o.s. parts new old stock brass era parts scta indy 500 indianapolis 500 muscle cars car trunks spark plugs thermador neon straight 8 eight twelve sixteen car auto auto automobile teens roaring 20’s stream line airflow depression 1930’s 1940’s 1950’s 1960’s twenties thirties forties fifties sixties 1908 1909 1910 1911 1912 1913 1914 1915 1916 1917 1918 1919 1920 1921 1922 1923 1924 1925 1926 1927 1928 1929 1930 1931 1932 1933 1934 1935 1936 1937 1938 1939 1940 1941 1942 1942 1943 1944 1945 1946 1947 1948 1949 1950 1951 1952 1953 1954 1954 1955 1956 1957 1957 1958 1959 I gladly combine shipping to help the winner save on shipping. I am just guessing at the cost of shipping the items. I may have to invoice you a differnt amount if I guessed way to low or way to high on shipping. I am not looking to make money or loose money on shipping. I do not pack the items until it is sold, so I really can't give shipping quotes. Thanks!!!! JimmyOn Dec-10-12 at 16:55:37 PST, seller added the following information:
Below is some history of the event with Lindbergh and my ribbon and pass was in 1927 was there in 1927. Enjoy!!!!WELCOME TO LINDY WILL BE TYPICAL OF EL PASOCharles Lindbergh visited El Paso September 24, 1927. These articles ran in the Times the day of his arrival. I will post the articles about his visit tomorrow.September 24, 1927Thousands Will Pay Honor To America’s Greatest Flying Ace Here Today __EXPECTED ARRIVAL AT FT. BLISS AT 2__From Here Colonel Will fly To Santa Fe To Make A Short Stop In New Mexico__Today is Lindbergh Day, when El Paso pays honor to America’s greatest flying ace, who in 33 hours of a day and a night in May leaped into world-wide fame. The city is athrill with the Lindbergh spirit: a deep feeling of which the Flags and decorations give only a partial manifestation. Lindbergh will be welcomed by the largest crowd ever seen in El Paso. It will not be entirely an El Paso crowd. All yesterday and last night visitors were arriving by train and autos. More will come in this morning. Deming, Silver City, Tycoon, Las Cruces, nearly every place in a wide radius in New Mexico and Texas are sending big delegations.Col. Lindbergh is scheduled to arrive at Fort Bliss flying field at 2 o’clock this afternoon. With his famous plane, “”The Spirit of St. Louis,” he will circle the city, making a point of flying over Beaumont hospital grounds, so that disabled veterans will have opportunity to see him. He will then fly to the field, where he will land and his plane will be parked safely in an enclosure especially provided. A department of commerce plane will fly in half an hour before Lindbergh.Mayor R.E. Thomason will be the only one to shake hands with Lindbergh at the field. Gov. Dan Moody was expected, but is unable to leave Austin.It is requested by Mayor Thomason, and the committee that all residence along the line of parade be decorated. In addition, it is expected that business houses generally will decorate. Several thousand school children with Flags will stand in the four blocks reserved for them, two east and two west of St. Vrain on Montana street, and wave Flags as Lindbergh passes by.There will be only 10 cars in the parade, all of them driven by ex-aviators. The first car, with Lindbergh, will be driven by George M. Stiller. Others in the car will be Don Thompson, the colonel’s aide while here; Mayor Thomas, Myrtil Coblentz, general committee chairman, and R.H.E. Stevenson, marshal.Distinguished visitors will occupy the other nine cars, which will be H.O. Bostrom, Earl Weisiger, James Carey, Fred Wilson, C.L. Strain, J.T. Ringland and Earl C. Cochran.A change was made in the original line of parade so that wives of army offices, whose husbands are at Marfa, might have opportunity to view it. Lindbergh will go from the landing field through the 82nd field artillery headquarters, and than to Beaumont hospital, where he will make a brief talk to the veterans. This will be the only stop.It is estimated that the parade will take about an hour, so that he will arrive at the High school stadium about 3 o’clock. Lindbergh will make a 12 to 15 minute talk at the stadium. Amplifiers have been put in so that he can be heard not only over the stadium, but beyond it.After speaking at the stadium, Colonel Lindbergh will be taken to the Hotel Paso del Norte. A special suite has been arranged for him and artistically decorated. All the rooms in the Lindbergh wing of the hotel have been set apart for the colonel, his attendants and distinguished visitors.At 4:30 o’clock Col. Lindbergh will meet reporters for an interview. From the interviews he has given in other cities, it is evident that commercial aviation is the one thing nearest his heart and on which he talks, most freely. Personal questions do not appeal to him.Following this interview, Col. Lindbergh will have opportunity for rest until the banquet in his honor at Hotel Hussman at 7 o’clock. Mayor Thomason will be toastmaster. Lindbergh will speak about 15 minutes. The total time allowed for speeches and the musical features of the entertainment is 50 minutes. There will be many distinguished guests at the banquet, but on account of the limited time, they will do little more than bow acknowledgements to their introductions.Miss Elizabeth Garrett and Charles J. Andrews will sing at the banquet. Prof. Talavera, violinist, will play as will a Mexican orchestra under the leadership of Prof. Fernando Cabello.El Paso will present Lindbergh with a Mexican zarape and a Mexican sombrero, commemorative of his visit to the southwest. “This will be the only formal gift presentation,” said Mayor Thomason.At 9 o’clock Lindbergh will retire, according to the strict schedule which he follows while on his trip. He flies to El Paso from Tucson, stopping at Lordsburg. It had been planned that he would fly from El Paso to Fort Worth, stopping at Abilene, but getting in a day of rest either here or elsewhere.It is part of Lindbergh plan, however, to make a stop in every one of the 48 states. He found the New Mexico people did not consider that the brief stay at Lordsburg fulfilled this condition. So he will give up his expected day of rest and sometime tomorrow morning will fly from El Paso to Santa Fe. Thence he will go on to Fort Worth.In the plane with Lindbergh are the pilot, Lieut. Philip R. Love, who trained with him at Brooks and Kelly fields and later flew on the same air mail route; Donald E. Keyhoe, who represents the department of commerce and the Guggenheim fund; and C.C. Miadmint, one of the Wright company’s staff of field engineers.El Paso is one of the 75 cities which Lindbergh is visiting on his trip. He was given a continuous ovation on the Pacific coast, just before coming to El Paso. He visited San Francisco, Los Angeles and San Diego. He is especially anxious to increase interest in various cities, so that suitable airports will be provided and plans made for the extension of the air mail service and passenger air traffic. In interviews in other cities he has emphasized the need for improving the safety rather than the speed factors of airplanes.
On Dec-10-12 at 19:06:19 PST, seller added the following information:I found another newspaper account of his visit to El Paso in 1927 related to these items"CITY TAKES ‘LINDY’ HOLIDAYSeptember 25, 1927NOTED GUEST TELLS MAYOR HE IS ‘GLAD’“Spirit of St. Louis” Reaches Fort Bliss Field Exactly On Schedule Time.__“We are glad we are here.”Col. Charles A. Lindbergh, tall, slender, tanned, but rosy cheeked, blond curly hair, altogether a good, clean-looking youngster, said Mayor R.E. Thomason in response to the letter’s greeting.When this modest young American, who looks and seems to be nothing but a boy, stepped from the cabin of “The Spirit of St. Louis,” he removed his helmet and then approached the mayor.Said the mayor: “Slim, we are glad you are here. El Paso is yours.Then Slim replied that he was glad “we are here” and thanked the mayor.“Have a nice trip?” Inquired the mayor.“Fine” said the young colonel.“Fine all the way through.”It was exactly 2 o’clock when the “Spirit of St. Louis” rolled to the entrance of the hanger.“You fly in on schedule time,” Myrtil Coblentz, chairman of the Lindbergh committee, stated.“I try to,” Modestly said Col. Lindberg. Modesty is one of his outstanding and chief characteristics.As in every other place, the colonel won the heart of El Paso. Perhaps Mr. Coblentz best described him by saying: Hasn’t he a joyable face?”Although there was no special edict to the effect. Lindberg day in El Paso was a holiday. Business was at a standstill. During the parade, merchants locked up their stores, and they and their employees went out on the streets to see the colonel pass by.Banks opened at 9 in the morning and closed at noon, an hour earlier, each way, than the customary Saturday banking hours. Among the places that closed were the post office and public library. Saturday was not officially declared a holiday, but El Paso took it.The city was gaily decorated, the American Flag forming the chief not in the decorative scheme. The 10 official cars in the parade were appropriately decorated. On the back of each was a large picture of Lindy and a welcome to him.Main roads, by-roads, in fact, all roads led to the army landing field yesterday afternoon. A constant, steady stream of cars poured over the roadways. Cars were parked two deep along one edge of the field. They were parked in a continuous line along the highway to the post and along the road to William Beaumont hospital. In addition to the regular passenger cars, there were many trucks. Numerous cars carried more than the special field passenger capacity.Reaching the field, occupants left the machines and assembled near the hanger, a solid mass of humanity. The lines extended for long distances on each side of the hanger, and also on the edge of the field. This latter position was taken because not another soul could squeeze into the crowds in the vicinity of the wire enclosure, which had been erected for “The Spirit of St. Louis.”In spite of the great numbers, it was an extremely orderly crowd.There was only one time when it threatened to overrun the guards and that was when Col. Lindberg taxied into the enclosure. Even if this, the crowd only rushed to the fences and remained.Reyes Boys’ band entertained during the wait for the arrival of the colonel.“I know,” said Arthur M. Lockhart, “that not more than 1,000 people stayed home today.” He had a pair of strong field glasses trained in the direction Col. Lindbergh would fly in from Lordsburg, where he stopped yesterday for three quarters of an hour. There were many others who also had field glasses. A number brought along opera glasses.Before 1:30 the department of commerce plane, piloted by Lieut. Phillip R. Love. Col. Lindbergh’s buddy, hove into sight. The lieutenant made a graceful landing and was in the hanger promptly at 1:30, the hour the department plane was scheduled to arrive.Mayor Thomason and members of the committee greeted the occupants, D.E. Keyhoe, manager of the tour and Col. Lindbergh’s aide, and C.C. Maidment, mechanic, besides Lieut. Love.“How about Col. Lindbergh?” the mayor asked Mr. Keyhoe.“He will be there at 2,” confidentially replied Mr. Keyhoe.“The Spirit of St. Louis” came into El Paso ahead of time and the colonel, as some stated, “played around overhead, before making for the landing field. Some who were watching the plane through glasses thought that the plane had gone over a part of Juarez.A din of auto horns announced the arrival of the colonel over the landing field. “Lindy welcome banners” began to flutter wildly and enthusiastic cheering vied with the horns.“The Spirit of St. Louis” came over the western edge of the filed at a rapid pace, swooped down gracefully and flew to the other side. A climbing turn at the lowest point, perfectly executed, brought exclamation of admiration from the excited throngs. The turn, which was made so that the colonel could get a good view of the ground, brought the plane back to the field, to watch it descended gently. Visibility is not one of the features of the plane. There is the huge gas tank for one thing, and that is the reason there is the periscope.Col. Lindbergh brought his plane to a stop, probably 50 feet from the opening of the wire enclosure. It looked like a big silvered bird. He taxied up to the enclosure.After the second stop the colonel remained in the plane for about four minutes. He did this in order to shut off the gas line and run the motor until all the gasoline had drained out. This is a religious duty for him, for the reason that should anyone happen to strike the propeller it would not spin and therefore no one would be injures.“The Colonel,” said Mr. Keyhoe, “never runs the slightest risk of injuring anyone.”When this duty was performed. Col. Lindbergh stepped from the plane and remove his helmet. Mr. Keyhoe presented the mayor, who was the first and one of the only seven men who shook hands with the colonel. Promiscuous handshaking, like kissing, are two things barred in the colonel’s case. Mayor Thomason in turn presented Dr. H. E. Stevenson, grand marshal for the occasion; Don Thompson, the colonel’s El Paso aide; Herman Bosch, city clerk and secretary of the committee; Maj. C.A. Mitchell, temporary officer at Fort Bliss, Mr. Coblentz and George Stiller, former aviator, who had the honor of driving Col. Lindbergh.Col. Lindbergh was taken through a side door of the hangar to the car in which he rode in the parade. This was parked between the hangar and another building and the space was jammed. A number of young women, who were fortunate enough to get near the doorway through which the colonel made his exit, demonstrated they wee exceedingly thrilled by being in such close proximity to the hero.It was 2:06 when the 10 official cars, making up the parade, left the hanger and, in courtesy to the army, passed through the 82nd air field artillery headquarters so that the wives of the officers attending the maneuvers at Marfa could get a look at the colonel.As soon as the colonel departed from the field, a rush was made for automobiles and, what appeared like an unending stream of cars, the journey back to the city started. In clods of dust, cars, countless almost, traveled back to the main highway, many stopping at every point where another glimpse of the colonel could be obtained. Any number of the cars made as many as four street intersections in time to see the colonel pass again.One reason why there were not more at the high school stadium is probably de to the fact that many cross streets were blocked and it was an impossibility to get through.County and city motorcycle officers, leading the parade, are due considerable credit for the manner in which they handled the situation. The same applies to the traffic men, who, perhaps, had their biggest job since they have been members of the force. A squad of 25 city firemen, pressed into police service, to help out the regular cops, also came in for high praise.While persons lined every block of the parade route, the densest crowds were in the immediate downtown district, particularly around San Jacinto park and Pioneer plaza. Windows of hotels, office buildings and stores were filled with spectators.It was 4:30 when the parade journey was completed and Col. Lindbergh reached the stadium.
Historic Charles Lindbergh Automobile Pass and Reception Ribbon 1 of a Kind>>NR<:
$405.00