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Charles Augustus Lindbergh

1902-1974
Born: Detroit, Oakland, Michigan
Died: Kipahulu, Maui County, Hawaii, USA

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  • Residence: Age In 1910: 8; Marital Status: Single; Relation To Head Of House: Son

  • Residence: Age: 17; Marital Status: Single; Relation To Head Of House: Son

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    <p><strong>Charles Augustus Lindbergh</strong> (February 4, 1902 &ndash; August 26, 1974) (nicknamed "Lucky Lindy" and "The Lone Eagle") was an American aviator, author, inventor and explorer.</p> <p>On May 20&ndash;21, 1927, Lindbergh emerged instantaneously from virtual obscurity to world fame as the result of his Orteig Prize-winning solo non-stop flight from Roosevelt Field in New York City to Le Bourget Field in Paris in the single-seat, single-engine monoplane <em>Spirit of St. Louis</em>. Lindbergh, an Army reserve officer, was also awarded the nation's highest military decoration, the Medal of Honor, for his historic exploit.<sup><span>[</span>1<span>]</span></sup></p> <p>His exploit was marred however by the subsequent kidnap and murder of his baby son.</p> <p>In the late 1920s and early 1930s, Lindbergh used his fame to relentlessly help promote the rapid development of U.S. commercial aviation. In the later 1930s and up until the Japanese attack on Pearl Harbor, Lindbergh was an outspoken advocate of keeping the U.S. out of the world conflict (as was his Congressman father during World War I) and became a leader of the anti-war America First movement. Nonetheless, he supported the war effort after Pearl Harbor and flew many combat missions in the Pacific Theater as a civilian consultant, even though President Roosevelt had refused to reinstate his Army Air Corps colonel's commission that he had resigned earlier in 1939.</p> <p>In his later years, Lindbergh became a prolific prize-winning author, international explorer, inventor, and active environmentalist.<sup><span>[</span>2<span>]</span></sup></p> <p><span><strong>Early years</strong></span></p> <div>Charles 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 emigrant Charles August Lindbergh (birth name Carl M&aring;nsson) (1859&ndash;1924), and Evangeline Lodge Land Lindbergh (1876&ndash;1954), of Detroit.<sup><span>[</span>3<span>]</span></sup> The elder Lindbergh was a U.S. Congressman (R-MN <span style="font-size: small;">6th) from 1907 to 1917 who gained notoriety when he opposed the entry of the U.S. into World War I.<sup><span>[</span>4<span>]</span></sup> Mrs. Lindbergh was a teacher at </span>Cass Technical High School in Detroit and later at Little Falls (MN) High School from which her son 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 one full year) including the Force School and Sidwell Friends School while living in Washington, D.C. with his father,<sup><span>[</span>5<span>]</span></sup> and Redondo Union High School in California.<sup><span>[</span>6<span>]</span></sup> The Lindberghs were divorced in 1909 when their son was seven.</div> <p><span><strong>Early aviation career</strong></span></p> <div>From an early age Charles Lindbergh had exhibited an interest in the mechanics of motorized transportation including his family's Saxon "Six" automobile, later his Excelsior motorbike, and by the time he enrolled as a mechanical engineering student at the University of Wisconsin-Madison in 1920, he had also become fascinated with flying even though he "had never been close enough to a plane to touch it."<sup><span>[</span>7<span>]</span></sup> Lindbergh dropped out of the engineering program in February 1922, and a month later headed to Lincoln, Nebraska, to enroll as a student at the flying school operated by the Nebraska Aircraft Corporation. Arriving on April 1, 1922, he flew for the first time in his life nine days later when he took to the air as a passenger in a two-seat Lincoln-Standard <em>"Tourabout"</em> biplane piloted by Otto Timm.<sup><span>[</span>8<span>]</span></sup></div> <div>A few days later Lindbergh took his first formal flying lesson in that same machine with instructor pilot Ira O. Biffle, although the 20-year old student pilot would never be permitted to "solo" during his time at the school because he could not afford to post a bond which the president of the company, Ray Page<sup><span>[</span>9<span>]</span></sup>, insisted upon in the event the novice flyer were to damage the school's only trainer in the process.<sup><span>[</span>10<span>]</span></sup> Thus in order to both gain some needed 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).<sup><span>[</span>11<span>]</span></sup><sup><span>[</span>12<span>]</span></sup> When winter came, however, Lindbergh returned to his father's home in Minnesota and did not fly again for over six months.<sup><span>[</span>13<span>]</span></sup></div> <div>Lindbergh's first solo flight did not come until May 1923 at Souther Field in Americus, Georgia, a former Army flight training field to which he had come to buy a World War I-surplus Curtiss JN-4 "Jenny" biplane. Even though Lindbergh had not had a lesson (or even flown) in more than half a year, he had nonetheless already secretly decided that he was ready to take to the air by himself. And so, 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 on his own for the first time in the Jenny that he had just purchased there for $500.<sup><span>[</span>14<span>]</span></sup><sup><span>[</span>15<span>]</span></sup> After spending another week or so at the field to "practice" (thereby acquiring all of 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" &mdash; and as a pilot.<sup><span>[</span>16<span>]</span></sup><sup><span>[</span>17<span>]</span></sup> 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.<sup><span>[</span>18<span>]</span></sup></div> <p>Lindbergh damaged his "Jenny" on several occasions over the summer, usually by breaking the prop on landing. His most serious accident came when he ran into a ditch in a farm field in Glencoe, MN, on June 3, 1923, while flying his father (who was then running for the U.S. Senate) to a campaign stop which grounded him for a week until he could repair his ship. In October Lindbergh flew his Jenny to Iowa where he sold it to a flying student of his. (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, L.I., NY, (adjacent to the site once occupied by Roosevelt Field from which Lindbergh took off on his flight to Paris in 1927). <sup><span>[</span>19<span>]</span></sup> 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 Curtis JN-4C <em>"Canuck"</em> (the Canadian version of the Jenny). Lindbergh also "cracked up" this plane once when his engine failed shortly after take off in Pensacola, FL, but again he managed to repair the damage himself.<sup><span>[</span>20<span>]</span></sup></p> <div>Following 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.<sup><span>[</span>21<span>]</span></sup> Late in his training Lindbergh experienced his worst flying accident on March 5, 1925 when he was involved in a midair collision eight days before graduation with another Army S.E.5 while practicing aerial combat maneuvers and was forced to bail out.<sup><span>[</span>22<span>]</span></sup> 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. With the Army not then in need of additional active duty pilots, however, 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 and was soon promoted to 1st Lieutenant.<sup><span>[</span>23<span>]</span></sup></div> <p>Lindbergh later noted in <em>"WE"</em>, 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.</p> <div> <div style="width: 127px;">&nbsp;</div> "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."<sup><span>[</span>24<span>]</span></sup></div> <p><span><strong>Air Mail pioneer and advocate</strong></span></p> <div>In October 1925, Lindbergh was hired by the Robertson Aircraft Corporation (RAC) in St. Louis (were 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&nbsp;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. <sup><span>[</span>25<span>]</span></sup> 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 <em>Oath of Mail Messengers.</em><sup><span>[</span>26<span>]</span></sup> It would not take long for him to be presented with the circumstances to prove how seriously he took this obligation.</div> <div>Twice during the 10 months that he flew CAM-2, Lindbergh involuntarily lost custody and control of the mail when he was forced to bail out of his mail plane owing to bad weather, equipment problems, and/or fuel exhaustion. Both incidents came while he was approaching Chicago at night: first near Ottawa, IL, on September 16, 1926 and then near Covell, IL, on November 3, 1926. After landing in rural farm fields by parachute, his first concern on both occasions 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 further 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 <em>Spirit of St. Louis.</em></div> <div>Although Lindbergh never returned to service as a regular Air Mail pilot, for many years after making his historic nonstop flight to Paris he used the immense fame that his exploits had brought him to help promote the use of the 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 then be 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 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 <em>Spirit of St. Louis.</em></div> <div>Those cities were the last three stops that he and the <em>Spirit</em> made during their 7,800-mile "Good Will Tour" of Latin America and the Caribbean between December 13, 1927 and February 8, 1928, during which he flew to M&eacute;xico, 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.<sup><span>[</span>27<span>]</span></sup> 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 <em>Spirit of St. Louis</em>. 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 many 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 "<em>Lindberghiana.</em>"</div> <p><span><strong>Pursuing the Orteig Prize</strong></span></p> <div>Designated 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, 25-year old relative latecomer to the race &mdash; Charles Lindbergh &mdash; who, in relation to the others, was virtually anonymous to the public as an aviation figure, had considerably less overall flying experience, and was being primarily financed by just a $15,000 bank loan and his own modest savings.</div> <div> <div style="width: 142px;"> <div>Charles Nungesser</div> </div> </div> <p>The first of the well known challengers to actually attempt a flight was famed World War I French fighter ace Ren&eacute; Fonck who on September 21, 1926, planned to fly eastbound from Roosevelt Field 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, VA, on April 26, 1927, while testing the three-engine Keystone Pathfinder biplane, <em>American Legion,</em> 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, Fran&ccedil;ois Coli, who departed from Paris - Le Bourget Airport on May 8, 1927 on a westbound flight in the Levasseur PL 8, <em>The White Bird</em> (<em>L'Oiseau Blanc</em>). All contact was lost with them after crossing the coast of Ireland, however, and they were never seen or heard from again.</p> <div>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 Levine, made the far less well remembered second successful nonstop flight across the Atlantic in the single engine Wright-Bellanca WB-2 <em>Miss Columbia</em> (N-X-237) leaving Roosevelt Field on June 4, 1927, two weeks after Lindbergh's flight and landing in Eisleben, Germany near Berlin 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 trimotor, <em>America</em>, flying with three others from Roosevelt Field on June 29, 1927. Although they reached Paris on July 1, 1927, Byrd was unable to land there because of 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.<sup><span>[</span>28<span>]</span></sup></div> <p><span><strong>Lindbergh's flight to Paris</strong></span></p> <div>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 May 20, 1927. Dubbed the <em>Spirit of St. Louis</em>, 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 Ryan Aeronautical Company of San Diego, California. Although the primary source of funding for the purchase of the <em>Spirit</em> 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<sup><span>[</span>29<span>]</span></sup>, 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 Air Mail for RAC.<sup><span>[</span>30<span>]</span></sup><sup><span>[</span>31<span>]</span></sup></div> <div>Burdened by its heavy load of 450 gallons of gasoline (2,709 lbs) 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 <em>"Spirit"</em> to clear the telephone lines at the far end of the field "by about twenty feet with a fair reserve of flying speed."<sup><span>[</span>32<span>]</span></sup> Over the next 33.5 hours he and the <em>"Spirit"</em> &mdash; which Lindbergh always jointly referred to simply as "WE" &mdash; faced many challenges including skimming over both storm clouds at 10,000&nbsp;feet (3,000&nbsp;m) and wave tops at as low at 10&nbsp;ft (3.0&nbsp;m), fighting icing, flying blind through fog for several hours, and navigating only by the stars (when visible) and "dead reckoning" before landing at Le Bourget at 10:22 PM on 21 May.<sup><span>[</span>33<span>]</span></sup> 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 <em>"Spirit"</em> (especially to the fabric covering on the fuselage) by souvenir hunters, both Lindbergh and the <em>Spirit</em> were eventually "rescued" from the mob by a group of French military flyers, soldiers, and police who took them both to safety in a nearby hangar.<sup><span>[</span>34<span>]</span></sup> From that moment on, however, life would never again be the same for the previously little known former Air Mail pilot who, by his successful flight, had just achieved virtually instantaneous &mdash; and lifelong &mdash; world fame.</div> <div>The French Foreign Office flew the American flag, the first time it had saluted someone not a head of state.<sup><span>[</span>35<span>]</span></sup> Gaston Doumergue, the President of France, bestowed the French L&eacute;gion d'honneur on the young Capt. Lindbergh, and on his arrival back in the United States aboard the United States Navy cruiser <em>USS Memphis</em> (CL-13) on June 11, 1927, a fleet of warships and multiple flights of military aircraft including pursuit planes, bombers, and the rigid airship <em>USS Los Angeles (ZR-3)</em>, escorted him up the Potomac River to Washington, D.C. where President Calvin Coolidge awarded him the Distinguished Flying Cross.<sup><span>[</span>36<span>]</span></sup><sup><span>[</span>37<span>]</span></sup> On that same day 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.<sup><span>[</span>38<span>]</span></sup> The following night the City of New York further honored Capt. Lindbergh with a grand banquet at the Hotel Commodore attended by some 3,600 people.</div> <div>After the flight, Lindbergh became an important voice on behalf of aviation activities, including the central committee of the National Advisory Committee for Aeronautics in the United States. 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 <em>Spirit of St. Louis</em>. Over the remainder of 1927 applications for pilot's licenses in the U.S. trebled, the number of licensed aircraft of all types quadrupled, and U.S. Airline passengers grew between 1926 and 1929 by 3,000% from 5,782 to 173,405.<sup><span>[</span>39<span>]</span></sup> Lindbergh is recognized in aviation for demonstrating and charting polar air routes, high altitude flying techniques, and increasing flying range by decreasing fuel consumption. These innovations are the basis of modern intercontinental air travel.</div> <p>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 &ndash; 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."<sup><span>[</span>40<span>]</span></sup></p> <div>Although Lindbergh was the first to fly nonstop from New York to Paris, he was not the first aviator to complete a transatlantic flight. 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.</div> <div>The first truly nonstop transatlantic flight (over a route far shorter than Lindbergh's) was achieved nearly eight years earlier on June 14&ndash;15, 1919. Two British flyers, John Alcock and Arthur Whitten Brown, flying a modified Vickers Vimy IV bomber departed from Lester's Field near St. John's, Newfoundland, on June 14 and arrived at Clifden, Ireland, the following day. <sup><span>[</span>41<span>]</span></sup></div> <p>After his flight, Lindbergh wrote a letter to the director of Longines, describing in detail a watch which would make navigation easier for pilots. The watch was manufactured to his design and is still produced today.</p> <p><span><strong>Marriage and children</strong></span></p> <div>Anne Morrow Lindbergh (1906-2001) was the daughter of diplomat Dwight Morrow whom he met in Mexico City in December 1927, where her father was serving as the U.S. Ambassador. 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 a "barnstormer" and Army cadet, 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.<sup><span>[</span>42<span>]</span></sup> Lindbergh said his "experience in breeding animals on our farm had taught me the importance of good heredity."<sup><span>[</span>43<span>]</span></sup></div> <p>The couple was married on May 27, 1929, and eventually had six children: Charles Augustus Lindbergh, Jr. (1930&ndash;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&ndash;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.</p> <p><span><strong>"The Crime of the Century"</strong></span></p> <div>In 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.<sup><span>[</span>44<span>]</span></sup> 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").<sup><span>[</span>45<span>]</span></sup> 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, in exchange for information &mdash; which proved to be false &mdash; about the child's whereabouts. The search finally ended on May 12 when the remains of an infant were serendipitously discovered by truck driver William Allen about two miles (3&nbsp;km) from the Lindberghs' home in woods near a road just north of the small village of Mount Rose, NJ. The child's body was soon identified by Lindbergh as being that of his kidnapped son. A month later the Congress passed the so-called "Lindbergh Law" <span style="font-size: small;">(18 U.S.C. &sect; 1201(a)(1)) on June 13, 1932, which made kidnapping a federal offense if the victim is taken across state lines or "uses 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.<sup><span>[</span>46<span>]</span></sup></span></div> <div>Assiduous tracing of 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, NY, on September 19, 1934. 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 just eleven 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.<sup><span>[</span>47<span>]</span></sup> Although he continued to adamantly maintain his innocence after his conviction, all of Hauptmann's appeals and petitions for clemency were rejected by early December 1935.<sup><span>[</span>48<span>]</span></sup> Despite a last minute attempt by New Jersey Governor Harold 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.</div> <p>The Lindberghs eventually grew tired of the never-ending spotlight on the family and came to fear for the safety of their then three-year old second son, Jon. Deciding, therefore, to seek seclusion in Europe, the family sailed from New York under a veil of secrecy on board the <em>SS American Importer</em> in the pre-dawn hours of December 22, 1935.<sup><span>[</span>49<span>]</span></sup> The family 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."<sup><span>[</span>50<span>]</span></sup> 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."<sup><span>[</span>50<span>]</span></sup> In 1938 the family moved to Iliec, a small (four-acre) island Lindbergh purchased off the Brittany coast of France.<sup><span>[</span>51<span>]</span></sup></p> <p><span><strong>Pre-war activities</strong></span></p> <p>Lindbergh became interested in the work of rocket pioneer Robert Goddard in 1929. 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.</p> <p>In 1930, Lindbergh's sister-in-law developed a fatal heart condition. Lindbergh began to wonder why hearts couldn't be repaired with surgery. When living in France, Lindbergh studied on 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.<sup><span>[</span>52<span>]</span></sup> 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, <em>The Culture of Organs</em> describing an artificial heart.<sup><span>[</span>53<span>]</span></sup> 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.</p> <p>Lindbergh and Carrell discussed eugenics.<sup><span>[</span>54<span>]</span></sup></p> <p>At the behest of the U.S. military, Lindbergh traveled several times to Germany to report on German aviation and the German Air Force (<em>Luftwaffe</em>) from 1936 through 1938.</p> <div>Lindbergh toured German aviation facilities, where the commander of the Luftwaffe Hermann G&ouml;ring convinced Lindbergh the Luftwaffe was far more powerful than it was. With the approval of Goering and Ernst Udet, Lindbergh was the first American permitted to examine the Luftwaffe's newest bomber, the 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.</div> <p>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."<sup><span>[</span>55<span>]</span></sup></p> <p>The American ambassador to Germany, Hugh Wilson, invited Lindbergh to dinner with G&ouml;ring at the American embassy in Berlin in 1938. The dinner included diplomats and three of the greatest minds of German aviation, Ernst Heinkel, Adolf Baeumaker and Dr. Willy Messerschmitt. For Lindbergh's 1927 flight and services to aviation, on behalf of Adolf Hitler, G&ouml;ring 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. 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."</p> <p>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.<sup><span>[</span>56<span>]</span></sup> 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.<sup><span>[</span>56<span>]</span></sup></p> <p><span><strong>Munich Crisis</strong></span></p> <p>At 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 overly 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."<sup><span>[</span>57<span>]</span></sup></p> <p>In a controversial 1939 <em>Reader's Digest</em> 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."<sup><span>[</span>58<span>]</span></sup><sup><span>[</span>59<span>]</span></sup> Lindbergh deplored the rivalry between Germany and Britain but favoured 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 were that they were slightly exaggerated but badly needed.</p> <p><span><strong>"America First" Involvement</strong></span></p> <p>After Germany invaded Poland in 1939, Lindbergh resigned his commission as a colonel in the U.S. Army Air Corps on September 14, 1939 to campaign as a private citizen for the antiwar America First Committee.<sup><span>[</span>60<span>]</span></sup> 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.</p> <p>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. Before World War II, according to Lindbergh historian A. Scott Berg, Lindbergh characterized that:</p> <blockquote> <p>&ldquo;the potentially gigantic power of America, guided by uninformed and impractical idealism, might crusade into Europe to destroy Hitler without realizing that Hitler&rsquo;s destruction would lay Europe open to the rape, loot and barbarism of Soviet Russia&rsquo;s forces, causing possibly the fatal wounding of western civilization.&rdquo; <sup><span>[</span>61<span>]</span></sup></p> </blockquote> <div>During his January 23, 1941, testimony before The House Committee on Foreign Affairs, Lindbergh recommended the United States negotiate a neutrality pact with Germany.</div> <p>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,</p> <blockquote> <p>"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."<sup><span>[</span>62<span>]</span></sup></p> </blockquote> <p>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," and went on to say of 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,</p> <blockquote> <p>"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."<sup><span>[</span>63<span>]</span></sup></p> </blockquote> <p>The speech was heavily criticized as being anti-Jewish.<sup><span>[</span>64<span>]</span></sup> In response Lindbergh noted again he was not anti-Semitic, but he did not back away from his statements.</p> <p>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 flag of the United States); the photos were taken from an angle not showing the American flag, so to observers it was indistinguishable from the Hitler salute.<sup><span>[</span>65<span>]</span></sup></p> <p>President Franklin Delano Roosevelt disliked Lindbergh's outspoken opposition to intervention and Roosevelt's policies such as the Lend-Lease Act. FDR 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."<sup><span>[</span>66<span>]</span></sup> To discredit Lindbergh's moral character FDR directed the FBI to investigate his personal life even though Lindbergh had a reputation as a decent, moral man.<sup><span>[</span>67<span>]</span></sup></p> <p><span><strong>Political allegations against Lindbergh</strong></span></p> <p>Because of his trips to Nazi Germany, combined with a belief in eugenics, Lindbergh was suspected of being a Nazi sympathizer.</p> <p>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?"<sup><span>[</span>68<span>]</span></sup></p> <p>In his diaries, he wrote: &ldquo;We must limit to a reasonable amount the Jewish influence&hellip; 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.&rdquo;</p> <p>Lindbergh's anti-Communism resonated deeply with many Americans while eugenics and Nordicism enjoyed social acceptance,<sup><span>[</span>59<span>]</span></sup> with enthusiasts such as Theodore Roosevelt,<sup><span>[</span>69<span>]</span></sup> and George S. Patton.<sup><span>[</span>70<span>]</span></sup></p> <p>Although Lindbergh considered Hitler a fanatic and avowed a belief in American democracy,<sup><span>[</span>71<span>]</span></sup> 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.<sup><span>[</span>72<span>]</span></sup> He had, however, a relatively positive attitude toward blacks (something that was scheduled to be fully revealed in an undelivered speech interrupted by the events that followed the bombing of Pearl Harbor<sup><span>[</span>73<span>]</span></sup>). Critics have noticed an apparent influence of German philosopher Oswald Spengler on Lindbergh.<sup><span>[</span>74<span>]</span></sup> 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.</p> <div>Lindbergh developed a long-term friendship with the automobile pioneer Henry Ford, who was well-known for his anti-Jewish newspaper "The Dearborn Independent." In a famous comment about Lindbergh to Detroit's former FBI bureau chief in July 1940, Ford said: "When Charles comes out here, we only talk about the Jews."<sup><span>[</span>75<span>]</span></sup><sup><span>[</span>76<span>]</span></sup></div> <p>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, 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.<sup><span>[</span>74<span>]</span></sup><sup><span>[</span>77<span>]</span></sup></p> <p>Lindbergh said certain races have "demonstrated superior ability in the design, manufacture, and operation of machines." <sup><span>[</span>78<span>]</span></sup> He further said, "the growth of our western civilization has been closely related to this superiority."<sup><span>[</span>79<span>]</span></sup> 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, "in America they can be blended to form the greatest genius of all."<sup><span style="white-space: nowrap;">[<em>citation needed</em>]</span></sup> 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.<sup><span>[</span>80<span>]</span></sup></p> <p>Holocaust researcher and investigative journalist Max Wallace, agrees with Franklin Roosevelt's assessment that Lindbergh was "pro-Nazi" in his book, <em>The American Axis</em>. 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.</p> <p>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.</p> <p>Yet Berg also notes that "As late as April 1939 &ndash; after Germany overtook Czechoslovakia &ndash; Lindbergh was willing to make excuses for Hitler. "Much as I disapprove of many things Hitler had done," he wrote in his diary of 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 Russia and Germany, not fascism and democracy. In this war, he believed that a German victory was preferable because of Stalin's horrific acts, which, at the time, he believed were far worse than Hitler's.</p> <p>Berg finds Lindbergh believed in a voluntary rather than compulsory eugenics program.<sup><span style="white-space: nowrap;">[<em>citation needed</em>]</span></sup></p> <p>In Pat Buchanan's book entitled <em>A Republic, Not An Empire: Reclaiming America's Destiny</em>, he portrays Lindbergh and other pre-war isolationists as American patriots who were smeared by interventionists during the months leading up to Pearl Harbor. Buchanan suggests the backlash against Lindbergh highlights "the explosiveness of mixing ethnic politics with foreign policy."<sup><span>[</span>81<span>]</span></sup> The views expressed in the book caused considerable controversy that eventually led to Buchanan's departure from the Republican Party.</p> <p>Lindbergh always preached military strength and alertness.<sup><span>[</span>82<span>]</span></sup><sup><span>[</span>83<span>]</span></sup> He believed that a strong defensive war machine, as well as his views about race, 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.<sup><span>[</span>84<span>]</span></sup></p> <p>Many acknowledge Lindbergh helped keep American public opinion isolationist until 1941 by advancing the movement to keep America out of the war for as long as possible. At the same time, some praise Lindbergh for his prediction that an Iron Curtain descended upon Europe; many of the predictions which Lindbergh made about the war came before Hitler violated his non-aggression pact with Stalin and launched Operation Barbarossa.<sup><span>[</span>85<span>]</span></sup> 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". Cole, Wallace and Buchanan all believe that Lindbergh was highly influential in ensuring that Hitler's war machine would advance toward the Eastern Front and inflict the most devastation there.</p> <p><span><strong>World War II</strong></span></p> <div>After the Japanese attack on Pearl Harbor, Lindbergh proposed to reactivate his colonel's commission within the new United States Army Air Forces. When several of Roosevelt's cabinet secretaries registered objections,<sup><span style="white-space: nowrap;">[<em>citation needed</em>]</span></sup> he was rejected by FDR's administration in December 1941.<sup><span>[</span>86<span>]</span></sup></div> <p>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 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 War to study aircraft performances under combat conditions. He showed Marine 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.<sup><span>[</span>87<span>]</span></sup></p> <p>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 P-38 Lightning fighters impressed a supportive Gen. Douglas MacArthur.<sup><span>[</span>88<span>]</span></sup> Lindbergh introduced engine-leaning techniques to P-38 pilots, greatly improving fuel usage 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.<sup><span>[</span>87<span>]</span></sup></p> <p>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.<sup><span>[</span>87<span>]</span></sup><sup><span>[</span>89<span>]</span></sup></p> <p>After the war, while touring the Nazi death camps, Lindbergh wrote in his autobiography that he was disgusted and angered. <sup><span>[</span>90<span>]</span></sup></p> <p><span><strong>Later life</strong></span></p> <p>After World War II, he lived in Darien, Connecticut and served as a consultant to the Chief of Staff of the U.S. 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 <em>The Spirit of St. Louis</em>, recounting his nonstop transatlantic flight, won the Pulitzer Prize in 1954. Dwight D. Eisenhower restored Lindbergh's assignment with the U.S. Army Air Corps 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 on the eve of the first manned spaceflight to leave earth orbit. On July 16, 1969, Lindbergh and "Spirit of St. Louis" constructor, T. Claude Ryan were present at Cape Canaveral to watch the launch of Apollo 11.</p> <p><span><strong>Children from other relationships</strong></span></p> <p>From 1957 until his death in 1974, Lindbergh had an affair with German hat maker Brigitte Hesshaimer who lived in a small Bavarian town called Geretsried (35&nbsp;km south of Munich). On November 23, 2003, DNA tests proved that he fathered her three children: Dyrk (1958), Astrid (1960) and David (1967). The two managed to keep the 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." 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, who bore him two more sons &ndash; Vago and Christoph. Lindbergh had a house of his own design built for Marietta in a vineyard in Grimisuat in the Swiss canton Valais.<sup><span>[</span>91<span>]</span></sup></p> <p>A 2005 book by German author Rudolf Schroeck, <em>Das Doppelleben des Charles A. Lindbergh</em> (<em>The Double Life of Charles A. Lindbergh</em>), 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.</p> <p>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 from 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.</p> <p>In April 2008, Reeve Lindbergh, his youngest daughter, published <em>Forward From Here,</em> 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. <sup><span>[</span>92<span>]</span></sup></p> <p><span><strong>Environmental causes</strong></span></p> <p>From the 1960s on, Lindbergh campaigned to protect endangered species like humpback and blue whales, was instrumental in establishing protections for the controversial <sup><span>[</span>93<span>]</span></sup> 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.</p> <p>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 <em>Life</em> magazine article, he said, "The human future depends on our ability to combine the knowledge of science with the wisdom of wildness."</p> <p>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."</p> <p>Lindbergh's final book, <em>Autobiography of Values</em>, 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. <sup><span>[</span>94<span>]</span></sup></p> <p><span><strong>Death</strong></span></p> <div>Lindbergh spent his final years on the Hawaiian island of Maui, where he died of lymphoma<sup><span>[</span>95<span>]</span></sup> on August 26, 1974. 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.L."</div> <p>Because of earthquake damage to Hawaii State Highway 31, Lindbergh's final resting place is currently accessible by land only via State Highway 360, the so-called Road to Hana.</p> <p><span><strong>Honors and tributes</strong></span></p> <div>The Lindbergh Terminal at Minneapolis-Saint Paul International Airport was named after him, and a replica of <em>The Spirit of St. Louis</em> hangs there. Another such replica hangs in the great hall at the recently rebuilt Jefferson Memorial at Forest Park in St. Louis. The definitive oil painting of Charles Lindbergh by St. Louisan Richard Krause entitled "The Spirit Soars" has been displayed there.<sup><span>[</span>96<span>]</span></sup>San Diego's Lindbergh Field, which is also known as San Diego International Airport was named after him. The airport in Winslow, Arizona has also been renamed Winslow-Lindbergh Regional. Lindbergh himself designed the airport in 1929 when it was built as a refueling point for the first coast-to-coast air service. Among the many airports and air facilities that bear his name, the airport in Little Falls, Minnesota, where he grew up, has been named Little Falls/Morrison County-Lindbergh Field.</div> <p>The original <em>The Spirit of St. Louis</em> currently resides in the National Air and Space Museum as part of the collection of the Smithsonian Institution.</p> <div>In 1952, Grandview High School in St. Louis County was renamed Lindbergh High School. The school newspaper is the <em>Pilot</em>, the yearbook is the <em>Spirit</em>, and the students are known as the <em>Flyers</em>. The school district was also later named after Lindbergh. The stretch of US 67 that runs through most of the St. Louis metro area is called "Lindbergh Blvd." Lindbergh also has a star on the St. Louis Walk of Fame.</div> <p>In Lindbergh's hometown of Little Falls, Minnesota, one of the district's elementary schools is named Charles Lindbergh Elementary. The district's sports teams are named the <em>Flyers</em> and <em>Lindbergh Drive</em> is a major road on the west side of town, leading to Charles A. Lindbergh State Park. The Lindberghs donated their farmstead to the state to be used as a park in memory of Lindbergh's father.<sup><span>[</span>97<span>]</span></sup> The original Lindbergh residence is maintained as a museum, the Charles A. Lindbergh Historic Site, and is listed as a National Historic Landmark.<sup><span>[</span>98<span>]</span></sup></p> <p>Lindbergh is a recipient of the Silver Buffalo Award, the highest adult award given by the Boy Scouts of America.</p> <p>While Lindbergh was the first to make a solo nonstop transatlantic flight, his grandson, Erik Lindbergh, repeated this flight, 75 years later in 2002 in 17 hours, 17 minutes.</p> <p><span><strong>Awards and decorations</strong></span></p> <p>Lindbergh received many awards, medals and decorations, most of which were later donated to the Missouri Historical Society and are on display at the Jefferson Memorial, now part of the Missouri History Museum in Forest Park, St. Louis, Missouri:</p> <div><strong>United States Awards</strong></div> <ul> <li>Medal of Honor (1927)</li> <li>Distinguished Flying Cross (1927)</li> <li>Congressional Gold Medal (1928)</li> <li>Hubbard Medal (1927)</li> <li>Honorary Scout (USA, 1927)<sup><span>[</span>99<span>]</span></sup></li> <li>Silver Buffalo Award (USA)</li> <li>Wright Brothers Memorial Trophy (1949)</li> <li>Daniel Guggenheim Medal (1953)</li> <li>Pulitzer Prize (1954)</li> </ul> <p><strong>Non-US Awards</strong></p> <ul> <li>Legion of Honor (France, 1927)</li> <li>Royal Air Force Cross (UK)</li> <li>Service Cross of the German Eagle (<em>Verdienstorden vom Deutschen Adler'</em>) (Germany <em>Deutsches Reich</em>, 1938)</li> <li>Official Royal Air Force Museum Medal (UK)</li> <li>ICAO Edward Warner Award (International Civil Aviation Organization - ICAO , 1975)</li> </ul> <p><span><strong>Medal of Honor</strong></span></p> <div>Rank and organization: Captain, U.S. Army Air Corps Reserve. Place and date: From New York City to Paris, France, May 20&ndash;21, 1927. Entered service at: Little Falls, Minn. Born: February 4, 1902, Detroit, Mich. G.O. No.: 5, W.D., 1928; Act of Congress December 14, 1927.</div> <p>Citation: For displaying heroic courage and skill as a navigator, at the risk of his life, by his nonstop flight in his airplane, the "Spirit of St. Louis," from New York City to Paris, France, 20-21 May 1927, by which Capt. Lindbergh not only achieved the greatest individual triumph of any American citizen but demonstrated that travel across the ocean by aircraft was possible.<sup><span>[</span>100<span>]</span></sup></p> <p style="font-size: 85%;">Note: Until World War II, the Medal of Honor was also authorized to be awarded for extraordinarily heroic actions by active or reserve service members made during peacetime as well as in combat.</p> <p><span><strong>Legacy</strong></span></p> <p>The controversy surrounding his involvement in politics (and to a lesser extent, his personal life) sometimes overshadows the fact that he was an important pioneer in aviation from the 1920s to the 1950s. His 1927 flight made him the first international celebrity in the age of mass media. One U.S. Air Force general remembers Lindbergh's critical view of his own legacy. In the late 1940s, Lindbergh visited U.S. Air Force bases to evaluate American air power (of which he was a staunch supporter) in relation to the emerging Cold War. During this trip, he remarked "I think my flight to Paris came too soon for the civilizations of the world. They were suddenly thrown together by air travel and they weren't quite ready for it."<sup><span>[</span>101<span>]</span></sup></p> <p><span><strong>Popular culture</strong></span></p> <div>Lindbergh's life has spurred the imaginations of many writers and others; the following list provides a summary of notable popular cultural references:</div> <ul> <li>Charles Lindbergh was selected as Time magazine's Man of the Year in 1927, the first holder of that title.<sup><span>[</span>102<span>]</span></sup></li> <li>A song called "Lindbergh (The Eagle Of The U.S.A.)" was released soon after the 1927 flight. A multitude of songs with "Lucky Lindy" in the title were released in the aftermath of the Atlantic crossing. Tony Randall revived the song "Lucky Lindy" in an album of jazz-age and depression era songs that he recorded entitled <em>Vo Vo De Oh Doe</em> (1967). <sup><span>[</span>103<span>]</span></sup></li> <li>The dance craze, the "Lindy Hop" became popular after his flight, and was named after him.</li> <li>In 1929, Bertold Brecht wrote a musical called <em>Der Lindberghflug</em> (Lindbergh's Flight) with music by Kurt Weill and Paul Hindemith. In 1950 because of Lindbergh's apparent Nazi sympathies Brecht removed all direct references to Lindbergh, and renamed the piece Der Ozeanflug (The Ocean Flight).</li> <li>Woody Guthrie wrote a song called "Lindbergh" on "The Asch Recordings Vol. 1" recorded in the 1940s. The song was anti-Lindbergh, and included the line "they say America First but they mean America Next."</li> <li>In the early 2000s, a full-length musical called "Baby Case," about the Lindbergh Baby Kidnapping and subsequent trial and media circus, was performed at the Arden Theater in Philadelphia to good reviews.</li> </ul> <p><strong><span>Books</span> </strong></p> <div>Charles Lindbergh wrote two best selling books about the <em>Spirit of St. Louis</em> and his flight from New York to Paris. The first of these, <em>"WE"</em>, was published by G.P. Putnam's Sons<sup><span>[</span>104<span>]</span></sup> in July 1927 &mdash; a little more than two months after the historic flight &mdash; as both an "instant" autobiography of the suddenly world famous young aviator, and to provide his detailed first person account of the Ryan monoplane's conception, design, construction and transatlantic flight from New York to Paris. (Originally ghostwritten by <em>New York Times</em> reporter Carlyle MacDonald, Lindbergh was so dissatisfied with the manuscript's "fawning tone" that he completely rewrote it himself in a period of three weeks in late June and early July 1927.<sup><span>[</span>105<span>]</span></sup>) The book's simple one word "flying pronoun" title refers to Lindbergh's view of a deep "spiritual" partnership that had developed "between himself and his airplane during the dark hours of his flight."<sup><span>[</span>106<span>]</span></sup> Twenty-six years after writing <em>"WE"</em>, Lindbergh penned a second, far more detailed account of the project. Published in 1953 and entitled <em>The Spirit of St. Louis</em>, the book won the 1954 Pulitzer Prize for non-fiction (autobiography).</div> <p>In addition to aviation, Lindbergh also wrote prolifically over the years on other topics of interest to him including science, technology, nationalism, war, materialism, and values. Included among those writings were five other books: <em>The Culture of Organs</em> (with Dr. Alexis Carrel) (1938), <em>Of Flight and Life</em> (1948), <em>The Wartime Journals of Charles A. Lindbergh</em> (1970), <em>Boyhood on the Upper Mississippi</em> (1972), and his final book, <em>Autobiography Of Values</em>, which was published posthumously in 1978.<sup><span>[</span>107<span>]</span></sup></p> <div>Lindbergh also influenced or was the model for characters in a variety of works of fiction. Shortly after he made his famous flight, the Stratemeyer Syndicate began publishing a series of books for juvenile readers called the Ted Scott Flying Stories (1927&ndash;1943) which were written by a number of authors all using the <em>nom de plume</em> of "Franklin W. Dixon" in which the pilot hero was closely modeled after Lindbergh. (Ted Scott duplicated the solo flight to Paris in the series' first volume entitled <em>Over the Ocean to Paris</em> published in 1927.) Another fictional literary reference to Lindbergh appears in the Agatha Christie book (1934) and movie <em>Murder on the Orient Express</em> (1974) which begins with a fictionalized depiction of the Lindbergh baby kidnapping.</div> <p>In Eric Norden's alternate history novel <em>The Ultimate Solution</em> (1973), Norden speculates that Lindbergh would have been president of a Nazi-occupied American puppet state. The Philip Roth novel <em>The Plot Against America</em> (2004) is a speculative fiction novel which explores an alternate history where Franklin Delano Roosevelt is defeated in the 1940 presidential election by Charles Lindbergh, who allies the United States with Nazi Germany.</p> <p><strong><span>Film</span> </strong></p> <p><em>Verdensber&oslash;mtheder i K&oslash;benhavn</em> (1939)<sup><span>[</span>108<span>]</span></sup> was a Danish short subject produced by the Dansk Film Co.<sup><span>[</span>109<span>]</span></sup> in which Charles Lindbergh as well as Hollywood actors Robert Taylor, Myrna Loy, and Edward G. Robinson all appeared as themselves. The 1938 Paramount film <em>Men with Wings</em> (Fred MacMurray, Ray Milland) featured a replica of the <em>Spirit of St. Louis</em> fashioned from a Ryan B-1 "Brougham"<sup><span>[</span>110<span>]</span></sup> similar to one presented to Lindbergh by the manufacturer, the Mahoney Aircraft Corporation, shortly after the <em>Spirit</em> was retired in April 1928.<sup><span>[</span>111<span>]</span></sup> The 1942 MGM picture <em>Keeper of the Flame</em> (Katharine Hepburn, Spencer Tracy) features Hepburn as the widow of Robert V. Forrest, a "Lindbergh-like" national hero<sup><span>[</span>112<span>]</span></sup>, who was exposed after his death as a secret fascist intending to use his influence, especially over America's youth, to turn the country into a fascist state and eliminate inferior races.</p> <p>Four years after its 1953 publication, Lindbergh's second book about his flying "partner" served as the basis for the namesake major Hollywood Cinemascope motion picture <em>The Spirit of St. Louis</em> directed by Billy Wilder and released on April 20, 1957, one month short of the 30th anniversary of the flight to Paris. The <em>Spirit</em> was "portrayed" in the film by three flyable replicas of the Ryan NYP, while Lindbergh was played<sup><span>[</span>113<span>]</span></sup> by veteran American actor and fellow former Army aviator<sup><span>[</span>114<span>]</span></sup> James Stewart.</p> <p>Lindbergh has also been the subject of numerous screen, television, and other documentary films over the years including <em>Charles A. Lindbergh</em> (1927), a UK documentary by De Forest Phonofilm based on Lindbergh's milestone flight, <em>40,000 Miles with Lindbergh</em> (1928) featuring Charles A. Lindbergh, and <em>The American Experience &ndash; Lindbergh: The Shocking, Turbulent Life of America's Lone Eagle</em> (1988) PBS documentary directed by Stephen Ives.</p> <p><span><strong>Postage stamps</strong></span></p> <div>Charles Lindbergh and the <em>Spirit</em> have been honored by a variety of world postage stamps over the last eight decades including two issued by the United States. Less than three weeks after the flight the U.S. Post Office Department issued a 10-cent "Lindbergh Air Mail" stamp (Scott C-10) on June 11, 1927 with engraved illustrations of both the <em>Spirit of St. Louis</em> and a map of its route from New York to Paris. (This was also the first U.S. stamp to bear the name of a living person.) A half-century later, a 13-Cent commemorative stamp (Scott #1710) depicting the <em>Spirit</em> flying low over the Atlantic Ocean was issued on May 20, 1977, the 50th anniversary of the flight from Roosevelt Field.</div> <div>&nbsp;</div> <div>http://en.wikipedia.org/wiki/Charles_Augustus_Lindbergh</div>

  • Story: Lindberg Room

  • Story: Charles Lindbergh- Aviator

    <strong><font size="5" color="#0000ff">HAMILTON, ONTARIO<br><br>VOL. 1<br><br><br>Walsh Printing Service, Hamilton, Ontario.<br><br>1958<br><br><hr><br><br>THE STORY OF THE LAND FAMILY<br></font></strong><br><br><strong><br><font size="3">Read before the Society by George Laidler on Dec. 12, 1947.<br><br>(Derived from the family records, with addenda)<br></font></strong><br><br><font size="3">The enquirer into the beginnings of settlement at the Head of Lake Ontario<br>quickly finds that the first four Britishers to settle on the south shore<br>of the Bay, now Hamilton Harbour, on land now part of the City of Hamilton,<br>were: Richard Beasley, Robert Land, Charles Depew and George Stuart. That<br>was within a few years, more or less, of 1782.&nbsp; In point of interest the<br>romantic story of Robert Land and his family is outstanding, and the purpose<br>of this review is to relate briefly some of the main traditions and<br>associations that concern them.<br><br>Robert Land, the progenitor of the family, was born in 1739 at Tiverton,<br>Devonshire, England. He appears to have come to America in his youth, possibly<br>with a twin brother John, and settled near Calkins Creek at what is now<br>Milansville, in the Delaware Valley, Pennsylvania.&nbsp; There he built a log cabin.<br>He was short, stout and fair, and was naturally attracted to a girl who was<br>tall and dark, in the person of Phoebe Scott, three years older than himself,<br>whom he married about 1757.<br><br>As a settler and farmer he succeeded, and by 1776, when the American Revolution<br>broke out, he was well established, at the age of forty, as a Justice of the<br>Peace, with a house and family of seven girls and boys, ranging from a baby of<br>a few months to John, aged 19. About this time, his loyalty caused him to take<br>service with the British Forces.&nbsp; Because of his knowledge of the country he<br>was selected to carry dispatches.&nbsp; Meanwhile his family and others like them<br>suffered abuse for their fidelity, and when the father was away a raid on his<br>household was made by hostile neighbours and Indians. One of the sons, Abel,<br>was taken away by the latter. His brother John found where the Indians had<br>gone and persuaded them to release Abel, but not until the captive had been<br>made to run the gauntlet of their blows, an ordeal that was lessened by his<br>fleetness.&nbsp; Persecution continued, and soon after this John himself was put<br>in prison by the rebel authorities, and the mother and the rest were left to<br>carry on the work of the farm short-handed.<br><br>One night in the autumn of 1778, when the family had retired, a daughter<br>Rebecca, or perhaps Kate, was roused from her sleep by the hand and voice of<br>a friendly Indian, who urged her to go at once to the Kanes, their Loyalist<br>neighbour across the river. Without disturbing the others she dressed, crossed<br>the water alone in a canoe, and entered their darkened house. Here she stumbled<br>over the bodies of the Kanes, who had all been foully murdered.&nbsp; As the<br>courageous girl returned home, the same Indian&#39;s voice warned her that her<br>house would soon be burned and that the others should be got out at once.<br><br>Hastily but quietly the girl awakened her mother and the rest.&nbsp; They all<br>escaped to the fields, and just in time, for presently on looking back they<br>beheld their house and barn in flames.&nbsp; For some days the family hid in the<br>woods, then under much physical hardship they made their way to New York and<br>came under the protection of the British authorities. They stayed there until<br>the army evacuated the city, and with many other Loyalists in similar plight<br>they were taken to what is now New Brunswick, where they remained for seven<br>years.<br><br>Meanwhile, Robert Land had been performing the dangerous duties of a dispatch<br>bearer under the British General, Sir Henry Clinton. On one occasion, he<br>records, he suffered confinement and condemnation, from which he made his<br>escape. Some time after the departure of his family from their farm house he<br>chanced to be in the vicinity and unobtrusively paid it a visit - to find,<br>alas, only the ashes of his home and no trace of his dear ones.&nbsp; The few<br>Loyalist neighbours to whom he dared reveal himself told of the murder of the<br>Kane family, and quite believed that Mrs. Land and the children had also<br>perished. The despairing man then decided to leave the country where he had<br>lost so much and endured such injustice. The war was nearly over. He would go<br>to the newer British territory to the north - Canada.<br><br>A Quaker friend named Ralph Morden undertook to guide him to the Niagara border,<br>but word of Land&#39;s presence had spread around and they were pursued by a group<br>of watchfil rebels.&nbsp; Land started off and urged his companion to hasten, but<br>Morden, who in accordance with the peaceful ways of his sect had never taken<br>up arms nor done any ill, was confident that he could convince their pursuers<br>of his innocence.&nbsp; Such an argument, however, counted for nothing with the<br>inflamed mob.&nbsp; Morden was seized, and was subsequently condemned, and hanged.<br>As Land outdistanced those who followed him, they fired after him and had<br>the satisfaction of seeing him fall among the underbrush.<br><br>The heavy musket ball struck Robert&#39;s knapsack with force enough to knock him<br>down. As he fell his hand was gashed on a sharp stone, and bled profusely.<br>This marked a trail which his enemies followed and at last gave up, for<br>darkness was falling.&nbsp; They concluded that he was as good as dead. Travelling<br>chiefly by night, Land reached Fort Niagara and found safety with the British<br>there.&nbsp; This was in 1779, at the age of 43, and after some two years on his<br>dangerous work.<br><br>When the war ended, Land received a Loyalist grant of 200 acres, now covered<br>by the town of Niagara Falls, Ontario. There he lived alone for three years,<br>morose and brooding over his unkindly fate, within earshot of the Falls, whose<br>noise disturbed the peace of mind that he sought. When he could bear it no<br>longer, something prompted him to move fifty miles away to the neighbourhood<br>of what we now call Burlington Bay.&nbsp; From the escarpment he followed a deer<br>trail leading down to the water. Well back from the marshy and indented<br>shoreline, on a slight rise of ground, now the south side of Barton Street,<br>between Leeming Street and Smith Avenue, he made himself a dugout, according<br>to family story, in which he lived until he had built a shanty or log cabin.<br>He set about clearing some land, and supported himself after the manner of<br>woodsmen by hunting, fishing and trapping; still in solitude, for white<br>neighbours were far and few, he sought forgetfulness and peace in unremitting<br>toil amid primitive surroundings.<br><br>When the War of Independence was over, the eldest son, John Land, was released<br>from confinement. As he had not taken up arms he was allowed to own and occupy<br>family property in the Delaware Valley. Later he built the Red House, which<br>still stands there.&nbsp; He married Lillian Skinner and was the father of 11<br>children and progenitor of the American branch of the family. Though some of<br>his descendants live on the farm and in its vicinity, the family name of Land<br>has died out.<br><br>Robert, the youngest son, whom we shall now have to designate as Robert II,<br>appears to have grown dissatisfied with the conditions in New Brunswick, where<br>ill-fortune continued to dog the family. While he was but 17, he urged and<br>finally persuaded his mother to migrate with some if not all of them to Upper<br>Canada, now known as Ontario, where settlers of the right class, and<br>particularly Loyalists, were being encouraged. So they took ship to New York<br>on the first part of the long journey to Niagara and visited John at his<br>farm-stead on the way. From him they heard the tale of Morden&#39;s untimely end,<br>and popular report sustained the reputed death of their father.&nbsp; John was quite<br>satisfied with his own prospects and was not disposed to leave his setting;<br>so with affection and regret the family separated and the emigrants slowly made<br>their way to Niagara, where the boys supported the group by hunting and<br>trapping and occasionally working for neighbouring settlers.<br><br>After they had been there a year or so they chanced to hear through an itinerant<br>trader that a settler named Land was living alone at the Head-of-the-Lake, as<br>the western end of Lake Ontario was then called. Despite the unlikelihood that<br>this could ever be a kinsman of theirs, unless he came from the Old Country,<br>Robert II decided to go and find out, for Mrs. Land was not thoroughly<br>convinced that her husband had been killed.&nbsp; She became hopefully anxious about<br>the matter, and it was agreed that some of them should make the fifty mile<br>journey. Eventually, she and two sons, Robert and Ephraim, came to the trail<br>that led to journey&#39;s end, a clearing with a solitary cabin, outside of which<br>the long-lost father was sitting smoking. The joyful family reunion after<br>eleven years of separation was as a dream come true.&nbsp; Later they were joined<br>by two other sons and three daughters.<br><br>With thankful hearts the united family set to work once more as diligent<br>farmers, and in a few years were all beyond the reach of want.&nbsp; Other settlers<br>began to come in, but many were deterred by the name the place had for its<br>marshiness, for wolves and rattlesnakes, and the Indian grass that was so<br>difficult to eradicate. It is recorded that when neighbours were more numerous,<br>Robert supported himself in part by making and selling spinning jennies.<br><br>Robert Land, the father, commemorated his years of sorrow and happy outcome by<br>planting a weeping willow near the cabin. In time the humble dwelling was<br>replaced by a substantial house.&nbsp; In 1794 he applied for a grant of land and<br>by a deed dated 1802 was allowed 312 acres, stretching from the Mountain to<br>the Bay and from Emerald to Wentworth Street.&nbsp; Each of his sons, Abel, William,<br>Ephraim and Robert, acquired 200 acres on adjoining lots. On this area of over<br>a square mile of virgin prairie-like land, intersected by long marshy inlets<br>from the Bay, now stands the central part of the city of Hamilton. Abel,<br>Ephraim and Robert stayed in this locality, hut William, the other son, moved<br>west to Oxford County.<br><br>Robert the elder lived to see the beginnings of Hamilton as a village, and died<br>in 1818, aged 82.&nbsp; Phoebe his wife died in 1826, aged 93.&nbsp; In his will, dated<br>Oct. 27, 1805, Robert &quot;did give and bequeath&quot; to each of his sons John and Abel<br>the sum of twenty shillings; to his daughters, Rebecca, wife of Nathanial<br>Hughson, and Phoebe, wife of Clement Lucas, twenty shillings each; and to<br>another daughter, Abigail, wife of Oziah McCarty, twenty shillings also; which<br>several legacies were to be paid by his executors within one year of his<br>decease.&nbsp; To his son Ephraim he bequeathed on hundred and fifty acres of the<br>farm, and to Robert one hundred and sixty-two acres.<br><br>&quot;Hard&quot; money was evidently scarce in those days. Like that of the Biblical<br>patriarchs whose wealth consisted of herds of cattle, the substance of the<br>pioneer lay in real estate - solid property rather than coin of the realm;<br>and that agricultural wealth could only be increased by hard manual labour<br>under living conditions comprising an assortment of physical discomforts that<br>would appal us to-day.<br><br>United Empire Loyalists like Robert Land and his family have played a noble<br>part in our Canadian history. By their sacrifices and sufferings for their<br>principles they founded two of our Provinces and leavened with their strength<br>the three already colonized. In such pioneer stock Ontario has indeed a noble<br>parentage, which we may well cherish with affection and pride.<br><br></font><strong><br><font size="3">Sons of Robert Land I<br></font></strong><br><font size="3">Abel Land, eldest of the sons who came to Canada, married Lois Cooley in 1811<br>and was the father of five children. He built a wharf at the Bay front on his<br>lot east of Wellington Street.&nbsp; It was approached by a road called Land&#39;s Lane,<br>which skirted the east side of a long inlet. Besides farming he carried on a<br>shipping business, using heavy pioneer boats called batteaux which passed<br>through the Bay&#39;s natural outlet to Lake Ontario, for the canal was not built<br>until 1832. Until the Bay front was filled in north of Burlington Street in<br>1930, remnant piles could be seen running far out into the water.<br><br>His son, Abel II, had the north part of the lot, east of Wentworth Street, and<br>his homestead stood where the International Harvester Twine Mill now is.<br>Land Street, between Wentworth and Hillyard Streets; reminds one of the first<br>owners.<br><br>Abel, Ephraim and Robert II, were all Freemasons and members of the first<br>Masonic Lodge at the Head-of-the-Lake, Lodge No. 10, founded in 1795, and<br>familiarly named &quot;The Barton&quot;, after the town-ship, which was then in the<br>County of Lincoln.<br><br>The Lodge meetings were first held at Smith&#39;s tavern, a log building at the<br>northwest corner of King and Wellington Streets, back from the site of the<br>present branch of the Canadian Bank of Commerce. The signatures of Abel,<br>Ephraim and Robert appear on the attendance rolls of the meeting held there<br>on January 31, 1796, along with 54 others.<br><br>Ephraim married Mary Chisholm, who is buried in the Chisholm plot at Oakville<br>Cemetery, and died March 7, 1865 in the 87th year of life. He had the lot west<br>of Wentworth Street and south of Main. He became custodian of the Lodge jewels.<br>When Hamilton was threatened by the American Army in the War of 1812, the<br>jewels were temporarily buried in the garden of his property, along with some<br>household treasures, just before the battle of Stoney Creek, June 6, 1813.<br>The particular spot was about 60 feet south of Main Street and 40 feet east of<br>Erie Avenue, now the location of an apartment house.&nbsp; For many years a<br>defensive breastwork of earth remained, about four feet high and shaped like<br>a chevron, each arm being about 30 feet long.<br><br></font><strong><br><font size="3">Robert Land II, 1772 - 1867<br></font></strong><br><font size="3">When his father died in 1818 there was not much of Hamilton in existence,<br>though the tract bounded by the Mountain and King Street, James and Wellington<br>Streets, purchased by George Hamilton, had been laid out as a townsite in 1813<br>and given his name.&nbsp; The neighbours of the Lands were the Beasleys, Fergusons,<br>Springers and the Aikmans.<br><br>Such were the meagre facilities of the period that when a pound of tea or a<br>yard of calico was required the pioneer had to go to the larger settlements of<br>Dundas, Ancaster or Stoney Creek. Other privations required strenuous effort.<br>In the first year of his farming, Robert II cultivated an acre with a hoe and<br>sowed it with wheat, after which he never again lacked food. There was a time<br>when he had to carry a bushel of grain on his back all the way to a mill at<br>Shipman&#39;s Corners on Twelve Mile Creek, near St. Catharines, have it ground,<br>and then walk back with the flour; an oft-recorded pioneer experience.<br><br>Robert II married Hannah Horning, daughter of a German family that had come<br>from Maryland and settled in Barton Township. They had three sons and five<br>daughters.<br><br>In the War of 1812, Robert joined the Flank Company of the 5th Lincoln Militia<br>as a lieutenant, and served under Captain Samuel Hatt. He was present at the<br>occupation of Detroit, August 16, 1812, and took part in the battle of Lundy&#39;s<br>Lane, July 25, 1814. (See Note I of Addenda.)<br><br>On the day before the battle of Stoney Creek, Col. Harvey of the 49th British<br>Regiment, who was stationed on Burlington Heights, learned that a number of<br>American troops had landed at the south end of Burlington Beach to reinforce<br>those who were advancing on Stoney Creek. It is recorded that he sent for<br>Lieut Land, who knew the area well, and asked him to take a party and so<br>dispose his men as to hinder the enemy&#39;s movement. Robert performed that duty,<br>and by this action prevented the junction of the landing force with those of<br>the main column and so enabled Col. Harvey to repel the entire American force<br>at the village.&nbsp; For his services in this war he received the Prince Regent&#39;s<br>land grant. The assessment roll of 1822 shows that his original Loyalist grant<br>had become augmented to 280 acres; that he possessed 13 cattle, and that his<br>property was assessed at $290.&nbsp; As an officer of the Gore District Militia he<br>attained the rank of Lieutenant Colonel in 1830, and is sometimes called<br>Col. Robert to distinguish him from Robert his father.<br><br>Up to 1823 the growing body of local Methodists had been worshipping in log<br>schoolhouses and other hired buildings, and keenly felt the need of<br>meeting-houses of their own.&nbsp; In that year the Government showed more tolerance<br>to non-Anglican bodies by allowing them to own church property. A Hamilton<br>group of Methodists centering around Richard Springer then purchased from<br>Robert Land II for five pounds a site near the northeast corner of King and<br>Wellington Streets.&nbsp; He had bought this cheaply from a man who in turn had<br>acquired it from an earlier owner for a yoke of oxen and a barrel of pork!<br><br>On it was built the first church edifice in Hamilton, the fore-runner of our<br>First United Church. The ground was deeded &quot;To the Trustees of the Methodist<br>Eiscopal Church, June 11, 1823 containing by estimation one acre and three<br>perches.&quot; The building was erected in 1824 and around it the pioneers were<br>buried.&nbsp; The only headstone left is that of Richard Springer, 1758-1829, which<br>may be seen against the wall south of the Wellington Street entrance.<br><br>Marcus Smith&#39;s 1850 map of Hamilton designates the building as the &quot;British<br>Wesleyan Church&quot;, for the local body had cast off its American affiliation<br>by that time.<br><br>The Land family belonged to the Church of England.&nbsp; As the first building of<br>that denomination in the township was on the Mohawk Road up on the Mountain,<br>later known as St. Peter&#39;s, Barton, and was not opened until 1819, they were<br>much associated with the Methodists for worship.<br><br>The building which was the precursor of St. Thomas&#39; Anglican Church was opened<br>in 1857 on the northwest corner of Wilson and Emerald Streets, then far out in<br>the fields. It had been Land property, and a Robert Land helped to finance<br>this wood and stucco building, situated where now stands Emerald Street United<br>Church.&nbsp; Its first incumbent was the Rev. Thomas Blackman, curate at Christ&#39;s<br>Church; and its first rector&#39;s warden was a Robert Land, possibly a nephew of<br>Robert II who was then 85.&nbsp; It served until the present stone Church of St.<br>Thomas was opened on Main Street in 1870.<br><br>During the Rebellion of 1837, Col. Land, at the age of 65, was placed in<br>command at Hamilton, where he discharged his onerous duties satisfactorily<br>but at the expense of his health, which caused him to retire soon after from<br>active life.&nbsp; He died in 1867 at the great age of 95, and was buried in the<br>family vault bearing his name in Hamilton Cemetery.<br><br></font><strong><br><font size="3">John Land, 1806 - 1892<br></font></strong><br><font size="3">Grandson of Robert Land I and eldest son of Col. Robert, in his early years he<br>attended such schools as were to be found in the primitive settlement and thus<br>acquired a fair English education.&nbsp; When he was a boy of seven he witnessed the<br>commotion caused by the approach of the Americans to Stoney Creek; for the<br>women and children of the settlement gathered in his father&#39;s house to await<br>the result of that engagement. He used to relate that he remembered this<br>exciting incident well because June 4th was the King&#39;s Birthday.&nbsp; As soldiers<br>were short of powder the usual loyal salute was omitted that day and the<br>ammunition was saved for more effective use.<br><br>At the age of 18 he enrolled in the Sedentary Militia, as the volunteer soldiers<br>were then called. He always appeared on the annual &quot;training day&quot; on the<br>birthday of George III, later changed to that of Victoria, May 24. This<br>military parade grew out of the establishment of the Upper Canada Militia, for<br>it was obviously necessary that some pretepre at defensive training should be<br>made. All men from 16 to 60 were enrolled, and each was required to provide<br>himself with &quot;a sufficient musket, fusil, rifle or gun, and at least six rounds<br>of powder and ball.&quot; On such festive occasions, many of them took part in the<br>military proceedings, which consisted of a little clumsy drill by men in<br>partial uniform with a motley array of ancient weapons; followed by a good<br>deal of horse-racing and whisky-drinking.<br><br>After receiving a commission as ensign in the infantry, John rose to the rank<br>of lieutenant, and during the Rebellion of 1887 served in Hamilton as a captain.<br>But garrison duty did not suit him when fighting was likely to be done, so he<br>joined the cavalry under Col. Servos.&nbsp; He remained in the Militia after the<br>Rebellion and became a lieutenant-colonel.&nbsp; An old red mess tunic of his, now<br>in the possession of his descendants, is ornamented with the large epaulettes<br>of the period and brass buttons bearing the word &quot;Commissariat&quot;, the equivalent<br>of our Army Service branch.<br><br>In 1841, John Land married Esther Morris, daughter of John Morris, an Englishman<br>who came to Canada from London about 1824.&nbsp; They had eight children.&nbsp; Like his<br>father, John was connected with St. Thomas&#39; Church, where a wall tablet by the<br>members of the family is inscribed:<br><br>&quot;In loving memory of John Land, Colonel in H.M. Canadian Militia, and a<br>founder and most generous member of the Parish and Church of St. Thomas.<br>He was remarkable for his sagacity, rare kindness and pure unselfishness.<br><br>Born 11th Nov. 1806&nbsp;&nbsp;&nbsp;&nbsp; Died 21st Dec. 1892<br><br>Kindness is wisdom.&nbsp; There is none in life but need it and may learn.&quot;<br><br><br>It is surmounted by a medallion showing a griffin rampant the upper portion of<br>an eagle on the lower portion of a lion; probably to indicate the American and<br>English origins of the family.<br><br></font><strong><br><font size="3">Allan Land, 1844 - 1940<br></font></strong><br><font size="3">A familiar figure to many of us was the late Allan Land, a great-grandson of<br>Abel, son of Robert I, who died in 1940 at the advanced age of 96.&nbsp; For many<br>years he lived in a cottage at 170 Aberdeen Avenue, later occupied by his<br>youngest sister, Miss Daisy Land.&nbsp; (See Note II of Addenda.)<br><br>As a boy, Allan and his two brothers were tutored by Herr von Heise, a German<br>Episcopal clergyman who met his death at the age of 43 in the Desjardins Canal<br>disaster on March 12, 1857.&nbsp; He was buried at the expense of Allan&#39;s father,<br>and lies with many other vietims in an unmarked collective grave in Hamilton<br>Cemetery.<br><br>On the outbreak of war in 1939, Allan, then 95, read Mein Kampf, the work<br>embodying Hitler&#39;s outrageous philosophy.&nbsp; Himself a veteran of the Fenian<br>Raid of 1866, he recalled the time when, as a young private in the Royal<br>Hamilton Light Infantry, the bullets whizzed past him at the Battle of<br>Ridgeway.&nbsp; For years he was the oldest member of the Barton Masonic Lodge.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; I<br><br>He had a long association with Christ&#39;s Church Cathedral, and in 1923 presented<br>a bronze tablet, to be seen in the nave. It is dedicated &quot;Ad majorem dei<br>gloriam&quot; (To the greater glory of God) and the memory of his grandparents,<br>Lt.-Col. Abel and Lois Land, and his parents, Robert A. Land and Adeline Case<br>Land, all four of whom were present on Oct. 13, 1835, at the laying of the<br>cornerstone of Christ&#39;s Church. After some wandering, this old stone is now<br>set in the exterior wall of the chancel, at the southeast corner.<br><br></font><strong><br><font size="3">General Winfield Scott, 1776 - 1866<br></font></strong><br><font size="3">He was the nephew of Phebe Scott, wife of Robert Land I. Born in Virginia, and<br>trained as a lawyer, he fought as a colonel at the battle of Queenston Heights,<br>Oct. 13, 1812, but was captured.&nbsp; General Brock and his aide, Lt. Col.<br>John McDonell, were killed at that battle and were buried together in the<br>ramparts of Fort George. Col. Scott, while prisoner, sent his compliments to<br>the Commander of the Americans at Fort Niagara, just across the river, and<br>requested that minute guns be fired during the funeral ceremonies. This was<br>done, a fitting tribute by the enemy to the noble qualities of the British<br>general; a type of courtesy which the more dangerous tempo of modern war too<br>seldom allows.<br><br>After the fall of York in April, 1813, Col. Scott was exchanged with other<br>prisoners and rejoined his countrymen as Chief of Staff at the American Fort<br>Niagara.&nbsp; On May 27, 1813, he led the attack on the British Fort George, and<br>although wounded he entered the fort and hauled down the Union Jack.&nbsp; At Lundy&#39;s<br>Lane he was again wounded.&nbsp; Later he became Major-General and was twice an<br>unsuccessful candidate for the U.S. presidency; took a leading part in<br>operations against the Indians, and in 1847 led the U.S. Army in its victorious<br>war in Mexico.<br><br>A distinguished living kinsman of General Winfield Scott is Vice-Admiral<br>Emory Scott Land, of Washington, great-grandson of our Ephraim Land, who during<br>the Hitler War was Chairman of the United States Marine Commission, War Shipping<br>Administration.<br><br></font><strong><br><font size="3">Charles Lindbergh<br></font></strong><br><font size="3">The descendants of the Hamilton branch of the Land family scattered to other<br>parts of Canada, and some returned to the States. One of these was Charles H.<br>Land, a grandson of Ephraim, the son of Robert I, who moved to Detroit, the<br>place his grand-uncle, Robert II, had helped to capture from the Americans<br>in 1812. There he made his home and practised as a dentist.<br><br>His daughter, Evangeline, married a man named Lindbergh. Their son, Charles<br>Augustus Lindbergh, was the aviator who on May 21, 1927, at the age of 25,<br>made the famous non-stop solo flight in the &quot;Spirit of St. Louis&quot;, from<br>New York to Paris.&nbsp; Matching his courage and resourcefulness against the<br>chancy forces of Nature, the young aviator flew through fog, sleet and fair<br>weather, serenely unaware of the interest he was arousing. He actually<br>carried letters of introduction, lest the people at his destination might not<br>believe who he was!&nbsp; For this daring exploit, which outclassed the pioneer<br>Atlantic crossing of the Britishers, Alcock and Brown, from Newfoundland to<br>Ireland in 1919, he received the Orteig award of $25,000, the admiration of<br>the world, the overwhelming adulation of the United States, and was given the<br>rank of colonel.<br><br>Colonel Lindbergh is thus a direct descendant six times removed of our<br>Robert Land I, who had to flee for his life from the States during the<br>Revolution.<br><br>In 1932 his name was associated with a domestic tragedy that stirred the whole<br>continent.&nbsp; His infant son was kidnapped, and although ransom was paid to the<br>abductor by the frenzied parents the child was deliberately murdered.&nbsp; In<br>consequence, Bruno Richard Hauptman was arrested, and after a trial lasting<br>six weeks at the assizes of Flemington, N.J., he was convicted by a jury on<br>which four women served, and suffered the penalty of death.<br><br></font><strong><br><font size="3">Land Dwellings<br></font></strong><br><font size="3">The homestead which succeeded the original log cabin of Robert I stood on a<br>slight eminence on the south side of Barton Street between what are now Leeming<br>Street and Smith Avenue, almost opposite St. Matthew&#39;s avenue. An old<br>photograph of horse-car days shows it as a frame cottage, with a central<br>windowed gable, approached by steps and a boardwalk. It lay at a slight angle<br>to the street, but actually nearer to the east and west than Barton Street,<br>as though haphazardly sited, with Robert&#39;s willow tree near the southwest<br>corner.<br><br>Later it was numbered 408 Barton Street East, rebuilt as a brick house of two<br>storeys and enhanced by a good square tower at the east end, and known as<br>Landholme. Two single-piece pointed square stone pillars, each bearing the<br>name in raised letters, graced the main approach. It passed from Land<br>ownership and was for a while a boarding house. Then, about 1914, it was<br>bought by the late Stanley Mills. During the Kaiser&#39;s War it became the<br>Victoria Convalescent Home, and in 1915 it was transferred to the Military<br>Hospital Commission. Later it served as a Children&#39;s Home, but finally<br>succumbed to the economic pressure that a growing and encircling industrial<br>city exerts on old buildings left in spacious grounds.&nbsp; About 1928 it was<br>taken down. No trace of it or the willow tree remains, for dwelling houses<br>and a modern gasoline station now cover the spot.<br><br>The monolith pillars were removed in 1912 and now border the driveway to a<br>mansion, Number 341, at the extreme end of James Street South, where the road<br>turns east.&nbsp; They stand facing inwards, but shorn of their grand old Saxon<br>name, though the faint outline of the sheared lettering can still be traced.<br><br>At the eastern end of the Landholme lot that is now the corner of Leeming and<br>Barton Streets, the W. A. Freeman Company, about 1904, erected an office<br>building.&nbsp; On April 13, 1915, the Wentworth Historical Society marked the spot<br>by a cut stone memorial tablet*** inserted in the wall. Later this could be<br>seen in the northwest corner of a gasoline station that superseded the office.<br>About 1938, when this building gave place to the present Anglo-American station,<br>the tablet disappeared.&nbsp; After a period of oblivion it has found its way to<br>the entrance hall of the Robert Land School.<br><br>The inscription asserts, rather too positively perhaps for our present-day<br>acceptance in the light of later research, that &quot;Here Robert Land the first<br>settler built his cabin, A.D. 1779.&quot;&nbsp; (See Note III of Addenda.)<br><br>The Robert Land School on the east side of Wentworth Street and north of<br>Barton, was built in 1914 on ground originally owned by the Lands, and is<br>fittingly named.<br><br>Landsdowne Park was a tree-clad area with many white poplars, north of<br>Burlington Street and bordering the Bay just west of Wentworth Street on<br>former Land property. Before the waterfront became industrialized it was a<br>popular place for picnics, boating and bathing. Only a few forlorn trees remain<br>to-day.<br><br>Woodland was the residence of Robert Land II and his son John, and later the<br>property of the Burkholder branch of the family.&nbsp; As a frame house of two<br>storeys it stood east of Wentworth Street and north of Barton Street, on what<br>is now the southwest section of the Canadian Westinghouse Company&#39;s property.<br>Pleasantly situated and appropriately named, it was approached by a looped<br>driveway from Wentworth Street.<br><br>From a pond southwest of the house, a stream, in which the occupants once used<br>to catch fish, meandered towards Sherman inlet. The ravine was crossed by a<br>footbridge in natural park-like surroundings. North and east was a dense wood<br>called Land&#39;s Bush.<br><br>In 1895 the City of Hamilton bought the area, now known as Woodland Park, for<br>a sum exceeding $8,300.00.&nbsp; A married daughter of Colonel John Land, named<br>Mrs. Maria Reid, spent the last years of her life as an invalid in her father&#39;s<br>house.&nbsp; Her room looked south over the park where she used to watch children<br>at play. When she died in 1897 at the age of 40, the terms of her will made<br>provision for the erection of a drinking fountain for their convenience.<br>Dismantled during the 1947 rearrangement of the park, it bore the inscription:<br><br>Donated to the Corporation of the City of Hamilton by Mrs. Maria E. Reid,<br>in memory of her father, Colonel John Land.&nbsp; Designed and executed by the<br>St. Lawrence Foundry Co., Toronto, 1898.<br><br>An oil painting done on a large fungus by Mrs. Reid shows the familiar<br>representation of the old log cabin of Robert I, as conceived by J. R. Seavey,<br>the Hamilton artist.<br><br></font><strong><br><font size="3">Robert Land&#39;s Grant<br></font></strong><br><font size="3">This is a parchment document to which is attached the Great Seal of the<br>Province of Upper Canada, about five inches in diameter and half an inch wide.<br>In printed legal form, with handwritten insertions, this document is dated<br>1802, in the Township of Barton in the County of Lincoln, in the District of<br>Niagara in the said Province.&nbsp; By it, Robert Land, yeoman, is granted 312<br>acres with allowances for roads, measuring from a certain mark by the Bay Shore.<br><br>Note the old English term &quot;yeoman&quot;, - one of the commonalty the most<br>respectable class; a man freeborn.<br><br>Residence is insisted on, for within three years he is to build a good and<br>sufficient dwelling house - some person to reside therein for a year<br>thereafter.&quot; There is also the proviso of the Clergy Reserve for an area<br>equal to one seventh of the 312 acres: &quot;The grant to contain a specification<br>of lands to be allotted and appropriated to the maintenance of a Protestant<br>clergy - 44 acres and 4/7 in a cerain reserved block in the rear of the<br>Townships of Flamborough and Beverly.&quot;<br><br>It is signed: Peter Hunter, Lt. Gov., May 17, 1802.<br><br></font><strong><br><font size="3">INTERMENTS AT &quot;COL. LAND&#39;S FAMILY VAULT&quot;<br></font></strong><br><font size="3">Col. Robert Land, 1772 - 1867<br><br><br>HAMILTON CEMETERY<br><br>Died&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Born (Est.)<br><br>Robert Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; July, 1818, Aged 82 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1736<br>First white settler in Hamilton<br><br>Phebe&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Sept., 1826&nbsp; 93 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1733<br>Wife of Robert Land<br><br>Col. Robert Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Nov. 21, 1867 95 yrs. 7 mo. 11 days&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1772<br><br>Hannah Horning&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; June 9, 1870&nbsp; 93 yrs. 1 mo. 16 days&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1777<br>Wife of Col. Robt. Land<br><br>Peter Horning Land&nbsp;&nbsp;&nbsp; Nov.17, 1847&nbsp; 23 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1824<br><br>Hannah Smith&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Sept.17, 1879 67 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Dec.21. 1812<br>Relict of the late Thomas H. Smith<br><br>Col. John Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Dec.21, 1892&nbsp; 86 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Nov.11, 1806<br><br>Esther Morris&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; June 14, 1875 53 yrs. 5&nbsp; mo. 4 days&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1822<br>Wife of Col. John Land<br><br>Robert Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Nov. 2, 1859&nbsp; 43 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1816<br><br>Anna D. Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Jan.21, 1856&nbsp; 28 yrs. 5 mo. 21 days&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1828<br><br>Maria E. Reid&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Jan.13, 1897&nbsp; 40 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Mar. 2, 1857<br>Youngest daughter, Col. John Land<br><br>Robert Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Mar.26, 1872&nbsp; 18 yrs. 7 mo. 22 days&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1853<br>Son of John and Esther<br><br>Emily Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Mar. 15, 1862 17 yrs. 18 mos.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1844<br>Daughter of John and Esther<br><br>John Sidney Herbert&nbsp;&nbsp; Oct. 1, 1873&nbsp;&nbsp; 4 mo.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1873<br>Son of John G. Y. and I. Burkholder<br><br>Mary Crisp&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Oct.19, 1876&nbsp;&nbsp; 27 yrs. 2 mos. 7 days&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1849<br>Wife of John H. Land<br><br>Priscilla H. M. Filman<br>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; June 21, 1920&nbsp; 65 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; July 31, 1855<br>Wife of John H. Land<br><br>John H. Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Jan. 2, 1929&nbsp;&nbsp; 83 yrs.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Sept.19, 1846<br><br>Infant daughter of John H. and Priscilla Land, Born Jan. 6, died Jan. 7, 1894<br><br><br>In memoriam tablet to the<br><br>Children of Col. John Land who are buried elsewhere.<br><br>Catharine Lucas&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Appleby<br>Annie Esther Webster&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Hamilton<br>Hanna Isabelle Burkholder&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Lillooet, B.C.<br>Capt. Peter M. Land&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; At Sea, Fiji<br><br>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Compiled from inscriptions in the vault, June 5, 1945.<br><br></font><em><br><font size="3" color="#008080">Note 1. No portrait exists of Robert Land I.<br>In Dundurn Museum there are portraits ia oil of Robert Land II<br>and Hannah Horning, his wife; also of John Land and Esther<br>Morris, his wife.<br><br>Note 2. Miss Daisy Land died at London, Ontario, on Sept. 6, 1950, aged 93.<br><br>Note 3. The stone tablet is now suitably mounted in the entrance hall of<br>the Robert Land School, and on a brass plate below is inscribed:<br><br>This historic record, originally placed at Barton and<br>Leeming Streets, has been erected here by the Robert Land<br>Home and School Association, November, 1953.<br></font></em><br><br><br><font size="3">ROBERT LAND&#39;S ARRIVAL AT THE HEAD OF THE LAKE<br><br><br>Summary of deposition by Col. John Land, 1806-1892,<br>grandson of Robert Land, 1736-1818,<br>made to John Glasgow, Feb. 1, 1892.<br><br><br>Statement:&nbsp; Robert Land the first, a United Empire Loyalist from Delaware<br>Valley, settled at the Bay, on the east side of Wellington Street North,<br>in 1782.<br><br>Estimate No.1: Mrs. Land left New York&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1782<br>do.&nbsp;&nbsp; was in New Brunswick&nbsp;&nbsp;&nbsp;&nbsp; 7&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; years<br>do.&nbsp;&nbsp; was at Niagara&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; year<br>do.&nbsp;&nbsp; reached the Bay&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1790<br><br>Robert Land and wife were apart&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 11&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; years<br>&nbsp;&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; left Delaware&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1779<br>&nbsp;&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; was at Niagara Falls, Ont.&nbsp; 3&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; years<br>&nbsp;&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; settled at the Bay&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1782<br><br><br>Estimate No.2: Robert Land the second was born&nbsp; 1772<br>&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; left N.Y., 1782, age 10 yrs.<br>&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; was in New Brunswick 7 yrs.<br>&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; was at Niagara&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1 yr.<br>&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; reached the Bay age&nbsp; 18<br>&nbsp;&nbsp;&nbsp;&nbsp; in 1790<br><br>Robert Land the first was at the Bay before his wife&nbsp;&nbsp; 8 years<br>&nbsp;&nbsp;&nbsp; do.&nbsp;&nbsp;&nbsp;&nbsp; settled at the Bay&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; 1782<br><br>Deduced:&nbsp; Robert Land&#39;s age when he reached the Bay was 1782 minus 1736<br>or 46 years Phoebe Land, wife, was then 1782 minus 1733 or 49 years<br><br>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; From data provided by Isabel M. Land, great-great-granddaughter of<br>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Robert Land I, June, 1946.<br></font><em><br><font size="3" color="#008080">Note 4. As to the year of the arrival of Robert Land I at the Head of<br>the Lake: Col. John Land&#39;s deposition places this as 1872, but<br>leaves it without official documentary confirmation.<br>On p.42, Vol.39, of the Niagara Historical Society, is a copy of<br>a report by Col. De Peyster to General Haldimand, dated from<br>Fort Niagara, July 21, 1784. It gives a list of persons who have<br>asked permission to cross the Niagara River into Canada, also<br>another list of those who have asked to be supplied with rations<br>from the Fort until Dec.24, 1784. Among the Loyalists listed for<br>rations is the name Robert Land.<br>On p. 192, Vol. 21, of the Ontario Historical Society, in an<br>article on Gilbert Tice, U.E., Ernest Green states that Tice<br>drew rations from the King&#39;s stores at Fort Niagara in 1786; and<br>adds &quot;but assistance was granted to struggling settlers as well<br>as to persons sheltered in the fort and its dependencies.&quot;<br>Could Robert Land have been one of those &quot;struggling settlers&quot;<br>away from the Fort in 1784 who occasionally visited it for<br>essential rations?<br></font></em>

  • Story: Bio

    Explorer, Adventurer, Aviator. &quot;The Lone Eagle.&quot; The first solo aviator to fly non-stop directly from New York to Paris. His singular exploit made him a hero in the eyes of the world and forever changed aviation. He was awarded the Medal of Honor for is exploit. Born in his grandfather&#39;s house in Detroit, and the son of Charles Agustus Lindbergh Sr and Evangeline Land Lodge, he grew up on a farm near Little Falls, Minnesota, where he took an interest in machinery. After two years at the University of Wisconsin, he dropped out, and became a pilot, earning his living by barnstorming. In 1924, he earned a commission in the Air Reserve Corps, learning to fly pursuit aircraft. Soon, he was flying the United States Mail from St. Louis to Chicago. In 1919, a New York hotel owner, Raymond B. Orteig, offered a $25,000 prize for the first person to fly non-stop from New York to Paris. Lindberg decided he would win the prize. On May 20, 1927, he took off in his newly designed airplane, The Spirit of St. Louis, from Roosevelt Field in New York City. Just 33 and a half hours later, he landed at Le Bourget Field in Paris, France, greeted by an estimated 100,000 people. His flight had captured the imagination of the world, and his success made him an instant hero. The next day, the President of France awarded him the Legion of Honor. When he returned home, he was given a ticker-tape parade in New York, and New York Mayor Jimmy Walker pinned the city&#39;s Medal of Valor on him. President Coolidge bestowed the Distinguished Flying Cross upon him, and on March 21, 1929, he was presented with the Congressional Medal of Honor. Asked to tour the various states to promote aviation, Lindberg complied, visiting all 48 states, giving over 147 speeches. At the request of US Ambassador Dwight Morrow, he visited Mexico, where he met Anne Morrow, the ambassador&#39;s daughter. Love blossomed, and they were soon married. In 1930, their first child, Charles III, was born, and two years later was kidnapped. After ten weeks of countless ransom payoffs, the baby was found dead. In 1934, a German immigrant, Bruno Hauptmann, was convicted of the child&#39;s kidnapping and murder, and was executed in the electric chair. To escape public and press, the Lindbergs moved to England, and during a tour of Nazi Germany, Lindberg made several kind remarks about the country. He also accepted the German Medal of Honor for his NY-Paris flight. An isolationist in the coming European war, he was quickly branded as &quot;Nazi loving.&quot; However, when Pearl Harbor was bombed, bringing the United States into World War II, he was quick to volunteer for military service, which was refused due to his image. As a civilian volunteer employee, he went to the Pacific, where he flew combat missions without the knowledge of the brass, and actually shot down a Japanese plane. He logged over 50 missions against the Japanese. When his war record was finally made public, he was promoted to Brigadier General in the Air Force Reserve. After the war, he became a conservationist, working to save whales before it was popular. He won a Pulitzer Prize in 1954 for his autobiography, &quot;The Spirit of St. Louis.&quot; He died of cancer in his home in Maui, Hawaii, at the age of 72. His Medal of Honor citation reads &quot;For displaying heroic courage and skill as a navigator, at the risk of his life, by his nonstop flight in his airplane, the &quot;Spirit of St. Louis,&quot; from New York City to Paris, France, 20-21 May 1927, by which Capt. Lindbergh not only achieved the greatest individual triumph of any American citizen but demonstrated that travel across the ocean by aircraft was possible&quot;.

 
 
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