The Info List - Charles Lindbergh

Charles Augustus Lindbergh (February 4, 1902 – August 26, 1974), nicknamed Lucky Lindy, The Lone Eagle, and Slim[1] was an American aviator, military officer, author, inventor, explorer, and environmental activist. At age 25 in 1927, he went from obscurity as a U.S. Air Mail
U.S. Air Mail
pilot to instantaneous world fame by winning the Orteig Prize: making a nonstop flight from Roosevelt Field, Long Island, New York, to Paris, France. He covered the ​33 1⁄2-hour, 3,600 statute miles (5,800 km) alone in a single-engine purpose-built Ryan monoplane, Spirit of St. Louis. This was the first solo transatlantic flight and the first non-stop flight between North America and mainland Europe. Lindbergh was an officer in the U.S. Army Air Corps Reserve, and he received the United States' highest military decoration, the Medal of Honor, for the feat.[2] His achievement spurred interest in both commercial aviation and air mail, and Lindbergh himself devoted much time and effort to promoting such activity. Lindbergh's historic flight and celebrity status led to tragedy. In March 1932, his infant son, Charles Jr., was kidnapped and murdered in what American media called the "Crime of the Century" and described by H. L. Mencken as "the biggest story since the Resurrection".[3] The case prompted the United States
United States
Congress to establish kidnapping as a federal crime once the kidnapper had crossed state lines with his victim. By late 1935 the hysteria surrounding the case had driven the Lindbergh family into voluntary exile in Europe, from which they returned in 1939. Before the United States
United States
formally entered World War II, some people accused Lindbergh of being a fascist sympathizer. An advocate of non-interventionism[4] he supported the antiwar America First Committee, which opposed American aid to Britain in its war against Germany, and resigned his commission in the United States
United States
Army Air Forces in 1941 after President Franklin Roosevelt
Franklin Roosevelt
publicly rebuked him for his views. Nevertheless, he publicly supported the U.S. war effort after the Japanese attack on Pearl Harbor
Japanese attack on Pearl Harbor
and flew fifty combat missions in the Pacific Theater of World War II
World War II
as a civilian consultant, though Roosevelt refused to reinstate his Air Corps colonel's commission. In his later years, Lindbergh became a prolific prize-winning author, international explorer, inventor, and environmentalist. Lindbergh and his wife, the former Anne Morrow, were the parents of six children. In 2003—twenty nine years after Lindbergh's death and two years after his wife died—it was revealed that beginning in 1957 (when he was 55 years old), Lindbergh had engaged in several covert adulterous affairs with three European women, with whom he fathered seven more children, none of whom learned of their father's true identity until a decade after his 1974 death.


1 Rise to fame

1.1 Early childhood 1.2 Early aviation career 1.3 Air Mail pilot

2 New York– Paris

2.1 Orteig Prize 2.2 Spirit of St. Louis 2.3 Flight

3 Fame

3.1 Autobiography and tours 3.2 Air Mail promotion

4 Personal life

4.1 American family 4.2 Kidnapping
of Charles Lindbergh
Charles Lindbergh
Jr. 4.3 In Europe (1936–1939)

5 Scientific activities 6 Pre-war activities and politics

6.1 Overseas visits 6.2 Non-Interventionism and America First involvement 6.3 Attitudes toward race and racism

7 World War II 8 Later life

8.1 Double life and secret European children 8.2 Environmental causes 8.3 Death

9 Honors and tributes

9.1 Awards and decorations 9.2 Medal of Honor 9.3 Other recognition

10 Books 11 In popular culture

11.1 Literature 11.2 Film and television 11.3 Music 11.4 Cartoons 11.5 Postage stamps

12 See also 13 References

13.1 Notes 13.2 Citations 13.3 Bibliography 13.4 Primary sources

14 External links

Rise to fame[edit] Early childhood[edit]

Charles A. Lindbergh and his father, circa 1910

Lindbergh was born in Detroit, Michigan, on February 4, 1902, and spent most of his childhood in Little Falls, Minnesota, and Washington, D.C. He was the third child of Charles August Lindbergh (birth name Carl Månsson; 1859–1924) who had emigrated from Sweden to Melrose, Minnesota
Melrose, Minnesota
as an infant, and his only child with his second wife, Evangeline Lodge Land Lindbergh (1876–1954), of Detroit. Charles' parents separated in 1909 when he was seven.[5] Lindbergh's father, a U.S. Congressman (R-MN-6) from 1907 to 1917, was one of the few Congressmen to oppose the entry of the U.S. into World War I (although his Congressional term ended one month prior to the House of Representatives voting to declare war on Germany).[6] Lindbergh's mother was a chemistry teacher at Cass Technical High School in Detroit
and later at Little Falls High School, from which her son graduated on June 5, 1918. Lindbergh also attended over a dozen other schools from Washington, D.C., to California, during his childhood and teenage years (none for more than a year or two), including the Force School and Sidwell Friends School
Sidwell Friends School
while living in Washington with his father, and Redondo Union High School in Redondo Beach, California, while living there with his mother.[7] Although he enrolled in the College of Engineering at the University of Wisconsin–Madison in late 1920, Lindbergh dropped out in the middle of his sophomore year and then went to Lincoln, Nebraska, in March 1922 to begin flight training.[8] Early aviation career[edit]

Lincoln Standard J
Standard J

From an early age, Lindbergh had exhibited an interest in the mechanics of motorized transportation, including his family's Saxon Six automobile, and later his Excelsior motorbike. By the time he started college as a mechanical engineering student, he had also become fascinated with flying, though he "had never been close enough to a plane to touch it".[9] After quitting college in February 1922, Lindbergh enrolled at the Nebraska Aircraft Corporation's flying school in Lincoln and flew for the first time on April 9, as a passenger in a two-seat Lincoln Standard "Tourabout" biplane trainer piloted by Otto Timm.[10] A few days later, Lindbergh took his first formal flying lesson in that same machine, though he was never permitted to solo because he could not afford to post the requisite damage bond.[11] To gain flight experience and earn money for further instruction, Lindbergh left Lincoln in June to spend the next few months barnstorming across Nebraska, Kansas, Colorado, Wyoming, and Montana as a wing walker and parachutist. He also briefly worked as an airplane mechanic at the Billings, Montana, municipal airport.[12][13]

"Daredevil Lindbergh" in a re-engined Standard J-1, the plane in this photo often misidentified as a Curtiss "Jenny", probably 1925

Lindbergh left flying with the onset of winter and returned to his father's home in Minnesota.[14] His return to the air and first solo flight did not come until half a year later in May 1923 at Souther Field in Americus, Georgia, a former Army flight training field, where he had come to buy a World War I surplus Curtiss JN-4
Curtiss JN-4
"Jenny" biplane. Though Lindbergh had not touched an airplane in more than six months, he had already secretly decided he was ready to take to the air by himself. After a half-hour of dual time with a pilot who was visiting the field to pick up another surplus JN-4, Lindbergh flew solo for the first time in the Jenny he had just purchased for $500.[15][16] After spending another week or so at the field to "practice" (thereby acquiring five hours of "pilot in command" time), Lindbergh took off from Americus for Montgomery, Alabama, some 140 miles to the west, for his first solo cross-country flight.[17] He went on to spend much of the rest of 1923 engaged in almost nonstop barnstorming under the name of "Daredevil Lindbergh". Unlike the previous year, this time Lindbergh flew in his "own ship" as pilot.[18][19] A few weeks after leaving Americus, the young airman also achieved another key aviation milestone when he made his first flight at night near Lake Village, Arkansas.[20]

2nd Lt. Charles A. Lindbergh, USASRC March 1925

While Lindbergh was barnstorming in Lone Rock, Wisconsin, on two occasions he flew a local physician across the Wisconsin River to emergency calls that were otherwise unreachable due to flooding.[21] He broke his propeller several times while landing, and on June 3, 1923 he was grounded for a week when he ran into a ditch in Glencoe, Minnesota
while flying his father—then running for the U.S. Senate—to a campaign stop. In October, Lindbergh flew his Jenny to Iowa, where he sold it to a flying student. After selling the Jenny, Lindbergh returned to Lincoln by train. There, he joined Leon Klink and continued to barnstorm through the South for the next few months in Klink's Curtiss JN-4C "Canuck" (the Canadian version of the Jenny). Lindbergh also "cracked up" this aircraft once when his engine failed shortly after take-off in Pensacola, Florida, but again he managed to repair the damage himself.[22] Following a few months of barnstorming through the South, the two pilots parted company in San Antonio, Texas, where Lindbergh reported to Brooks Field on March 19, 1924, to begin a year of military flight training with the United States
United States
Army Air Service there (and later at nearby Kelly Field).[23] Lindbergh had his most serious flying accident on March 5, 1925, eight days before graduation, when a midair collision with another Army S.E.5 during aerial combat maneuvers forced him to bail out.[24] Only 18 of the 104 cadets who started flight training a year earlier 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.[25][N 1] Lindbergh later said that this year was critical to his development as both a focused, goal-oriented individual and as an aviator.[N 2] The Army did not need additional active-duty pilots, however, so immediately following graduation Lindbergh 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. He was soon promoted to 1st Lieutenant, and to captain in July 1926.[28] Air Mail pilot[edit]

In October 1925, Lindbergh was hired by the Robertson Aircraft Corporation (RAC) at the Lambert-St. Louis Flying Field in Anglum, MO (where he had been working as a flight instructor) to first lay out and then serve as chief pilot for the newly designated 278-mile (447 km) Contract Air Mail Route #2 (CAM-2) to provide service between St. Louis and Chicago
(Maywood Field) with two intermediate stops in Springfield and Peoria, Illinois.[29] 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. Just before signing on to fly with CAM, Lindbergh had applied to serve as a pilot on Richard E. Byrd's North Pole expedition, but apparently his bid came too late.[30] On April 13, 1926, Lindbergh executed the Post Office Department's Oath of Mail Messengers,[31] and two days later he opened service on the new route. Twice combinations of bad weather, equipment failure, and fuel exhaustion forced him to bail out on night approach to Chicago;[32][33] both times he reached the ground without serious injury and immediately set about ensuring his cargo was located and sent on with minimum delay.[33][34] In mid-February 1927 he left for San Diego, California, to oversee design and construction of the Spirit of St. Louis.[35]

CAM-2 first flight cover

A CAM-2 "Weekly Postage Report" by Lindbergh

New York– Paris
flight[edit] Orteig Prize[edit] Main article: Orteig Prize The world's first nonstop transatlantic flight (though at 1,890 mi, or 3,040 km, far shorter than Lindbergh's 3,600 mi, or 5,800 km, flight) was made eight years earlier by British aviators John Alcock and Arthur Whitten Brown, in a modified Vickers Vimy
Vickers Vimy
IV bomber. They left St. John's, Newfoundland on June 14, 1919 and arrived in Ireland, the following day.[36] Around the same time, French-born New York hotelier Raymond Orteig
Raymond Orteig
was approached by Augustus Post, secretary of the Aero Club of America, and prompted to put up a $25,000 award for the first successful nonstop transatlantic flight specifically between New York City and Paris
(in either direction) within five years after its establishment. When that time limit lapsed in 1924 without a serious attempt, Orteig renewed the offer for another five years, this time attracting a number of well-known, highly experienced, and well-financed contenders[37]‍—‌none of whom were successful. On September 21, 1926 World War I French flying ace René Fonck's Sikorsky S-35 crashed on takeoff from Roosevelt Field
Roosevelt Field
in New York. U.S. Naval aviators Noel Davis and Stanton H. Wooster were killed at Langley Field, Virginia on April 26, 1927, while testing their Keystone Pathfinder. On May 8 French war heroes Charles Nungesser
Charles Nungesser
and François Coli departed Paris
– Le Bourget Airport in the Levasseur PL 8 seaplane L'Oiseau Blanc; they disappeared over the coast of Ireland.[38] American air racer Clarence D. Chamberlin and Arctic
explorer Richard E. Byrd were also in the race.[further explanation needed] Spirit of St. Louis[edit]

Part of the funding for the Spirit of St. Louis
Spirit of St. Louis
came from Lindbergh's earnings as a U.S. Air Mail
U.S. Air Mail

Financing the operation of the historic flight was a challenge due to Lindbergh's obscurity, but two St. Louis businessmen eventually obtained a $15,000 bank loan. Lindbergh contributed $2,000 ($27,280.45 in 2017)[39] of his own money and another $1,000 was donated by RAC. The total of $18,000 was far less than was available to Lindbergh's rivals.[40] The group tried to buy an "off-the-peg" single or multiengine monoplane from Wright Aeronautical, then Travel Air, and finally the newly formed Columbia Aircraft Corporation, but all insisted on selecting the pilot as a condition of sale.[41][42][43] Finally the much smaller Ryan Aircraft Company of San Diego
San Diego
agreed to design and build a custom monoplane for $10,580, and on February 25 a deal was formally closed.[44] Dubbed the Spirit of St. Louis, the fabric-covered, single-seat, single-engine "Ryan NYP" high-wing monoplane (CAB registration: N-X-211) was designed jointly by Lindbergh and the Ryan's chief engineer Donald A. Hall.[45] The Spirit flew for the first time just two months later, and after a series of test flights Lindbergh took off from San Diego
San Diego
on May 10. He went first to St. Louis, then on to Roosevelt Field
Roosevelt Field
on New York's Long Island.[46] Flight[edit]

Lindbergh with the Spirit of St. Louis
Spirit of St. Louis
before his Paris

In the early morning of Friday, May 20, 1927, Lindbergh took off from Roosevelt Field
Roosevelt Field
across the Atlantic Ocean for Paris, France.[47] His monoplane was loaded with 450 U.S. gallons (1,704 liters) of fuel that was strained repeatedly to avoid fuel line blockage. The aircraft weighed about 2,710 lb (1,230 kg), and takeoff was hampered by a muddy, rain-soaked runway. Lindbergh's monoplane was powered by a J-5C Wright Whirlwind
Wright Whirlwind
radial engine and gained speed very slowly during its 7:52 a.m. takeoff, but cleared telephone lines at the far end of the field "by about twenty feet [six meters] with a fair reserve of flying speed".[48] Over the next ​33 1⁄2 hours, Lindbergh and the Spirit faced many challenges, which included skimming over storm clouds at 10,000 ft (3,000 m) and wave tops at as low as 10 ft (3.0 m). The aircraft fought icing, flew blind through fog for several hours, and Lindbergh navigated only by dead reckoning. (He was not proficient at navigating by the sun and stars and he rejected radio navigation gear as heavy and unreliable. He was fortunate that the winds over the Atlantic cancelled each other out, giving him zero wind drift – and thus accurate navigation during the long flight over featureless ocean.)[49][50] He landed at Le Bourget Aerodrome[51] at 10:22 p.m. on Saturday, May 21.[52] The airfield was not marked on his map and Lindbergh knew only that it was some seven miles northeast of the city; he initially mistook it for some large industrial complex because of the bright lights spreading out in all directions‍—‌in fact the headlights of tens of thousands of spectators' cars caught in "the largest traffic jam in Paris
history" in their attempt to be present for Lindbergh's landing.[53]

Samples of the Spirit's linen covering

A crowd estimated at 150,000 stormed the field, dragged Lindbergh out of the cockpit, and literally carried him around above their heads for "nearly half an hour". Some damage was done to the Spirit (especially to the fine linen, silver-painted fabric covering on the fuselage) by souvenir hunters before pilot and plane reached the safety of a nearby hangar with the aid of French military fliers, soldiers, and police.[54] Lindbergh's flight was certified by the National Aeronautic Association based on the readings from a sealed barograph placed in the Spirit.[55][56] Fame[edit]

Lindbergh accepting the prize from Orteig in New York, June 16, 1927[57]

Lindbergh received unprecedented adulation after his historic flight. People were "behaving as though Lindbergh had walked on water, not flown over it".[58]:17 His mother's house in Detroit
was surrounded by a crowd estimated at about 1,000.[59] Countless newspapers, magazines, and radio shows wanted to interview him, and he was flooded with job offers from companies, think tanks, and universities. The French Foreign Office flew the American flag, the first time it had saluted someone who wasn't a head of state.[60] Lindbergh also made a series of brief flights to Belgium and Great Britain in the Spirit before returning to the United States. Gaston Doumergue, the President of France, bestowed the French Légion d'honneur
Légion d'honneur
on Lindbergh,[61] and on his arrival back in the United States
United States
aboard the U.S. Navy cruiser USS Memphis (CL-13) on June 11, 1927, a fleet of warships and multiple flights of military aircraft escorted him up the Potomac River
Potomac River
to the Washington Navy Yard, where President Calvin Coolidge
Calvin Coolidge
awarded him the Distinguished Flying Cross.[62][63] The U.S. Post Office Department issued a 10-cent Air Mail stamp (Scott C-10) depicting the Spirit and a map of the flight.

Play media

Newsreel of Lindbergh's flight to Brussels [further explanation needed]

Program for the New York "WE" Banquet (June 14, 1927)

Lindbergh flew from Washington, D.C. to New York City on June 13, arriving in lower Manhattan. He traveled up the Canyon of Heroes to City Hall, where he was received by Mayor Jimmy Walker. A ticker-tape parade[64] followed to Central Park Mall, where he was honored at another ceremony hosted by New York Governor Al Smith
Al Smith
and attended by a crowd of 200,000. Some 4,000,000 persons saw Lindbergh that day.[65][66][67] That evening, Lindbergh was accompanied by his mother and Mayor Walker when he was the guest of honor at a 500-guest banquet and dance held at Clarence MacKay's Long Island
Long Island
estate, Harbor Hill.[68] The following night, Lindbergh was honored with a grand banquet at the Hotel Commodore given by the Mayor's Committee on Receptions of the City of New York and attended by some 3,700 people.[69] He was officially awarded the check for the prize on June 16.[57] On July 18, 1927, Lindbergh was promoted to the rank of colonel in the Air Corps of the Officers Reserve Corps of the U.S. Army.[70] On December 14, 1927, a Special
Act of Congress
Act of Congress
awarded Lindbergh the Medal of Honor, despite the fact that it was almost always awarded for heroism in combat.[71] It was presented to Lindbergh by President Coolidge at the White House on March 21.[72] Other noncombat awards of the Medal of Honor
Medal of Honor
were made to naval aviators Richard E. Byrd
Richard E. Byrd
and Floyd Bennett, as well as arctic explorer Adolphus W. Greely. Lindbergh was honored as the first Time magazine "Man of the Year" when he appeared on that magazine's cover at age 25 January 2, 1928; he remains the youngest Man of the Year ever.[73] The winner of the 1930 Best Woman Aviator of the Year Award, Elinor Smith
Elinor Smith
Sullivan, said that before Lindbergh's flight,

"Lindbergh Air Mail" 10¢ issue (C-10) June 11, 1927

People seemed to think we [aviators] were from outer space or something. But after Charles Lindbergh's flight, we could do no wrong. It's hard to describe the impact Lindbergh had on people. Even the first walk on the moon doesn't come close. The twenties was such an innocent time, and people were still so religious—I think they felt like this man was sent by God to do this. And it changed aviation forever because all of a sudden the Wall Streeters were banging on doors looking for airplanes to invest in. We'd been standing on our heads trying to get them to notice us but after Lindbergh, suddenly everyone wanted to fly, and there weren't enough planes to carry them.[74]

Autobiography and tours[edit] Main article: "WE" (1927 book)

"WE" 1st Edition, 1927

Barely two months after Lindbergh arrived in Paris, G. P. Putnam's Sons published his 318-page autobiography "WE", which was the first of 15 books he eventually wrote or to which he made significant contributions. The company was run by aviation enthusiast George P. Putnam.[75] The dustjacket notes said that Lindbergh wanted to share the "story of his life and his transatlantic flight together with his views on the future of aviation", and that "WE" referred to the "spiritual partnership" that had developed "between himself and his airplane during the dark hours of his flight".[76][77] But Putnam's had selected the title without Lindbergh's knowledge, and he complained, "we" actually referred to himself and his St. Louis financial backers, though his frequent unconscious use of the phrase seemed to suggest otherwise.[further explanation needed][78]

"WE" was soon translated into most major languages and sold more than 650,000 copies in the first year, earning Lindbergh more than $250,000. Its success was considerably aided by Lindbergh's three-month, 22,350-mile (35,970 km) tour of the United States
United States
in the Spirit on behalf of the Daniel Guggenheim
Daniel Guggenheim
Fund for the Promotion of Aeronautics. Between July 20 and October 23, 1927 Lindbergh visited 82 cities in all 48 states, delivered 147 speeches, rode 1,290 mi (2,080 km) in parades,[78][N 3] was seen by more than 30 million Americans, one quarter of the nation's population.[78] Lindbergh then toured 16 Latin America
Latin America
countries between December 13, 1927 and February 8, 1928. Dubbed the "Good Will Tour", it included stops in Mexico (where he also met his future wife, Anne, the daughter of U.S. Ambassador Dwight Morrow), Guatemala, British Honduras, Salvador, Honduras, Nicaragua, Costa Rica, Panama, the Canal Zone, Colombia, Venezuela, St. Thomas, Puerto Rico, the Dominican Republic, Haiti, and Cuba, covering 9,390 miles (15,110 km) in just over 116 hours of flight time.[28][79] A year and two days after it had made its first flight, Lindbergh flew the Spirit from St. Louis to Washington, D.C., where it has been on public display at the Smithsonian Institution
Smithsonian Institution
ever since.[80] Over the previous 367 days, Lindbergh and the Spirit had logged 489 hours 28 minutes of flight time together.[81]

The Spirit of St. Louis
Spirit of St. Louis
on display at the National Air and Space Museum

A "Lindbergh boom" in aviation had begun. The volume of mail moving by air[where?] increased 50 percent within six months, applications for pilots' licenses tripled, and the number of planes quadrupled.[58]:17 President Herbert Hoover
Herbert Hoover
appointed Lindbergh to the National Advisory Committee for Aeronautics.[82] Lindbergh and Pan American World Airways
Pan American World Airways
head Juan Trippe
Juan Trippe
were interested in developing a great circle air route across Alaska and Siberia to China and Japan. In the summer of 1931, with Trippe's support, Lindbergh and his wife flew from Long Island
Long Island
to Nome, Alaska and from there to Siberia, Japan and China. The route was not available for commercial service until after World War II, as prewar aircraft lacked the range to fly Alaska to Japan nonstop, and the United States
United States
had not officially recognized the Soviet government.[83] In China they volunteered to help in disaster investigation and relief efforts for the Central China flood of 1931.[84] This was later documented in Anne's book North to the Orient. Air Mail promotion[edit]

Lindbergh-autographed USPOD penalty cover with C-10 flown by him over CAM-2

Lindbergh used his fame to promote air mail service. For example, at the request of the owner of West Indian Aerial Express (and later Pan Am's chief pilot), in February 1928 he carried some 3,000 pieces of special souvenir mail between Santo Domingo, R.D., Port-au-Prince, Haiti, and Havana, Cuba[85]‍—‌the last three stops he and the Spirit made during their 7,800 mi (12,600 km) "Good Will Tour" of Latin America
Latin America
and the Caribbean
between December 13, 1927 and February 8, 1928.[86]

B.L. Rowe corner cover flown in the Spirit of St. Louis
Spirit of St. Louis
from Santo Domingo to Port-au-Prince
and Havana

Two weeks after his Latin American tour, Lindbergh piloted a series of special flights over his old CAM-2 route on February 20 and February 21. Tens of thousands of self-addressed souvenir covers were sent in from all over the world, so at each stop Lindbergh switched to another of the three planes he and his fellow CAM-2 pilots had used, so it could be said that each cover had been flown by him. The covers were then backstamped and returned to their senders as promotion of the Air Mail Service.[87] In 1929–1931, Lindbergh carried much smaller numbers of souvenir covers on the first flights over routes in Latin America
Latin America
and the Caribbean, which he had earlier laid out as a consultant to Pan American Airways to be then flown under contract to the Post Office as Foreign Air Mail (FAM) routes 5 and 6.[88] Personal life[edit] American family[edit]

Charles and Anne Morrow
Anne Morrow

In his autobiography, Lindbergh derided pilots he met as womanizing "barnstormers;" he also criticized Army cadets for their "facile" approach to relationships. He wrote that the ideal romance was stable and long-term, with a woman with keen intellect, good health, and strong genes,[89] his "experience in breeding animals on our farm [having taught him] the importance of good heredity".[90] Anne Morrow Lindbergh
Anne Morrow Lindbergh
(1906–2001) was the daughter of Dwight Morrow who, as partner at J.P. Morgan & Co., had acted as financial adviser to Lindbergh. He was also the U.S. Ambassador to Mexico in 1927. Invited by Morrow on a goodwill tour to Mexico, Lindbergh met Anne in Mexico City in December 1927.[91] The couple was married on May 27, 1929 in Englewood, New Jersey.[92] They had six children: Charles Augustus Lindbergh Jr.
Charles Augustus Lindbergh Jr.
(1930–1932); Jon Morrow Lindbergh
Jon Morrow Lindbergh
(b. 1932); Land Morrow Lindbergh (b. 1937), who studied anthropology at Stanford University
Stanford University
and married Susan Miller in San Diego;[93] Anne Lindbergh (1940–1993); Scott Lindbergh (b. 1942); and Reeve Lindbergh (b. 1945), a writer. Lindbergh taught Anne how to fly and she accompanied and assisted him in much of his exploring and charting of air routes. Lindbergh saw his children for only a few months a year. He kept track of each child's infractions (including such things as gum-chewing) and insisted that Anne track every penny of household expenses in account books.[94] Kidnapping
of Charles Lindbergh
Charles Lindbergh
Jr.[edit] Main article: Lindbergh kidnapping

On the evening of March 1, 1932, twenty-month-old Charles Augustus Lindbergh Jr. was abducted from his crib in the Lindbergh's rural home, Highfields, in East Amwell, New Jersey, near the town of Hopewell.[N 4] A man who claimed to be the kidnapper[96] picked up a cash ransom of $50,000 on April 2, part of which was in gold certificates, which were soon to be withdrawn from circulation and would therefore attract attention; the bills' serial numbers were also recorded. On May 12 the child's remains were found in woods not far from the Lindbergh home.[97]

Lindbergh testifying at the Hauptmann trial in 1935. Bruno Hautmann can be seen on the right side of the photograph.

In response to what was widely called "The Crime of the Century", Congress passed the so-called "Lindbergh Law", which made kidnapping a federal offense if the victim is taken across state lines or (as in the Lindbergh case) the kidnapper uses "the mail or ... interstate or foreign commerce in committing or in furtherance of the commission of the offense", such as in demanding ransom.[98] Richard Hauptmann, a 34-year-old German immigrant carpenter, was arrested near his home in the Bronx, New York, on September 19, 1934, after paying for gasoline with one of the ransom bills. $13,760 of the ransom money and other evidence was found in his home. Hauptmann went on trial for kidnapping, murder and extortion on January 2, 1935 in a circus-like atmosphere in Flemington, New Jersey. He was convicted on February 13,[99] sentenced to death, and electrocuted at Trenton State Prison on April 3, 1936.[100]

In Europe (1936–1939)[edit]

Newsreel still of Lindbergh family arrival in England, December 31, 1935

An intensely private man,[101] Lindbergh became exasperated by the unrelenting public attention in the wake of the kidnapping and Hauptmann trial,[102][103] and was concerned for the safety of his three-year-old second son Jon.[104][105] Consequently, in the predawn hours of Sunday, December 22, 1935, the family "sailed furtively"[102] from Manhattan for Liverpool,[106] the only three passengers aboard the United States
United States
Lines freighter SS American Importer.[N 5] They traveled under assumed names and with diplomatic passports issued through the personal intervention of Treasury Secretary Ogden L. Mills.[108] News of the Lindberghs' "flight to Europe"[102] did not become public until a full day later,[109][110] and even after the identity of their ship became known[103] radiograms addressed to Lindbergh on it were returned as "Addressee not aboard".[102] They arrived in Liverpool on December 31, then departed for South Wales to stay with relatives.[111][112] The family eventually rented "Long Barn" in Sevenoaks Weald, Kent.[113] In 1938, the family moved to Île Illiec, a small four-acre island Lindbergh purchased off the Breton coast of France.[114]

Long Barn, the Lindberghs' rented home in England

Except for a brief visit to the U.S. in December 1937,[115] the family (including a third son, Land, born May 1937 in London) lived and traveled extensively in Europe before returning to the U.S. in April 1939, settling in a rented seaside estate at Lloyd Neck, Long Island, New York.[116][117] The return was prompted by a personal request by General H. H. ("Hap") Arnold, the chief of the United States
United States
Army Air Corps in which Lindbergh was a reserve colonel, for him to accept a temporary return to active duty to help evaluate the Air Corp's readiness for war.[118][119] His duties included evaluating new aircraft types in development, recruitment procedures, and finding a site for a new air force research institute and other potential air bases.[120] Assigned a Curtiss P-36 fighter, he toured various facilities, reporting back to Wright Field.[120] Lindbergh's brief four-month tour was also his first period of active military service since his graduation from the Army's Flight School fourteen years earlier in 1925.[116] Scientific activities[edit]

Longines' Lindbergh watch

A Lindbergh perfusion pump, circa 1935

Lindbergh wrote to the Longines
watch company and described a watch that would make navigation easier for pilots. First produced in 1931,[121] it is still produced today.[122] In 1929, Lindbergh became interested in the work of rocket pioneer Robert H. Goddard. By helping Goddard secure an endowment from Daniel Guggenheim in 1930, Lindbergh allowed Goddard to expand his research and development. Throughout his life, Lindbergh remained a key advocate of Goddard's work.[123] In 1930, Lindbergh's sister-in-law developed a fatal heart condition. Lindbergh began to wonder why hearts could not be repaired with surgery. Starting in early 1931 at the Rockefeller Institute and continuing during his time living in France, Lindbergh studied the perfusion of organs outside the body with Nobel Prize-winning French surgeon Dr. Alexis Carrel. Although perfused organs were said to have survived surprisingly well, all showed progressive degenerative changes within a few days.[124] Lindbergh's invention, a glass perfusion pump, named the "Model T" pump, is credited with making future heart surgeries possible. In this early stage, the pump was far from perfected. In 1938, Lindbergh and Carrel described an artificial heart in the book in which they summarized their work, The Culture of Organs,[125] 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.[126] Pre-war activities and politics[edit] Overseas visits[edit] At the request of the United States
United States
military, Lindbergh traveled to Germany several times between 1936 and 1938 to evaluate German aviation.[127] Hanna Reitsch
Hanna Reitsch
demonstrated the Focke-Wulf Fw 61 helicopter to Lindbergh in 1937,[128]:121 and he was the first American to examine Germany's newest bomber, the Junkers Ju 88, and Germany's front-line fighter aircraft, the Messerschmitt Bf 109, which he was allowed to pilot. He said of the Bf 109 that he knew of "no other pursuit plane which combines simplicity of construction with such excellent performance characteristics".[127][129] There is disagreement on how accurate Lindbergh's reports were, but Cole asserts that the consensus among British and American officials was that they were slightly exaggerated but badly needed.[130] Lindbergh also undertook a survey of aviation in the Soviet Union
Soviet Union
in 1938.[131]

Göring presenting Lindbergh with a medal on behalf of Adolf Hitler
Adolf Hitler
in October 1938

In 1938, Hugh Wilson, the American ambassador to Germany, hosted a dinner for Lindbergh with Germany's air chief, Hermann Göring
Hermann Göring
and three central figures in German aviation, Ernst Heinkel, Adolf Baeumker, and Willy Messerschmitt. At this dinner Göring presented Lindbergh with the Commander Cross of the Order of the German Eagle. Lindbergh's acceptance proved controversial after Kristallnacht, an anti-Jewish pogrom in Germany a few weeks later. Lindbergh declined to return the medal, later writing: "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."[132] Non-Interventionism and America First involvement[edit] At the urging of U.S. Ambassador Joseph Kennedy, Lindbergh wrote a secret memo to the British warning that a military response by Britain and France to Hitler's violation of the Munich Agreement
Munich Agreement
would be disastrous; he claimed that France was militarily weak and Britain over-reliant on its navy. He urgently recommended that they strengthen their air power to force Hitler to redirect his aggression against "Asiatic Communism".[130] In a controversial 1939 Reader's Digest article he wrote, "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."[133][134] Lindbergh deplored the rivalry between Germany and Britain, but favored a war between Germany and Russia.[130] Following Hitler's invasion of Czechoslovakia and Poland, Lindbergh decried suggestions that the United States
United States
should send aid to countries under threat,[further explanation needed] writing "I do not believe that repealing the arms embargo would assist democracy in Europe" and[135] "If we repeal the arms embargo with the idea of assisting one of the warring sides to overcome the other, then why mislead ourselves by talk of neutrality?"[135] He equated assistance with war profiteering: "To those who argue that we could make a profit and build up our own industry by selling munitions abroad, I reply that we in America have not yet reached a point where we wish to capitalize on the destruction and death of war."[135] In late 1940 Lindbergh became spokesman of the non-interventionist America First Committee,[136] soon speaking to overflow crowds at Madison Square Garden and Chicago's Soldier Field, with millions listening by radio. He argued that America had no business attacking Germany; he later wrote:

I was deeply concerned that the potentially gigantic power of America, guided by uninformed and impractical idealism, might crusade into Europe to destroy Hitler without realizing that Hitler's destruction would lay Europe open to the rape, loot and barbarism of Soviet Russia's forces, causing possibly the fatal wounding of western civilization.[137]

Lindbergh speaking at an AFC rally

In his 1941 testimony before the House Committee on Foreign Affairs opposing the Lend-Lease
bill, Lindbergh proposed that the United States negotiate a neutrality pact with Germany.[138] President Franklin Roosevelt
Franklin Roosevelt
publicly decried Lindbergh's views as those of a "defeatist and appeaser", comparing him to U.S. Rep. Clement L. Vallandigham, who had led the "Copperhead" movement that had opposed the American Civil War. Lindbergh promptly resigned his commission as a colonel in the U.S. Army Air Corps, writing that he saw "no honorable alternative" given that Roosevelt had publicly questioned his loyalty.[139] At an America First rally in September, Lindbergh accused three groups of "pressing this country toward war[:] the British, the Jewish, and the Roosevelt Administration":[140]

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.[141]

He went on to warn of "large [Jewish] ownership and influence in our motion pictures, our press, our radio, and our government", though he condemned Germany's antisemitism: "No person with a sense of the dignity of mankind can condone the persecution of the Jewish race in Germany." He continued,

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.[142]

Responding to criticism of his speech,[143] Lindbergh denied he was anti-Semitic but did not back away from his positions. Anne Lindbergh felt that the speech might tarnish Lindbergh's reputation unjustly; she wrote in her diary:

I have the greatest faith in [Lindbergh] as a person‍—‌in his integrity, his courage, and his essential goodness, fairness, and kindness‍—‌his nobility really ... How then explain my profound feeling of grief about what he is doing? If what he said is the truth (and I am inclined to think it is), why was it wrong to state it? He was naming the groups that were pro-war. No one minds his naming the British or the Administration. But to name "Jew" is un-American‍—‌even if it is done without hate or even criticism. Why?[144]

Interventionists created pamphlets pointing out his efforts were praised in Nazi Germany
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
Bellamy salute
(a hand gesture described by Francis Bellamy to accompany his Pledge of Allegiance to the American flag); the photos were taken from an angle not showing the flag, so to observers it was indistinguishable from the Hitler salute.[145] Roosevelt disliked Lindbergh's outspoken opposition to his administration's interventionist policies, telling Treasury Secretary Henry Morgenthau, "If I should die tomorrow, I want you to know this, I am absolutely convinced Lindbergh is a Nazi."[146] In 1941 he wrote to Secretary of War Henry Stimson: "When I read Lindbergh's speech I felt that it could not have been better put if it had been written by Goebbels himself. What a pity that this youngster has completely abandoned his belief in our form of government and has accepted Nazi methods because apparently they are efficient."[147] Attitudes toward race and racism[edit] Lindbergh elucidated his beliefs regarding white race in a 1939 article in Reader's Digest:

We can have peace and security only so long as we band together to preserve that most priceless possession, our inheritance of European blood, only so long as we guard ourselves against attack by foreign armies and dilution by foreign races.[148]

Lindbergh's speeches and writings reflected his adoption of views on race and religion similar to that of the Nazis.[149] Because of his trips to Nazi Germany
Nazi Germany
that were combined with a belief in eugenics,[150] Lindbergh was suspected of being a Nazi sympathizer. Lindbergh's reaction to Kristallnacht
was entrusted to his diary: "I do not understand these riots on the part of the Germans," he wrote. "It seems so contrary to their sense of order and intelligence. They have undoubtedly had a difficult 'Jewish problem', but why is it necessary to handle it so unreasonably?"[151] Lindbergh had planned to move to Berlin for the winter of 1938–39. He had provisionally found a house in Wannsee, but after Nazi friends discouraged him from leasing it because it had been formerly owned by Jews,[152] it was recommended that he contact Albert Speer, who said he would build the Lindberghs a house anywhere they wanted. On the advice of his close friend, Alexis Carrel, he cancelled the trip.[152] In his diaries, he wrote: "We must limit to a reasonable amount the Jewish influence ... Whenever the Jewish percentage of total population becomes too high, a reaction seems to invariably occur. It is too bad because a few Jews of the right type are, I believe, an asset to any country."

Nazi classification and racial definition

Lindbergh's anticommunism resonated deeply with many Americans, while eugenics and Nordicism enjoyed social acceptance.[134] Although Lindbergh considered Hitler a fanatic and avowed a belief in American democracy,[153][154] 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.[155] Critics have noticed an apparent influence of German philosopher Oswald Spengler
Oswald Spengler
on Lindbergh.[156] Spengler was a conservative authoritarian and during the interwar era, was widely read throughout the 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.[156] Lindbergh developed a long-term friendship with the automobile pioneer Henry Ford, who was well known for his anti-Semitic newspaper The Dearborn Independent. In a famous comment about Lindbergh to Detroit's former FBI field office special agent in charge in July 1940, Ford said: "When Charles comes out here, we only talk about the Jews."[157][158] Lindbergh considered Russia a "semi-Asiatic" country compared to Germany, and he believed Communism
was 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 stated that if he had to choose, he would rather see America allied with Nazi Germany than Soviet Russia. He preferred Nordics, but he believed, after Soviet Communism
was defeated, Russia would be a valuable ally against potential aggression from East Asia.[156][159] Lindbergh said certain races have "demonstrated superior ability in the design, manufacture, and operation of machines".[160] He further said, "The growth of our western civilization has been closely related to this superiority."[161] 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."[162] 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.[163] The South was the most pro-British and interventionist part of the country.[164] In his book The American Axis, Holocaust
researcher and investigative journalist Max Wallace
Max Wallace
agreed with Franklin Roosevelt's assessment that Lindbergh was "pro-Nazi". Wallace found that the Roosevelt Administration's accusations of dual loyalty or treason were unsubstantiated. Wallace considered Lindbergh to be 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.[165] Lindbergh's Pulitzer Prize-winning biographer, A. Scott Berg, contended that 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. The award did not cause controversy until the war began and Lindbergh returned to the United States
United States
in 1939 to spread his message of nonintervention. Berg contended Lindbergh's views were commonplace in the United States
United States
in the pre– World War II
World War II
era. Lindbergh's support for the America First Committee
America First Committee
was representative of the sentiments of a number of American people.[166] Yet Berg also noted, "As late as April 1939‍—‌after Germany overtook Czechoslovakia‍—‌Lindbergh was willing to make excuses for Hitler. 'Much as I disapprove of many things Hitler had done,' he wrote in his diary on April 2, 1939, 'I believe she [Germany] has pursued the only consistent policy in Europe in recent years. I cannot support her broken promises, but she has only moved a little faster than other nations ... in breaking promises. The question of right and wrong is one thing by law and another thing by history.'" Berg also explained that leading up to the war, in Lindbergh's mind, the great battle would be between the Soviet Union
Soviet Union
and Germany, not fascism and democracy. Wallace noted that it was difficult to find social scientists among Lindbergh's contemporaries in the 1930s who found validity in racial explanations for human behavior. Wallace went on to observe, "throughout his life, eugenics would remain one of Lindbergh's enduring passions."[167] Lindbergh always preached military strength and alertness.[168][169] He believed that a strong defensive war machine would make America an impenetrable fortress and defend the Western Hemisphere from an attack by foreign powers, and that this was the U.S. military's sole purpose.[170] Berg revealed 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, "we should either fortify these islands adequately, or get out of them entirely."[171] World War II[edit] After the Japanese attack on Pearl Harbor, Lindbergh sought to be recommissioned in the USAAF. The Secretary of War, Henry L. Stimson, declined the request on instructions from the White House.[172]

"Flying Deuces"


Unable to take on an active military role, Lindbergh approached a number of aviation companies and offered his services as a consultant. As a technical adviser with Ford in 1942, he was heavily involved in troubleshooting early problems encountered at the Willow Run Consolidated B-24 Liberator
Consolidated B-24 Liberator
bomber production line. As B-24 production smoothed out, he joined United Aircraft in 1943 as an engineering consultant, devoting most of his time to its Chance-Vought Division.[173] The following year, Lindbergh persuaded United Aircraft to designate him as a technical representative in the Pacific Theater to study aircraft performances under combat conditions. Among other things, he showed Marine pilots how to take off safely with a bomb load double the Vought F4U Corsair
Vought F4U Corsair
fighter-bomber's rated capacity. At the time, several Marine squadrons were flying bomber escorts to destroy the Japanese stronghold of Rabaul, New Britain, in the Australian Territory of New Guinea. On May 21, 1944, Lindbergh flew his first combat mission: a strafing run with VMF-222
near the Japanese garrison of Rabaul.[174] He also flew with VMF-216, from the Marine Air Base at Torokina, Bougainville. Lindbergh was escorted on one of these missions by Lt. Robert E. (Lefty) McDonough, who refused to fly with Lindbergh again, as he did not want to be known as "the guy who killed Lindbergh".[174]

433rd Fighter Squadron "Satan's Angels"

In his six months in the Pacific in 1944, Lindbergh took part in fighter bomber raids on Japanese positions, flying 50 combat missions (again as a civilian).[175] His innovations in the use of Lockheed P-38 Lightning fighters impressed a supportive Gen. Douglas MacArthur.[176] Lindbergh introduced engine-leaning techniques to P-38 pilots, greatly improving fuel consumption at cruise speeds, enabling the long-range fighter aircraft to fly longer range missions. The U.S. Marine and Army Air Force pilots who served with Lindbergh praised his courage and defended his patriotism.[174][177] On July 28, 1944, during a P-38 bomber escort mission with the 433rd Fighter Squadron in the Ceram area, Lindbergh shot down a Mitsubishi Ki-51 "Sonia" observation plane, piloted by Captain Saburo Shimada, commanding officer of the 73rd Independent Chutai.[174][178] After the war, Lindbergh was touring the Nazi concentration camps when he wrote in his autobiography that he was disgusted and angered.[N 6] Later life[edit] After World War II, Lindbergh lived in Darien, Connecticut
Darien, Connecticut
and served as a consultant to the Chief of Staff of the United States
United States
Air Force and to Pan American World Airways. With most of eastern Europe under Communist control, Lindbergh believed that his prewar assessments of the Soviet threat were correct. Lindbergh witnessed firsthand the defeat of Germany and the Holocaust, and Berg reported, "he knew the American public no longer gave a hoot about his opinions." In 1954, on the recommendation of President Dwight D. Eisenhower, Lindbergh was commissioned a brigadier general in the U.S. Air Force Reserve. Also in that year, he served on a Congressional advisory panel that recommended the site of the United States
United States
Air Force Academy.[citation needed] In December 1968, he visited the crew of Apollo 8
Apollo 8
(the first manned mission to orbit the Moon) the day before their launch, and in 1969 he watched the launch of Apollo 11.[180] In conjunction with the first lunar landing, he shared his thoughts as part of Walter Cronkite's live television coverage. He later wrote the foreword to Apollo astronaut Michael Collins's autobiography.[181] Double life and secret European children[edit] Beginning in 1957, Lindbergh had engaged in lengthy sexual relationships with three women while he remained married to Anne Morrow. He fathered three children with hatmaker Brigitte Hesshaimer (1926–2001), who had lived in the small Bavarian town of Geretsried. He had two children with her sister Mariette, a painter living in Grimisuat. Lindbergh also had a son and daughter (born in 1959 and 1961) with Valeska, an East Prussian aristocrat who was his private secretary in Europe and lived in Baden-Baden.[182][183][184][185] All seven children were born between 1958 and 1967.[186] Ten days before he died, Lindbergh wrote to each of his European mistresses, imploring them to maintain the utmost secrecy about his illicit activities with them even after his death.[187] The three women (none of whom ever married) all managed to keep their affairs secret even from their children, who during his lifetime (and for almost a decade after his death) did not know the true identity of their father, whom they had only known by the alias Careu Kent and they had only seen him when he briefly visited them once or twice per year. However, after reading a magazine article about Lindbergh in the mid-1980s, Brigitte's daughter Astrid deduced the truth; she later discovered snapshots and more than 150 love letters from Lindbergh to Brigitte. After Brigitte and Anne Lindbergh had both died, she made her findings public; in 2003 DNA tests confirmed that Lindbergh had fathered Astrid and her two siblings.[186][188] Reeve Lindbergh, Lindbergh's youngest child with Anne, wrote in her personal journal in 2003, "This story reflects absolutely Byzantine layers of deception on the part of our shared father. These children did not even know who he was! He used a pseudonym with them (To protect them, perhaps? To protect himself, absolutely!)"[189] Environmental causes[edit] In later life Lindbergh was heavily involved in conservation movements, and was deeply concerned about the negative impacts of new technologies on the natural world and native peoples, in particular on Hawaii.[190][191] He campaigned to protect endangered species such as the humpback whale, blue whale,[191] Philippine eagle, the tamaraw (a rare dwarf Philippine buffalo), and was instrumental in establishing protections for the Tasaday people, and various African tribes[192][self-published source] such as the Maasai.[191] Alongside Laurance S. Rockefeller, Lindbergh helped establish the Haleakalā National Park in Hawaii.[193] Lindbergh's speeches and writings in later life emphasized technology and nature, and his lifelong belief that "... all the achievements of mankind have value only to the extent that they preserve and improve the quality of life."[190] Death[edit]

Lindbergh's grave in Hawaii

Lindbergh spent his last years on the Hawaiian island of Maui, where he died of lymphoma[194] on August 26, 1974, at age 72. He was buried on the grounds of the Palapala Ho'omau Church in Kipahulu, Maui. His epitaph, on a simple stone following the words "Charles A. Lindbergh Born Michigan 1902 Died Maui
1974", quotes Psalms
139:9: "... If I take the wings of the morning, and dwell in the uttermost parts of the sea ... C.A.L."[195] Honors and tributes[edit]

Statue in honor of Coli, Nungesser, and Lindbergh at Paris–Le Bourget Airport

On May 8, 1928 a statue was dedicated at the entrance to Le Bourget Airport in Paris
honoring Lindbergh and his New York to Paris
flight as well as Charles Nungesser
Charles Nungesser
and Francois Coli who attempted the same feat two weeks earlier in the other direction aboard L'Oiseau Blanc (The White Bird), disappearing without a trace. Several U.S. airports have been named for Lindbergh. In 1933 the Lindbergh Range
Lindbergh Range
(Danish: Lindbergh Fjelde) in Greenland was named after him by Danish Arctic
explorer Lauge Koch
Lauge Koch
following aerial surveys made during the 1931–1934 Three-year Expedition to East Greenland.[196] In St. Louis County, Missouri
St. Louis County, Missouri
a school district, high school and highway are named for Lindbergh, and he has a star on the St. Louis Walk of Fame.[197] Numerous schools are named after Lindbergh throughout the United States.[198][self-published source] In 1937 a transatlantic race was proposed to commemorate the tenth anniversary of Lindbergh's flight to Paris, though it was eventually modified to take a different course of similar length (see 1937 Istres–Damascus– Paris
Air Race. He was inducted into the National Aviation Hall of Fame in 1967. The original Lindbergh residence is maintained as a museum, and is listed as a National Historic Landmark.[199][200] Lindbergh is a recipient of the Silver Buffalo Award, the highest adult award given by the Boy Scouts of America. In February 2002, the Medical University of South Carolina at Charleston, within the celebrations for the Lindbergh 100th birthday established the Lindbergh-Carrel Prize,[201] given to major contributors to "development of perfusion and bioreactor technologies for organ preservation and growth". M. E. DeBakey and nine other scientists[202] received the prize, a bronze statuette expressly created for the event by the Italian artist C. Zoli and named "Elisabeth", after Elisabeth Morrow, sister of Lindbergh's wife Anne Morrow, who died as a result of heart disease.[203] Lindbergh was disappointed that contemporary medical technology could not provide an artificial heart pump that would allow for heart surgery on Elisabeth and that led to the first contact between Carrel and Lindbergh.[203]

Awards and decorations[edit] 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 in St. Louis, Missouri.[204]

United States
United States

The Congressional Gold Medal
Congressional Gold Medal
presented August 15, 1930, to Lindbergh by President Herbert Hoover

Harmon Trophy
Harmon Trophy
(1927) Medal of Honor
Medal of Honor
(1927) Distinguished Flying Cross (1927) Congressional Gold Medal
Congressional Gold Medal
(1928) Langley Gold Medal
Langley Gold Medal
from the Smithsonian Institution
Smithsonian Institution
(1927) Hubbard Medal
Hubbard Medal
(1927) Honorary Scout (Boy Scouts of America, 1927)[205] Silver Buffalo Award
Silver Buffalo Award
(Boy Scouts of America) Wright Brothers Memorial Trophy
Wright Brothers Memorial Trophy
(1949) Daniel Guggenheim
Daniel Guggenheim
Medal (1953) Pulitzer Prize
Pulitzer Prize

Non-U.S. awards

Commander of the Legion of Honor (France, 1931)[206] Knight of the Order of Leopold (Belgium, 1927) Air Force Cross (UK) (1927) Order of the German Eagle
Order of the German Eagle
with Star (Germany Deutsches Reich, October 19, 1938)[207] Official Royal Air Force Museum Medal (UK) Fédération Aéronautique Internationale
Fédération Aéronautique Internationale
FAI Gold Medal (1927) ICAO Edward Warner Award[208]

Medal of Honor[edit]

Lindbergh's Medal of Honor

Rank and organization: Captain, U.S. Army Air Corps Reserve. Place and date: From New York City to Paris, France, May 20–21, 1927. Entered service at: Little Falls, Minn. Born: February 4, 1902, Detroit, Mich. G.O. No.: 5, W.D., 1928; Act of Congress
Act of Congress
December 14, 1927.[209][N 7]


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.[213]

Other recognition[edit]

1991 Scandinavian-American Hall of Fame Inductee[214] Ranked No. 3 on Flying magazine's 2013 list of the 51 Heroes of Aviation[215] Member of the Independent Order of Odd Fellows.[216]

Books[edit] In addition to "WE" and The Spirit of St. Louis, Lindbergh wrote prolifically over the years on other topics, including science, technology, nationalism, war, materialism, and values. Included among those writings were five other books: The Culture of Organs (with Dr. Alexis Carrel) (1938), Of Flight and Life (1948), The Wartime Journals of Charles A. Lindbergh (1970), Boyhood on the Upper Mississippi (1972), and his unfinished Autobiography of Values (posthumous, 1978).[217][218] In popular culture[edit] Literature[edit]

External video

Presentation by A. Scott Berg
A. Scott Berg
on Lindbergh at the Miami Book
Fair International, November 22, 1998, C-SPAN

Booknotes interview with A. Scott Berg
A. Scott Berg
on Lindbergh, December 20, 1998, C-SPAN

In addition to many biographies such as A. Scott Berg's massive "Lindbergh" published in 1999 and others, Lindbergh also influenced or was the model for characters in a variety of works of fiction.[219] 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 (1927–1943), which were written by a number of authors all using the nom de plume 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 Over the Ocean to Paris
published in 1927.[220] Another fictional literary reference to Lindbergh appears in the Agatha Christie
Agatha Christie
book (1934) and movie Murder on the Orient Express (1974) which begins with a fictionalized depiction of the Lindbergh baby kidnapping.[221] In Daniel Easterman's K is for Killing (1997), a fictional Charles Lindbergh becomes President of a fascist United States. His vice-president, and power behind the throne, is the notorious rapist and Grand Dragon of the Ku Klux Klan, David Stephenson. Eventually, Lindbergh is assassinated in the novel and it is implied that Stephenson, who has now risen to President of the United States, orchestrated Lindbergh's murder. The Philip Roth
Philip Roth
speculative fiction novel The Plot Against America (2004) explores an alternate history where Franklin Delano Roosevelt is defeated in the 1940 presidential election by Lindbergh, who allies the United States
United States
with Nazi Germany.[222] Film and television[edit]

The 1942 MGM picture Keeper of the Flame (Katharine Hepburn, Spencer Tracy) features Hepburn as the widow of Robert V. Forrest, a "Lindbergh-like" national hero.[223] In the motion picture The Spirit of St. Louis, directed by Billy Wilder and released in 1957, Lindbergh was played by James Stewart, an admirer of Lindbergh and himself an aviator who had flown bombing missions in World War II.[224] Stewart's performance as a man half his age was not well received, and the film was a commercial failure.[225] Lindbergh was portrayed by actor Jonathan Frakes
Jonathan Frakes
in episode 10 of the television series Voyagers!, "An Arrow Pointing East".[226] Lindbergh was portrayed by actor Jesse Luken
Jesse Luken
in season 1 episode 14 of the television series Timeless (TV Series).[227] Lindbergh has been the subject of numerous documentary films, including Charles A. Lindbergh (1927), a UK documentary by De Forest Phonofilm; 40,000 Miles with Lindbergh (1928) featuring Lindbergh himself; and The American Experience‍—‌Lindbergh: The Shocking, Turbulent Life of America's Lone Eagle (1988).[228][229][230]

Music[edit] Within days of the flight, dozens of Tin Pan Alley
Tin Pan Alley
publishers rushed a variety of popular songs into print celebrating Lindbergh and the Spirit of St. Louis
Spirit of St. Louis
including "Lindbergh (The Eagle of the U.S.A.)" by Howard Johnson and Al Sherman, and "Lucky Lindy" by L. Wolfe Gilbert and Abel Baer. In the two-year period following Lindbergh's flight, the U.S. Copyright Office recorded three hundred applications for Lindbergh songs.[231][232] Tony Randall
Tony Randall
revived "Lucky Lindy" in an album of Jazz Age
Jazz Age
and Depression-era songs that he recorded entitled Vo Vo De Oh Doe (1967).[233] In 1929, Bertolt Brecht
Bertolt Brecht
wrote a musical called Der Lindberghflug (The Lindbergh Flight) with music by Kurt Weill
Kurt Weill
and Paul Hindemith. Because of Lindbergh's apparent Nazi sympathies, in 1950 Brecht removed all direct references to Lindbergh and renamed the piece Der Ozeanflug (The Ocean Flight).[234] In 2016, as part of his series of scores based around historical events, Adam Young released a score based around The Spirit of St. Louis's flight.[235] Cartoons[edit] During World War II, Lindbergh was a frequent target of Dr Seuss's first political cartoons, published in the New York magazine PM, in which Geisel emphasised Lindbergh's anti-semitism and Nazi sympathies.[236] Postage stamps[edit]

Scott C-10 and#1710 with May 20, 1977 First Day of Issue CDS

Lindbergh and the Spirit have been honored by a variety of world postage stamps over the last eight decades, including three 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 Spirit of St. Louis
Spirit of St. Louis
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.[237] A half-century later, a 13-Cent commemorative stamp (Scott #1710) depicting the Spirit flying low over the Atlantic Ocean was issued on May 20, 1977, the 50th anniversary of the flight from Roosevelt Field.[238] On May 28, 1998, a 32¢ stamp with the legend "Lindbergh Flies Atlantic" (Scott #3184m) depicting Lindbergh and the "Spirit" was issued as part of the Celebrate the Century
Celebrate the Century
stamp sheet series.[239] See also[edit]

Biography portal United States
United States
Air Force portal

Amelia Earhart Clyde Pangborn Douglas Corrigan Vikingsholm First aerial crossing of the South Atlantic List of firsts in aviation List of people on stamps of Ireland List of peace activists List of Medal of Honor
Medal of Honor
recipients during peacetime Third Man phenomenon

References[edit] Notes[edit]

^ Dates of military rank: Cadet, Army Air Corps – March 19, 1924, 2nd Lieutenant, Officer Reserve Corps (ORC) – March 14, 1925, 1st Lieutenant, ORC – December 7, 1925, Captain, ORC – July 13, 1926, Colonel, ORC – July 18, 1927 (As of 1927, Lindbergh was a member of the Missouri National Guard and was assigned to the 110th Observation Squadron in St. Louis.[26]), Brigadier General, USAFR – April 7, 1954.[27] ^ "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." "WE" p. 125 ^ Cities in which Lindbergh and the Spirit of St. Louis
Spirit of St. Louis
landed during the Guggenheim Tour included: New York, N.Y.; Hartford, Conn.; Providence, R.I.; Boston, Mass.; Concord, N.H.; Orchard Beach & Portland, Me.; Springfield, Vt.; Albany, Schenectady, Syracuse, Rochester, & Buffalo, N.Y.; Cleveland, Ohio; Pittsburgh, Pa.; Wheeling, W.V.; Dayton & Cincinnati, Ohio; Louisville, Ky.; Indianapolis, Ind.; Detroit
& Grand Rapids, Mich.; Chicago
& Springfield, Ill.; St. Louis & Kansas City, Mo.; Wichita, Kan.; St. Joseph, Mo.; Moline, Ill.; Milwaukee & Madison, Wis.; Minneapolis/St. Paul & Little Falls, Minn.; Fargo, N.D.; Sioux Falls, S.D.; Des Moines, Iowa; Omaha, Neb.; Denver, Colo.; Pierre, S.D.; Cheyenne, Wyo.; Salt Lake City, Utah; Boise, Idaho; Butte & Helena, Mont.; Spokane & Seattle, Wash.; Portland, Ore.; San Francisco, Oakland, & Sacramento, Calif.; Reno, Nev.; Los Angeles & San Diego, Calif.; Tucson, Ariz.; Lordsburg, N.M.; El Paso, Texas; Santa Fe, N.M.; Abilene, Fort Worth & Dallas, Texas; Oklahoma City, Tulsa & Muskogee, Okla.; Little Rock, Ark.; Memphis & Chattanooga, Tenn.; Birmingham, Alabama; Jackson, Miss.; New Orleans, La.; Jacksonville, Fla.; Spartensburg, S.C.; Greensboro & Winston-Salen, N.C.; Richmond, Va.; Washington, D.C.; Baltimore, Md.; Atlantic City, N.J.; Wilmington, Del.; Philadelphia, Pa.; New York, N.Y. ^ Quote: So while the world's attention was focused on Hopewell, from which the first press dispatches emanated about the kidnapping, the Democrat made sure its readers knew that the new home of Col. Charles A. Lindbergh and Anne Morrow Lindbergh
Anne Morrow Lindbergh
was in East Amwell Township, Hunterdon County.[95] ^ Lindbergh's "flight to Europe" ship SS American Importer was sold to Société Maritime Anversoise, Antwerp, Belgium in February, 1940 and renamed Ville de Gand. Just after midnight on August 19, 1940 the vessel was torpedoed by the German submarine U-48 about 200 miles west of Ireland
while sailing from Liverpool to New York and sank with the loss of 14 crew.[107] ^ In a stream of consciousness manner, Lindbergh detailed his visit immediately after World War II
World War II
to a Nazi concentration camp, and his reactions. In the Japanese edition, there are no entries about Nazi camps. Instead, there is an entry recorded in his diary, that he often witnessed atrocities against Japanese POWs by Australians and Americans.[179] ^ In 1927 the Medal of Honor
Medal of Honor
could still be awarded for extraordinarily heroic non-combat actions by active or reserve service members made during peacetime with almost all such medals being awarded to active duty members of the United States
United States
Navy for rescuing or attempting to rescue persons from drowning. In addition to Lindbergh, Floyd Bennett
Floyd Bennett
and Richard Evelyn Byrd
Richard Evelyn Byrd
of the Navy, were also presented with the medal for their accomplishments as explorers for their participation in the first successful heavier-than-air flight to the North Pole and back.[210][211][212]


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Biography". starpulse.com. Retrieved: April 5, 2010. ^ Schwartz, Steven Der Lindberghflug (The Lindbergh Flight) Classical net review of Capriccio recording (1999) ^ "The Spirit of St. Louis". Adam Young Scores. Retrieved June 12, 2016.  ^ see https://library.ucsd.edu/dc/search?f%5Bcollection_sim%5D%5B%5D=Dr.+Seuss+Political+Cartoons&id=bb65202085 ^ 10-cent "Lindbergh Air Mail" issue (1927) US Stamp Gallery ^ 13-cent "Lindbergh Flight" issue (1977) US Stamp Gallery ^ 32-cent "Lindbergh Flies Atlantic" issue (1998) US Stamp Gallery


Ahlgren, Gregory and Stephen Monier. Crime of the Century: The Lindbergh Kidnapping
Hoax. Wellesley, Massachusetts: Branden Books, 1993. ISBN 978-0-8283-1971-3. Belfiore, Michael. Rocketeers: How a Visionary Band of Business Leaders, Engineers, and Pilots is Boldly Privatizing Space. Washington, D.C.: Smithsonian, 2007. ISBN 978-0-06-114903-0. Bell, Daniel, ed. The Radical Right. Piscataway, New Jersey: Transaction Publishers, 2001. ISBN 978-0-76580-749-6 Berg, A. Scott. Lindbergh. New York: G. P. Putnam's Sons, 1998. ISBN 0-399-14449-8. Bryson, Bill. One Summer: America, 1927. New York: Doubleday, 2013. ISBN 978-0-7679-1940-1. Borghi L. (2015) "Heart Matters. The Collaboration Between Surgeons and Engineers in the Rise of Cardiac Surgery". In: Pisano R. (eds) A Bridge between Conceptual Frameworks. History of Mechanism and Machine Science, vol 27. Springer, Dordrecht, pp. 53-68 Cahill, Richard T., "Hauptmann's Ladder: A Step-by-Step Analysis of the Lindbergh Kidnapping", Kent, Ohio: Kent State University Press, 2014. ISBN 978-1-60635-193-2 Charles, Douglas M. "Informing FDR: FBI Political Surveillance and the Isolationist-Interventionist Foreign Policy Debate, 1939–1945", Diplomatic History, Vol. 24, Issue 2, Spring 2000. Cassagneres, Ev. The Untold Story of the Spirit of St. Louis: From the Drawing Board to the Smithsonian. New Brighton, Minnesota: Flying Book International, 2002. ISBN 0-911139-32-X Charles, Douglas M. J. Edgar Hoover and the Anti-interventionists: FBI Political Surveillance and the Rise of the Domestic Security State, 1939–45. Columbus, OH: The Ohio State University Press, 2007. ISBN 978-0-8142-1061-1 Cole, Wayne S. Charles A. Lindbergh and the Battle Against American Intervention in World War II. New York: Harcourt Brace Jovanovich, 1974. ISBN 0-15-118168-3 Collier, Peter and David Horowitz. The Fords, An American Epic. New York: Summit Books, 1987. ISBN 1-893554-32-5 Costigliola, Frank. Awkward Dominion: American Political, Economic, and Cultural Relations With Europe, 1919–1933. Ithaca, New York: Cornell University Press, First edition 1984. ISBN 0-8014-1679-5 Davis, Kenneth S. The Hero Charles A. Lindbergh: The Man and the Legend. London: Longmans, Green and Co. Ltd., 1959. Duffy, James P. Lindbergh vs. Roosevelt: The Rivalry That Divided America. Washington, D.C.: Regnery Publishing. 2010 Every, Dale Van and Morris DeHaven Tracy. Charles Lindbergh: His Life. New York: D. Appleton and Company, 1927 (reprint 2005). ISBN 1-4179-1884-5 Frazier O.H. et al. "The Total Artificial Heart: Where We stand". Cardiology, Vol. 101, No. 1-3, February 2004. Friedman, David M. The Immortalists: The Immortalists: Charles Lindbergh, Dr. Alexis Carrel, and Their Daring Quest to Live Forever. New York: Ecco, 2007. ISBN 0-06-052815-X Gill, Brendan. Lindbergh Alone. New York: Harcourt Brace Jovanovich, 1977. ISBN 0-15-152401-7 Hesshaimer, Dyrk, Astrid Bouteuil & David Hesshaimer. Das Doppelleben des Charles A. Lindbergh (The Double Life of Charles A. Lindbergh). München, Germany/ New York: Heyne Verlag/Random House, 2005. ISBN 3-453-12010-8 Jennings, Peter and Todd Brewster. The Century. New York: Doubleday, 1998. ISBN 0-385-48327-9 Kessner, Thomas. The Flight of the Century: Charles Lindbergh
Charles Lindbergh
and the Rise of American Aviation. New York: Oxford University Press, 2010. ISBN 978-0-19-532019-0 Lapsansky-Werner, Emma J. United States
United States
History: Modern America. Boston: Pearson Learning Solutions, 2011, First edition 2008. ISBN 978-0-13368-216-8 Larson, Bruce L. Lindbergh of Minnesota: A Political Biography. New York: Harcourt Brace Jovanovich, Inc., 1973. ISBN 0-15-152400-9 Lindbergh, Anne Morrow. War Without and Within: Diaries And Letters Of Anne Morrow
Anne Morrow
Lindbergh, 1939–1944. Orlando, Florida: Mariner Books, 1980. ISBN 978-0-15-694703-9 Mersky, Peter B. U.S. Marine Corps Aviation – 1912 to the Present. Annapolis, Maryland: Nautical and Aviation Publishing Company of America, 1983. ISBN 0-933852-39-8 Milton, Joyce. Loss of Eden: A Biography of Charles and Anne Morrow Lindbergh. New York: Harper Collins, 1993. ISBN 0-06-016503-0 Mosley, Leonard. Lindbergh: A Biography. New York: Doubleday and Company, 1976. ISBN 978-0-38509-578-5. Newton, Michael. The FBI Encyclopedia. Jefferson, North Carolina: McFarland and Company, 2012. ISBN 978-0-7864-6620-7 Olson, Lynne. Those Angry Days: Roosevelt, Lindbergh, and America's Fight Over World War II. New York: Random House, 2013. 978-1-4000-6974-3 Ross, Stewart H. How Roosevelt Failed America in World War II. Jefferson, North Carolina: McFarland and Company, 2006. ISBN 978-0-7864-2512-9 Smith, Larry and Eddie Adams. Beyond Glory: Medal of Honor
Medal of Honor
Heroes in Their Own Words. New York: W. W. Norton & Co., 2003. ISBN 0-393-05134-X Winters, Kathleen. Anne Morrow
Anne Morrow
Lindbergh: First Lady of the Air. Basingstoke, Hampshire, UK: Palgrave Macmillan, 2006. ISBN 1-4039-6932-9 Wallace, Max. The American Axis: Henry Ford, Charles Lindbergh
Charles Lindbergh
and the Rise of the Third Reich. New York: Macmillan, 2005. ISBN 978-0-312-33531-1. Ward, John William. "The Mythic Meaning of Lindbergh's Flight". In Myth America: A Historical Anthology, Volume II. 1997. Gerster, Patrick, and Cords, Nicholas. (editors.) Brandywine Press, St. James, N.Y. ISBN 1-881089-97-5 Wohl, Robert. The Spectacle of Flight: Aviation and the Western Imagination, 1920–1950. New Haven, Connecticut: Yale University Press, 2005. ISBN 0-300-10692-0

Primary sources[edit]

Lindbergh, Charles A. Charles A. Lindbergh: Autobiography of Values. New York: Harcourt Brace Jovanovich, 1977. ISBN 0-15-110202-3. Lindbergh, Charles A. Spirit of St. Louis. New York: Scribners, 1953. Lindbergh, Charles A. The Wartime Journals of Charles A. Lindbergh. New York: Harcourt, Brace, Jovanovich, 1970. ISBN 978-0-15-194625-9. Lindbergh, Charles A. "WE" (with an appendix entitled "A Little of what the World thought of Lindbergh" by Fitzhugh Green, pp. 233–318). New York & London: G. P. Putnam's Sons (The Knickerbocker Press), July 1927.

External links[edit]

Wikimedia Commons has media related to Charles Lindbergh.

Wikiquote has quotations related to: Charles Lindbergh

In which plane did Charles Lindbergh
Charles Lindbergh
make the first nonstop solo transatlantic flight on this day in 1927?[permanent dead link] Charles A. Lindbergh in MNopedia, the Minnesota
Encyclopedia Lindbergh foundation The Lindbergh Family Papers, including some materials of the famous aviator, are available for research use at the Minnesota
Historical Society Lindbergh Related Items in the Missouri History Museum
Missouri History Museum
Collection Lindbergh's first solo flight FBI History – Famous cases: The Lindbergh kidnapping FBI Records: The Vault – Charles Lindbergh
Charles Lindbergh
at fbi.gov PBS companion site to The American Experience program on Lindbergh Newspaper clippings about Charles Lindbergh
Charles Lindbergh
in the 20th Century Press Archives of the German National Library of Economics
German National Library of Economics

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Time Persons of the Year


Charles Lindbergh
Charles Lindbergh
(1927) Walter Chrysler
Walter Chrysler
(1928) Owen D. Young
Owen D. Young
(1929) Mohandas Gandhi (1930) Pierre Laval
Pierre Laval
(1931) Franklin D. Roosevelt
Franklin D. Roosevelt
(1932) Hugh S. Johnson
Hugh S. Johnson
(1933) Franklin D. Roosevelt
Franklin D. Roosevelt
(1934) Haile Selassie
Haile Selassie
(1935) Wallis Simpson
Wallis Simpson
(1936) Chiang Kai-shek
Chiang Kai-shek
/ Soong Mei-ling
Soong Mei-ling
(1937) Adolf Hitler
Adolf Hitler
(1938) Joseph Stalin
Joseph Stalin
(1939) Winston Churchill
Winston Churchill
(1940) Franklin D. Roosevelt
Franklin D. Roosevelt
(1941) Joseph Stalin
Joseph Stalin
(1942) George Marshall
George Marshall
(1943) Dwight D. Eisenhower
Dwight D. Eisenhower
(1944) Harry S. Truman
Harry S. Truman
(1945) James F. Byrnes
James F. Byrnes
(1946) George Marshall
George Marshall
(1947) Harry S. Truman
Harry S. Truman
(1948) Winston Churchill
Winston Churchill
(1949) The American Fighting-Man (1950)


Mohammed Mosaddeq (1951) Elizabeth II
Elizabeth II
(1952) Konrad Adenauer
Konrad Adenauer
(1953) John Foster Dulles
John Foster Dulles
(1954) Harlow Curtice
Harlow Curtice
(1955) Hungarian Freedom Fighters (1956) Nikita Khrushchev
Nikita Khrushchev
(1957) Charles de Gaulle
Charles de Gaulle
(1958) Dwight D. Eisenhower
Dwight D. Eisenhower
(1959) U.S. Scientists: George Beadle / Charles Draper / John Enders / Donald A. Glaser / Joshua Lederberg
Joshua Lederberg
/ Willard Libby
Willard Libby
/ Linus Pauling
Linus Pauling
/ Edward Purcell / Isidor Rabi / Emilio Segrè
Emilio Segrè
/ William Shockley
William Shockley
/ Edward Teller / Charles Townes / James Van Allen
James Van Allen
/ Robert Woodward (1960) John F. Kennedy
John F. Kennedy
(1961) Pope John XXIII
Pope John XXIII
(1962) Martin Luther King Jr.
Martin Luther King Jr.
(1963) Lyndon B. Johnson
Lyndon B. Johnson
(1964) William Westmoreland
William Westmoreland
(1965) The Generation Twenty-Five and Under (1966) Lyndon B. Johnson
Lyndon B. Johnson
(1967) The Apollo 8
Apollo 8
Astronauts: William Anders
William Anders
/ Frank Borman
Frank Borman
/ Jim Lovell (1968) The Middle Americans (1969) Willy Brandt
Willy Brandt
(1970) Richard Nixon
Richard Nixon
(1971) Henry Kissinger
Henry Kissinger
/ Richard Nixon
Richard Nixon
(1972) John Sirica
John Sirica
(1973) King Faisal (1974) American Women: Susan Brownmiller / Kathleen Byerly
Kathleen Byerly
/ Alison Cheek / Jill Conway / Betty Ford
Betty Ford
/ Ella Grasso / Carla Hills / Barbara Jordan / Billie Jean King
Billie Jean King
/ Susie Sharp / Carol Sutton / Addie Wyatt (1975)


Jimmy Carter
Jimmy Carter
(1976) Anwar Sadat
Anwar Sadat
(1977) Deng Xiaoping
Deng Xiaoping
(1978) Ayatollah Khomeini (1979) Ronald Reagan
Ronald Reagan
(1980) Lech Wałęsa
Lech Wałęsa
(1981) The Computer (1982) Ronald Reagan
Ronald Reagan
/ Yuri Andropov
Yuri Andropov
(1983) Peter Ueberroth
Peter Ueberroth
(1984) Deng Xiaoping
Deng Xiaoping
(1985) Corazon Aquino
Corazon Aquino
(1986) Mikhail Gorbachev
Mikhail Gorbachev
(1987) The Endangered Earth (1988) Mikhail Gorbachev
Mikhail Gorbachev
(1989) George H. W. Bush
George H. W. Bush
(1990) Ted Turner
Ted Turner
(1991) Bill Clinton
Bill Clinton
(1992) The Peacemakers: Yasser Arafat
Yasser Arafat
/ F. W. de Klerk
F. W. de Klerk
/ Nelson Mandela
Nelson Mandela
/ Yitzhak Rabin
Yitzhak Rabin
(1993) Pope John Paul II
Pope John Paul II
(1994) Newt Gingrich
Newt Gingrich
(1995) David Ho
David Ho
(1996) Andrew Grove
Andrew Grove
(1997) Bill Clinton
Bill Clinton
/ Ken Starr
Ken Starr
(1998) Jeffrey P. Bezos (1999) George W. Bush
George W. Bush


Rudolph Giuliani (2001) The Whistleblowers: Cynthia Cooper / Coleen Rowley
Coleen Rowley
/ Sherron Watkins (2002) The American Soldier (2003) George W. Bush
George W. Bush
(2004) The Good Samaritans: Bono
/ Bill Gates
Bill Gates
/ Melinda Gates
Melinda Gates
(2005) You (2006) Vladimir Putin
Vladimir Putin
(2007) Barack Obama
Barack Obama
(2008) Ben Bernanke
Ben Bernanke
(2009) Mark Zuckerberg
Mark Zuckerberg
(2010) The Protester (2011) Barack Obama
Barack Obama
(2012) Pope Francis
Pope Francis
(2013) Ebola Fighters: Dr. Jerry Brown / Dr. Kent Brantly
Kent Brantly
/ Ella Watson-Stryker / Foday Gollah / Salome Karwah
Salome Karwah
(2014) Angela Merkel
Angela Merkel
(2015) Donald Trump
Donald Trump
(2016) The Silence Breakers (2017)


v t e

Pulitzer Prize
Pulitzer Prize
for Biography or Autobiography (1951–1975)

Margaret Louise Coit (1951) Merlo J. Pusey (1952) David J. Mays (1953) Charles A. Lindbergh (1954) William S. White (1955) Talbot Faulkner Hamlin (1956) John F. Kennedy
John F. Kennedy
(1957) Douglas S. Freeman, John Alexander Carroll and Mary Wells Ashworth (1958) Arthur Walworth (1959) Samuel Eliot Morison
Samuel Eliot Morison
(1960) David Donald (1961) Leon Edel
Leon Edel
(1963) Walter Jackson Bate
Walter Jackson Bate
(1964) Ernest Samuels (1965) Arthur M. Schlesinger Jr.
Arthur M. Schlesinger Jr.
(1966) Justin Kaplan (1967) George Frost Kennan (1968) Benjamin Lawrence Reid (1969) Thomas Harry Williams (1970) Lawrence Thompson (1971) Joseph P. Lash
Joseph P. Lash
(1972) W. A. Swanberg (1973) Louis Sheaffer (1974) Robert Caro
Robert Caro

Complete list (1917–1925) (1926–1950) (1951–1975) (1976–2000) (2001–2025)

v t e

Lindbergh kidnapping


Henry Skillman Breckinridge Isidor Fisch Richard Hauptmann Anne Morrow
Anne Morrow
Lindbergh Charles Lindbergh Norman Schwarzkopf Sr.


The Lindbergh Kidnapping
Case Crime of the Century Baby Case Cemetery John Hauptmann's Ladder

Authority control

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