Lieutenant Amelia Earhart
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Name: Amelia Earhart
Rank: Lieutenant (provisional)
Position: Chief Helm Officer USS Hawking
Age: 482 (appears 48)

Starfleet History
2371: Rescued by USS Voyager and begins serving as Assistant Chief Helm Officer
2372: Reassigned to USS Hood
2377: Promoted to Lieutenant
2379: Reassigned to USS Hawking and named Chief Helm Officer

Personal History
Earhart was the daughter of Samuel "Edwin" Stanton Earhart (1867-1930) and Amelia "Amy" (nee Otis) (1869–1962). She was born in Atchison, Kansas, in the home of her maternal grandfather, Alfred Gideon Otis (1827–1912), who was a former federal judge, the president of the Atchison Savings Bank and a leading citizen in the town. Amelia was the second child of the marriage, after an infant stillborn in August 1896. She was of part German descent. Alfred Otis had not initially favored the marriage and was not satisfied with Edwin's progress as a lawyer. According to family custom, Earhart was named after her two grandmothers, Amelia Josephine Harres and Mary Wells Patton. From an early age, Earhart, nicknamed "Meeley" (sometimes "Millie") was the ringleader while her younger sister (two years her junior), Grace Muriel Earhart (1899–1998), nicknamed "Pidge", acted the dutiful follower. Both girls continued to answer to their childhood nicknames well into adulthood. Their upbringing was unconventional since Amy Earhart did not believe in molding her children into "nice little girls." Meanwhile their maternal grandmother disapproved of the "bloomers" worn by Amy's children and although Earhart liked the freedom they provided, she was aware other girls in the neighborhood did not wear them.

A spirit of adventure seemed to abide in the Earhart children, with the pair setting off daily to explore their neighborhood. As a child, Earhart spent long hours playing with sister Pidge, climbing trees, hunting rats with a rifle and "belly-slamming" her sled downhill. Although this love of the outdoors and "rough-and-tumble" play was common to many youngsters, some biographers have characterized the young Earhart as a tomboy. The girls kept "worms, moths, katydids and a tree toad" in a growing collection gathered in their outings. In 1904, with the help of her uncle, she cobbled together a home-made ramp fashioned after a roller coaster she had seen on a trip to St. Louis and secured the ramp to the roof of the family toolshed. Earhart's well-documented first flight ended dramatically. She emerged from the broken wooden box that had served as a sled with a bruised lip, torn dress and a "sensation of exhilaration." She exclaimed, "Oh, Pidge, it's just like flying!"

Although there had been some missteps in his career up to that point, in 1907 Edwin Earhart's job as a claims officer for the Rock Island Railroad led to a transfer to Des Moines, Iowa. The next year, at the age of 10, Earhart saw her first aircraft at the Iowa State Fair in Des Moines. Her father tried to interest her and her sister in taking a flight. One look at the rickety "flivver" was enough for Earhart, who promptly asked if they could go back to the merry-go-round. She later described the biplane as "a thing of rusty wire and wood and not at all interesting." The two sisters, Amelia and Muriel (she went by her middle name from her teens on), remained with their grandparents in Atchison, while their parents moved into new, smaller quarters in Des Moines. During this period, Earhart received a form of home-schooling together with her sister, from her mother and a governess. She later recounted that she was "exceedingly fond of reading" and spent countless hours in the large family library. In 1909, when the family was finally reunited in Des Moines, the Earhart children were enrolled in public school for the first time with Amelia Earhart entering the seventh grade at the age of 12 years.

While the family's finances seemingly improved with the acquisition of a new house and even the hiring of two servants, it soon became apparent that Edwin was an alcoholic. Five years later in 1914, he was forced to retire and although he attempted to rehabilitate himself through treatment, he was never reinstated at the Rock Island Railroad. At about this time, Earhart's grandmother Amelia Otis died suddenly, leaving a substantial estate that placed her daughter's share in a trust, fearing that Edwin's drinking would drain the funds. The Otis house, and all of its contents, was auctioned; Earhart was heartbroken and later described it as the end of her childhood. In 1915, after a long search, Earhart's father found work as a clerk at the Great Northern Railway in St. Paul, Minnesota, where Earhart entered Central High School as a junior. Edwin applied for a transfer to Springfield, Missouri, in 1915 but the current claims officer reconsidered his retirement and demanded his job back, leaving the elder Earhart with nowhere to go. Facing another calamitous move, Amy Earhart took her children to Chicago, where they lived with friends. Earhart made an unusual condition in the choice of her next schooling; she canvassed nearby high schools in Chicago to find the best science program. She rejected the high school nearest her home when she complained that the chemistry lab was "just like a kitchen sink." She eventually enrolled in Hyde Park High School but spent a miserable semester where a yearbook caption captured the essence of her unhappiness, "A.E. – the girl in brown who walks alone." Earhart graduated from Chicago's Hyde Park High School in 1916. She began junior college at Ogontz School in Rydal, Pennsylvania, but did not complete her program. During Christmas vacation in 1917, Earhart visited her sister in Toronto. World War I had been raging and Earhart saw the returning wounded soldiers. After receiving training as a nurse's aide from the Red Cross, she began work with the Volunteer Aid Detachment at Spadina Military Hospital. Her duties included preparing food in the kitchen for patients with special diets and handing out prescribed medication in the hospital's dispensary.

When the 1918 Spanish flu pandemic reached Toronto, Earhart was engaged in arduous nursing duties that included night shifts at the Spadina Military Hospital. She became a patient herself, suffering from pneumonia and maxillary sinusitis. She was hospitalized in early November 1918, owing to pneumonia, and discharged in December 1918, about two months after the illness had started.[31] Her sinus-related symptoms were pain and pressure around one eye and copious mucus drainage via the nostrils and throat. While staying in the hospital during the pre-antibiotic era, she had painful minor operations to wash out the affected maxillary sinus, but these procedures were not successful and Earhart subsequently suffered from worsening headaches. Her convalescence lasted nearly a year, which she spent at her sister's home in Northampton, Massachusetts. She passed the time by reading poetry, learning to play the banjo and studying mechanics. Chronic sinusitis significantly affected Earhart's flying and activities in later life, and sometimes even on the airfield she was forced to wear a bandage on her cheek to cover a small drainage tube.

At about that time, Earhart and a young woman friend visited an air fair held in conjunction with the Canadian National Exposition in Toronto. One of the highlights of the day was a flying exhibition put on by a World War I ace. By 1919 Earhart prepared to enter Smith College but changed her mind and enrolled at Columbia University, in a course in medical studies among other programs. She quit a year later to be with her parents, who had reunited in California. n Long Beach, on December 28, 1920, Earhart and her father visited an airfield where Frank Hawks (who later gained fame as an air racer) gave her a ride that would forever change Earhart's life. "By the time I had got two or three hundred feet [60–90 m] off the ground," she said, "I knew I had to fly." After that 10-minute flight (that cost her father $10), she immediately became determined to learn to fly. Working at a variety of jobs, including photographer, truck driver, and stenographer at the local telephone company, she managed to save $1,000 for flying lessons. Earhart had her first lessons, beginning on January 3, 1921, at Kinner Field, near Long Beach. In order to reach the airfield, Earhart had to take a bus to the end of the line, then walk four miles (6 km). Earhart's mother also provided part of the $1,000 "stake" against her "better judgement." Her teacher was Anita "Neta" Snook, a pioneer female aviator who used a surplus Curtiss JN-4 "Canuck" for training. Earhart arrived with her father and a singular request, "I want to fly. Will you teach me?" Earhart's commitment to flying required her to accept the frequently hard work and rudimentary conditions that accompanied early aviation training. She chose a leather jacket, but aware that other aviators would be judging her, she slept in it for three nights to give the jacket a "worn" look. To complete her image transformation, she also cropped her hair short in the style of other female flyers. Six months later, Earhart purchased a secondhand bright yellow Kinner Airster biplane which she nicknamed "The Canary." On October 22, 1922, Earhart flew the Airster to an altitude of 14,000 feet (4,300 m), setting a world record for female pilots. On May 15, 1923, Earhart became the 16th woman to be issued a pilot's license (#6017) by the Fédération Aéronautique Internationale (FAI).

Throughout this period, her grandmother's inheritance, which was now administered by her mother, was constantly depleted until it finally ran out of money following a disastrous investment in a failed gypsum mine. Consequently, with no immediate prospects for recouping her investment in flying, Earhart sold the "Canary" as well as a second Kinner and bought a yellow Kissel "Speedster" two-passenger automobile, which she named the "Yellow Peril." Simultaneously, Earhart experienced an exacerbation of her old sinus problem as her pain worsened and in early 1924 she was hospitalized for another sinus operation, which was again unsuccessful. After trying her hand at a number of unusual ventures that included setting up a photography company, Earhart set out in a new direction. Following her parents' divorce in 1924, she drove her mother in the "Yellow Peril" on a transcontinental trip from California with stops throughout the West and even a jaunt up to Banff, Alberta. The meandering tour eventually brought the pair to Boston, Massachusetts, where Earhart underwent another sinus operation, which was more successful. After recuperation, she returned to Columbia University for several months but was forced to abandon her studies and any further plans for enrolling at the Massachusetts Institute of Technology because her mother could no longer afford the tuition fees and associated costs. Soon after, she found employment first as a teacher, then as a social worker in 1925 at Denison House, living in Medford, Massachusetts. When Earhart lived in Medford, she maintained her interest in aviation, becoming a member of the American Aeronautical Society's Boston chapter and was eventually elected its vice president. She flew out of Dennison Airport (later the Naval Air Station Squantum) in Quincy, Massachusetts, and helped finance its operation by investing a small sum of money.[47] Earhart also flew the first official flight out of Dennison Airport in 1927. As well as acting as a sales representative for Kinner aircraft in the Boston area, Earhart wrote local newspaper columns promoting flying and as her local celebrity grew, she laid out the plans for an organization devoted to female flyers.

After Charles Lindbergh's solo flight across the Atlantic in 1927, Amy Guest (1873–1959) expressed interest in being the first woman to fly (or be flown) across the Atlantic Ocean. After deciding that the trip was too perilous for her to undertake, she offered to sponsor the project, suggesting that they find "another girl with the right image." While at work one afternoon in April 1928, Earhart got a phone call from Capt. Hilton H. Railey, who asked her, "Would you like to fly the Atlantic?" The project coordinators (including book publisher and publicist George P. Putnam) interviewed Earhart and asked her to accompany pilot Wilmer Stultz and copilot/mechanic Louis Gordon on the flight, nominally as a passenger, but with the added duty of keeping the flight log. The team departed from Trepassey Harbor, Newfoundland in a Fokker F.VIIb/3m on June 17, 1928, landing at Pwll near Burry Port, South Wales, exactly 20 hours and 40 minutes later.[50] There is a commemorative blue plaque at the site. Since most of the flight was on instruments and Earhart had no training for this type of flying, she did not pilot the aircraft. When interviewed after landing, she said, "Stultz did all the flying—had to. I was just baggage, like a sack of potatoes." She added, "…maybe someday I'll try it alone." Earhart reportedly received a rousing welcome on June 19, 1928, when she landed at Woolston in Southampton, England. She flew the Avro Avian 594 Avian III, SN: R3/AV/101 owned by Lady Mary Heath and later purchased the aircraft and had it shipped back to the United States (where it was assigned "unlicensed aircraft identification mark" 7083). When the Stultz, Gordon and Earhart flight crew returned to the United States, they were greeted with a ticker-tape parade along the Canyon of Heroes in Manhattan, followed by a reception with President Calvin Coolidge at the White House

Although Earhart had gained fame for her transatlantic flight, she endeavored to set an "untarnished" record of her own. Shortly after her return, piloting Avian 7083, she set off on her first long solo flight that occurred just as her name was coming into the national spotlight. By making the trip in August 1928, Earhart became the first woman to fly solo across the North American continent and back. Her piloting skills and professionalism gradually grew, as acknowledged by experienced professional pilots who flew with her. General Leigh Wade flew with Earhart in 1929: "She was a born flier, with a delicate touch on the stick." Earhart subsequently made her first attempt at competitive air racing in 1929 during the first Santa Monica-to-Cleveland Women's Air Derby (nicknamed the "Powder Puff Derby" by Will Rogers), which left Santa Monica on August 18 and arrived at Cleveland on August 26. During the race, she settled into fourth place in the "heavy planes" division. At the second last stop at Columbus, her friend Ruth Nichols, who was coming third, had an accident while on a test flight before the race recommenced. Nichols' aircraft hit a tractor at the start of the runway and flipped over, forcing her out of the race. At Cleveland, Earhart was placed third in the heavy division.

In 1930, Earhart became an official of the National Aeronautic Association where she actively promoted the establishment of separate women's records and was instrumental in the Fédération Aéronautique Internationale (FAI) accepting a similar international standard. In 1931, flying a Pitcairn PCA-2 autogyro, she set a world altitude record of 18,415 feet (5,613 m) in a borrowed company machine. While to a reader today it might seem that Earhart was engaged in flying "stunts," she was, with other female flyers, crucial to making the American public "air minded" and convincing them that "aviation was no longer just for daredevils and supermen." During this period, Earhart became involved with The Ninety-Nines, an organization of female pilots providing moral support and advancing the cause of women in aviation. She had called a meeting of female pilots in 1929 following the Women's Air Derby. She suggested the name based on the number of the charter members; she later became the organization's first president in 1930. Earhart was a vigorous advocate for female pilots and when the 1934 Bendix Trophy Race banned women, she openly refused to fly screen actress Mary Pickford to Cleveland to open the races.

For a while, Earhart was engaged to Samuel Chapman, a chemical engineer from Boston; she broke off the engagement on November 23, 1928. During the same period, Earhart and publisher George P. Putnam had spent a great deal of time together. Putnam, who was known as GP, was divorced in 1929 and sought out Earhart, proposing to her six times before she finally agreed to marry him. After substantial hesitation on her part, they married on February 7, 1931, in Putnam's mother's house in Noank, Connecticut. Earhart referred to her marriage as a "partnership" with "dual control." In a letter written to Putnam and hand delivered to him on the day of the wedding, she wrote, "I want you to understand I shall not hold you to any midaevil [sic] code of faithfulness to me nor shall I consider myself bound to you similarly." Earhart's ideas on marriage were liberal for the time as she believed in equal responsibilities for both breadwinners and pointedly kept her own name rather than being referred to as "Mrs. Putnam." When The New York Times, per the rules of its stylebook, insisted on referring to her as Mrs. Putnam, she laughed it off. GP also learned quite soon that he would be called "Mr. Earhart." There was no honeymoon for the newlyweds as Earhart was involved in a nine-day cross-country tour promoting autogyros and the tour sponsor, Beech-Nut chewing gum. Although Earhart and Putnam never had children, he had two sons by his previous marriage to Dorothy Binney (1888–1982), a chemical heiress whose father's company, Binney & Smith, invented Crayola crayons: the explorer and writer David Binney Putnam (1913–1992) and George Palmer Putnam, Jr. (1921–2013). Earhart was especially fond of David, who frequently visited his father at their family home, which was on the grounds of the The Apawamis Club in Rye, New York. George had contracted polio shortly after his parents' separation and was unable to visit as often.

On the morning of May 20, 1932, 34-year-old Earhart set off from Harbour Grace, Newfoundland with a copy of the Telegraph-Journal, given to her by journalist Stuart Trueman, intended to confirm the date of the flight. She intended to fly to Paris in her single engine Lockheed Vega 5B to emulate Charles Lindbergh's solo flight five years earlier. Her technical advisor for the flight was famed Norwegian American aviator Bernt Balchen who helped prepare her aircraft. He also played the role of "decoy" for the press as he was ostensibly preparing Earhart's Vega for his own Arctic flight. After a flight lasting 14 hours, 56 minutes during which she contended with strong northerly winds, icy conditions and mechanical problems, Earhart landed in a pasture at Culmore, north of Derry, Northern Ireland. The landing was witnessed by Cecil King and T. Sawyer. When a farm hand asked, "Have you flown far?" Earhart replied, "From America." The site now is the home of a small museum, the Amelia Earhart Centre. As the first woman to fly solo nonstop across the Atlantic, Earhart received the Distinguished Flying Cross from Congress, the Cross of Knight of the Legion of Honor from the French Government and the Gold Medal of the National Geographic Society from President Herbert Hoover. As her fame grew, she developed friendships with many people in high offices, most notably First Lady Eleanor Roosevelt. Roosevelt shared many of Earhart's interests and passions, especially women's causes. After flying with Earhart, Roosevelt obtained a student permit but did not further pursue her plans to learn to fly. The two friends communicated frequently throughout their lives. Another famous flyer, Jacqueline Cochran, who was considered to be Earhart's greatest rival by both media and the public, also became a confidante and friend during this period.

On January 11, 1935, Earhart became the first aviator to fly solo from Honolulu, Hawaii to Oakland, California. Although this transoceanic flight had been attempted by many others, notably by the unfortunate participants in the 1927 Dole Air Race that had reversed the route, her trailblazing flight had been mainly routine, with no mechanical breakdowns. In her final hours, she even relaxed and listened to "the broadcast of the Metropolitan Opera from New York." That year, once more flying her faithful Vega that Earhart had tagged "old Bessie, the fire horse," she flew solo from Los Angeles to Mexico City on April 19. The next record attempt was a nonstop flight from Mexico City to New York. Setting off on May 8, her flight was uneventful although the large crowds that greeted her at Newark, New Jersey were a concern, because she had to be careful not to taxi into the throng. Earhart again participated in long-distance air racing, placing fifth in the 1935 Bendix Trophy Race, the best result she could manage considering that her stock Lockheed Vega, topping out at 195 mph (314 km/h), was outclassed by purpose-built air racers that reached more than 300 mph (480 km/h). The race had been a particularly difficult one as a competitor, Cecil Allen, died in a fiery takeoff mishap and rival Jacqueline Cochran was forced to pull out due to mechanical problems, the "blinding fog", and violent thunderstorms that plagued the race. Between 1930 and 1935, Earhart had set seven women's speed and distance aviation records in a variety of aircraft including the Kinner Airster, Lockheed Vega, and Pitcairn Autogiro. By 1935, recognizing the limitations of her "lovely red Vega" in long, transoceanic flights, Earhart contemplated, in her own words, a new "prize… one flight which I most wanted to attempt – a circumnavigation of the globe as near its waistline as could be." For the new venture, she would need a new aircraft.

In 1937 she attempted to fly around the world, and on July 2nd, she and her navigator, Fred Noonan, took off from New Guinea and headed east, around the equator. However, while over the Pacific, the plane ran low on gas. They began looking for an atoll to set down on, and tried to send out an SOS. Suddenly, a they saw a huge light behind them. The plane stopped dead, and then started moving backwards towards the light. That was the last Earhart remembered of the event. They were in fact being abducted by an alien species, the Briori. To the outside world, it appeared that the plane just vanished somewhere in the South Seas. Unbeknownst at the time was that the mission was financed by her government and was part of an intelligence operation to gather information about the Japanese. Rumors about this emerged after the Pearl Harbor attack in 1941, and it later became part of established history. Lots of people spent years or decades trying to solve the mystery. The most commonly held theory was that the plane had just crashed. But no wreckage was found despite numerous searches, so more speculative scenarios started emerging. Some thought she'd been shot down and captured by the Japanese Navy. Others thought that she and Noonan had flown off together on some sort of romantic adventure. The most ridiculed theory was that she had been captured by aliens. By the 22nd century, the mystery was compared to the the the disappearance of Judge Crater and the fate of the Terra Nova colony. In 2371, the crew of the USS Voyager discovered that Earhart and Noonan had, in fact, been abducted by aliens known as the Briori, along with over three hundred other people in 1937, to be utilized as slave labor on a planet in the Delta Quadrant. The Voyager crew discovered Earhart and Noonan, along with six other humans, in a state of suspended animation, the only abducted Humans who had been left in stasis. By this time, the Humans had long since overthrown their Briori masters, and their descendants had established a thriving community on the planet. Upon being revived by the Voyager crew, Earhart and the others, who had come to be known as "the 37's" by the Human colonists, were given the option of joining the crew on their long journey back to the Alpha Quadrant. Earhart and the others declined, however, and elected to remain on the planet with the other Human colonists. Earhart, however, couldn't pass up the opportunity to fly in space and with Fred having been killed by the humans on the planet there was nothing for her on the planet and she ultimately joined Voyager getting the provisional rank of Lieutenant junior grade and serving as Neelix's assistant.

When Voyager attempted to open an artificial wormhole in 2372 Voyager was returned to the Alpha Quadrant but in a different quantum reality. Voyager was destroyed along with most of the crew and Amelia was transferred to the Hood to serve as Assistant Chief Helm Officer. It was not until 2379 that she was promoted to be a Chief Helm Officer drawing the assignment on the USS Hawking as part of Project Full Circle.

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