Charles Lindbergh

For the U.S. Representative from Minnesota (1859 – 1924), see Charles August Lindbergh.

For Charles Augustus Lindbergh, Junior, see Lindbergh kidnapping.

For the Iwo Jima veteran, see Charles W. Lindberg.

Charles A. Lindbergh
Charles Lindbergh with the Spirit of St. Louis 1927
Born	(1902-02-04)February 4, 1902 Detroit, Michigan
Died	August 26, 1974(1974-08-26) (aged 72) Kipahulu, Maui, Hawaii
Occupation(s)	Aviator, author, inventor, explorer, peace activist
Spouse	Anne Morrow Lindbergh
Children	By Anne Morrow Lindbergh: Charles Augustus Lindbergh, Jr. Jon Lindbergh Land Morrow Lindbergh Anne Spencer Lindbergh (Perrin) Scott Lindbergh Reeve Lindbergh (Brown) By Brigitte Hesshaimer: Dyrk Hesshaimer Astrid Hesshaimer Bouteuil David Hesshaimer By Marietta Hesshaimer: Vago Hesshaimer Christoph Hesshaimer.
Parent(s)	Charles August Lindbergh Evangeline Lodge Land Lindbergh

Charles Augustus Lindbergh (February 4, 1902 – August 26, 1974) (aka "Lucky Lindy"; "The Lone Eagle") was an American aviator, author, inventor, explorer, and peace activist who, on May 20–21, 1927, rose from virtual obscurity to instantaneous world fame as the result of his exploits as the pilot of the first nonstop Transatlantic flight from New York (Roosevelt Field) to Paris (Le Bourget Field) made in the single seat, single engine aircraft Spirit of St. Louis.

After his flight to Paris, Lindbergh used his fame over the late 1920s and early 1930s to relentlessly help promote the rapid development of U.S. commercial aviation. While in the later 1930s and up until the Japanese attack on Pearl Harbor Lindbergh was an outspoken advocate of keeping the U.S. out of the world conflict (as was his Congressman father during WW I) and became a leader of the anti-war America First movement, he nonetheless supported the War effort after Pearl Harbor and flew many combat missions in the Pacific Theater as a civilian consultant even though President Roosevelt had refused to reinstate his Army Air Force commission as a Colonel that he had resigned earlier in 1941. In his later years Lindbergh became a prolific prize-winning author, international explorer, inventor, and active environmentalist.

Lindbergh was awarded the nation's highest military decoration, the Medal of Honor, in 1927 for his flight to Paris, one of very few to ever be so honored for actions other than in combat as an active duty service member.

Early years

Charles A. Lindbergh father and son c. 1910

Charles Augustus Lindbergh was born in Detroit, Michigan, on February 4, 1902, but spent most of his childhood in Little Falls, Minnesota, and Washington, D.C.. He was the only child of Charles August Lindbergh (birth name Carl Månsson) (1859–1924), an infant emigrant from Sweden (his father had once been Secretary to Oscar I, King of Sweden & Norway), lawyer, and U.S. Congressman (R-MN 6th) from 1907 to 1917 who opposed the entry of the U.S. into World War I, and Evangeline Lodge Land Lindbergh (1876–1954), a native of Detroit who was of English, French, and Irish descent. Mrs. Lindbergh was a teacher at Cass Technical High School in Detroit and later at Little Falls (MN) High School from which her son graduated in 1918. Lindbergh also attended over a dozen other schools from Washington, D.C. to California during his childhood and teenage years (although none for more than one full year) including the Force School and Sidwell Friends School while living in Washington, D.C. with his father, and Redondo Union High School in California. The Lindberghs were divorced in 1909 when their son was seven.

Early aviation career

1917 Saxon Six

From an early age Charles Lindbergh had exhibited an interest in the mechanics of motorized transportation including his family's Saxon "Six" automobile, later his Excelsior motorbike, and by the time he enrolled as a mechanical engineering student at the University of Wisconsin-Madison in 1920, he had also become fascinated with flying even though he "had never been close enough to a plane to touch it." Although he dropped out of the engineering program in February 1922, about a month later Lindbergh signed up for pilot and aircraft mechanics training in Lincoln, Nebraska, at the flying school operated by the Nebraska Aircraft Corporation, and there, on April 9, 1922, he flew for the first time in his life when he took to the air as a passenger in a two-seat Lincoln-Standard "Tourabout" biplane piloted by Otto Timm.

Lincoln Standard biplane

A few days later Lindbergh took his first formal flying lesson in that same aircraft with instructor pilot Ira O. Biffle, although the 20-year old student pilot would never be permitted to "solo" during his time at the school because he could not afford to post a bond which the president of the company, Ray Page, insisted upon in the event the novice flyer were to damage the school's only trainer in the process. Thus in order to gain some needed experience and earn money for more instruction, Lindbergh left Lincoln in June to spend the summer and early fall barnstorming across Nebraska, Kansas, Colorado, Wyoming, and Montana as a wing walker and parachutist with E.G. Bahl, and later H.L. Lynch. During this time he also briefly held a job as an aircraft mechanic in Billings, Montana, working at the Billings Municipal Airport (later renamed Billings Logan International Airport). When winter came, however, Lindbergh returned to his father's home Minnesota and did not fly again for over six months.

Curtis JN-4 "Jenny"

Lindbergh's first solo flight did not come until May 1923 at Souther Field in Americus, Georgia, a former Army flight training field to which he had come to buy a World War I-surplus Curtiss JN-4 "Jenny" biplane. Even though Lindbergh had not had a lesson (or even flown) in more than half a year, he had nonetheless already secretly decided that he was ready to take to the air on his own. And so, after half an hour of dual time with a pilot who was visiting the field to pick up another surplus JN-4, Lindbergh flew an airplane by himself for the first time in the Jenny he had just purchased there for $500. After spending another week or so at the field to "practice" (thereby acquiring all of five hours of "pilot in command" time), Lindbergh took off from Americus for Montgomery, Alabama, on his first solo cross country flight, and went on to spend much of the rest of 1923 engaged in virtually nonstop barnstorming under the name of "Daredevil Lindbergh." Unlike the previous year, however, this time Lindbergh did so in his "own ship" — and as a pilot. A few weeks after leaving Americus, the young airman achieved another key aviation milestone when he made his first nighttime flight near Lake Village, Arkansas.

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Graduation photo of 2nd Lt. Charles A. Lindbergh, USASRC, March 1925

After a summer and fall on the barnstorming and air show circuit Lindbergh flew to Iowa where he sold his Jenny and returned to Minnesota. (This aircraft was restored in the early 1970s and is now on display at the Cradle of Aviation Museum in Garden City, L.I., NY.) Now with about 300 hours of flight time, Lindbergh enlisted in the Army Air Service on March 19, 1924, and began a year of military flight training at Brooks and Kelly Fields near San Antonio, Texas, in a class with 103 other cadets. Only 18 of that group remained when he was graduated first overall in his class in March 1925, thereby earning his Army pilot's wings and a commission as a 2nd Lieutenant in the Air Service Reserve Corps. With the Army not then in need of additional active duty pilots, however, Lindbergh immediately returned to civilian aviation as a barnstormer and flight instructor, although as a reserve officer he also continued to do some part time military flying by joining the 110th Observation Squadron, 35th Division, Missouri National Guard, in St. Louis in November 1925 and was soon promoted to 1st Lieutenant. Lindbergh later noted in "WE", his best selling book published in July 1927, just two months after making his historic flight to Paris, that he considered this year of Army flight training to be the critically important one in his development as a focused, goal oriented individual and aviator :

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"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."

Air Mail pioneer and advocate

Large commercial corner cover flown by Charles Lindbergh from Chicago to St. Louis on the opening day of CAM-2, April 15, 1926. (The Cooper Collections)

In October 1925, Lindbergh was hired by the Robertson Aircraft Corporation (RAC) in St. Louis (were he had been working as a flight instructor) to first lay out, and then serve as chief pilot for the newly designated 278-mile 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. Operating from Robertson's home base at the Lambert-St. Louis Flying Field in Anglum, Missouri, Lindbergh and three other RAC pilots, Philip R. Love, Thomas P. Nelson, and Harlan A. "Bud" Gurney, flew the mail over CAM-2 in a fleet of four modified war surplus de Havilland DH-4 biplanes. Two days before he opened service on the route on April 15, 1926, with its first early morning southbound flight from Chicago to St. Louis, Lindbergh officially became authorized to be entrusted with the "care, custody, and conveyance" of U.S. Mails by formally subscribing and swearing to the Post Office Department's 1874 Oath of Mail Messengers. This is an obligation which he would soon prove that he took quite seriously.

Lindbergh's copy of the Weekly Postage Report for CAM-2 for the week ending February 12, 1927 (The Cooper Collections)

Twice during the 10 months that he flew CAM-2, Lindbergh temporarily lost custody and control of the mail when he was forced to bail out of his mail plane because of bad weather, equipment problems, and/or fuel exhaustion while approaching Chicago at night (first near Ottawa, IL, on September 16, 1926, and then near Covell, IL, on November 3, 1926). On both occasions his first concern after dropping to the ground by parachute and landing in rural farm fields was to immediately locate the wreckage of his crashed mail planes, make sure that the bags of mail were promptly secured and safely salvaged, and then that they were entrained or trucked on to Chicago with as little further delay as possible. Lindbergh continued on as chief pilot of CAM-2 until mid-February 1927, when he left for San Diego, CA, to oversee the design and construction of the Spirit of St. Louis.

Cover flown by Charles Lindbergh in the Spirit of St. Louis from Santo Domingo to Port-au-Prince (February 6, 1928) and Havana (February 8, 1928) (The Cooper Collections)

Although Lindbergh never returned to service as a regular Air Mail pilot, for many years after making his historic nonstop flight to Paris he used the immense fame that his exploits had brought him to help promote the use of the Air Mail service. He did this by giving many speeches on its behalf, and by carrying souvenir mail on both special promotional domestic flights as well as on a number of international flights over routes in Latin America and the Caribbean which he had laid out as a consultant to Pan American Airways to then be flown under contract to the Post Office Department as Foreign Air Mail (FAM) routes. At the request of Capt. Basil L. Rowe, the owner and Chief Pilot of West Indian Aerial Express and a fellow Air Mail pioneer and advocate, in February 1928, Lindbergh also carried a small amount of special souvenir mail between Santo Domingo, R.D., Port-au-Prince, Haiti, and Havana, Cuba in the Spirit of St. Louis.

Autographed USPOD cover flown northbound by Charles Lindbergh over CAM-2 on February 21, 1928, and southbound on February 21. (The Cooper Collections)

Those cities were the last three stops that he made in his famous aircraft during his 7,800-mile, 13-nation "Good Will Tour" of Latin America between December 13, 1927, and February 8, 1928. The final two legs of the long tour were also the only flights on which officially sanctioned, postally franked mail was ever carried in the Spirit. Exactly two weeks later, Lindbergh also "returned" to flying CAM-2 for two days so that he could pilot a series of special flights (Northbound on February 20; Southbound on February 21) on which many tens of thousands of self-addressed souvenir covers sent in from all over the nation and the world were cacheted, flown, backstamped, and then returned to their senders as a further means to promote awareness and the use of the Air Mail service.

Pursuing the Orteig Prize

Charles Lindbergh (left) accepted his prize from Raymond Orteig (right) in New York on June 14, 1927

Designated to be awarded to the pilot of the first successful nonstop flight made in either direction between New York City and Paris within five years after its establishment, the $25,000 Orteig Prize was first offered by the French born New York hotelier (Lafayette Hotel) Raymond Orteig on May 19, 1919. Although that initial time limit lapsed without a serious challenger, the state of aviation technology had advanced sufficiently by 1924 to prompt Orteig to extend his offer for another five years, and this time it began to attract an impressive grouping of well known, highly experienced, and well financed contenders. Ironically the one exception among these competitors was the still boyish, 25-year old relative latecomer to the race — Charles Lindbergh — who, in relation to the others, was virtually anonymous to the public as an aviation figure, had considerably less overall flying experience, and was being primarily financed by just a $15,000 bank loan and his own modest savings.

Charles Nungesser

The first of the well known challengers to actually attempt a flight was famed World War I French fighter ace René Fonck who on September 21, 1926, planned to fly eastbound from Roosevelt Field in New York in a three-engine Sikorsky S-35. Fonck never got off the ground, however, as his grossly overloaded (by 10,000 lbs) aircraft crashed and burned on takeoff when its landing gear collapsed. (While Fonck escaped the flames, his two crew members, Charles N. Clavier and Jacob Islaroff, died in the fire.) U.S. Naval aviators LCDR Noel Davis and LT Stanton H. Wooster were also killed in a takeoff accident at Langley Field, VA, on April 26, 1927, while testing the three-engine Keystone Pathfinder aircraft, American Legion, that they intended to use for the flight. Less than two weeks later, the first contenders to actually get airborne were French war heroes Captain Charles Nungesser and his navigator, François Coli, who departed from Paris - Le Bourget Airport on May 8, 1927, on a westbound flight in the Levasseur PL 8, The White Bird (L'Oiseau Blanc). All contact was lost with them after crossing the coast of Ireland, however, and they were never seen or heard from again.

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Clarence Chamberlin

American air racer Clarence D. Chamberlin and Arctic explorer CDR (later RADM) Richard E. Byrd were also in the race. Although he did not win, Chamberlin and his passenger, Charles Levine, made the far less well remembered second successful nonstop flight across the Atlantic in the single engine Wright-Bellanca WB-2 Miss Columbia (N-X-237) leaving Roosevelt Field two weeks after Lindbergh's flight on June 4, 1927, and landing in Eisleben, Germany near Berlin 43 hours and 31 minutes later on June 6, 1927. (Ironically this is the aircraft that the Lindbergh group had originally intended to purchase for his attempt but passed on when the plane's manufacturer insisted on selecting the pilot.) Byrd followed suit in the Fokker F.VII trimotor, America, flying with three others from Roosevelt Field on June 29, 1927. Although they reached Paris on July 1, 1927, Byrd was unable to land there because of weather and was forced to return to the Normandy coast where he ditched the aircraft near the French village of Ver-sur-Mer.

Lindbergh's winning flight

Part of the funding for the Spirit of St. Louis came from Lindbergh's own earnings as an Air Mail pilot over the year before his nonstop flight to Paris. (The Cooper Collections)

Six well known aviators had thus already lost their lives in pursuit of the Orteig Prize when Lindbergh made his successful attempt on May 20, 1927. His aircraft, dubbed the Spirit of St. Louis, was a fabric covered, single-engine "Ryan NYP" monoplane (CAB registration: N-X-211) designed by Donald Hall and custom built by Ryan Aeronautical Company of San Diego, California. Although the primary source of funding for the aircraft and other expenses related to the overall New York to Paris effort came from a $15,000 State National Bank of St. Louis loan made on February 18, 1927, to St. Louis businessmen Harry H. Knight and Harold M. Bixby, the project's principal trustees, and another $1,000 donated by Frank Robertson of RAC on the same day, Lindbergh himself also personally contributed $2,000 of his own money from both his savings and his earnings from the 10 months that he flew the Air Mail for RAC.

Hampered by its heavy load of gasoline and a muddy, rain soaked runway, his Wright Whirlwind powered monoplane gained speed very slowly on its 7:52AM take off run from Roosevelt Field, but Lindbergh was nonetheless able to skillfully clear the telephone lines at the far end of the field "by about twenty feet with a fair reserve of flying speed." Over the next 33.5 hours he and the "Spirit" — which Lindbergh always jointly referred to simply as "WE" — faced many challenges including skimming over both storm clouds at 10,000 feet and wave tops at as low at ten feet, fighting icing, flying blind through fog for several hours, and navigating only by the stars and "dead reckoning" before landing at Le Bourget at 10:22PM on May 21. A crowd estimated at 150,000 spectators stormed the field, dragged Lindbergh out of the cockpit, and literally carried him around above their heads (in a crowd surf) for "nearly half an hour." While some damage was done to the "Spirit" (especially to the fabric covering on the fuselage) by souvenir hunters, both Lindbergh and the aircraft were eventually "rescued" from the mob by a group of French military flyers, soldiers, and police who took them both to safety in a nearby hanger, From that moment on, however, life would never again be the same for the former little known Air Mail pilot who by his successful flight had achieved virtually instantaneous — and lifelong — world fame.

Ten Cent "Lindbergh Air Mail" U.S. Postage Stamp (Scott C-10) issued June 11, 1927

The French foreign office flew the American flag, the first time it had saluted someone not a head of state. Gaston Doumergue, the President of France, bestowed the French Légion d'honneur on the young Capt. Lindbergh, and on his arrival back in the United States aboard the U.S. Navy cruiser USS Memphis (CL-13) on June 11, 1927, a fleet of warships and aircraft escorted him up the Potomac River to Washington, D.C. where President Calvin Coolidge awarded him the Distinguished Flying Cross. On that same day the U.S. Post Office Department issued a 10-Cent Air Mail stamp (Scott C-10) depicting the Spirit of St. Louis and a map of the flight. A ticker-tape parade was held for him down 5th Avenue in New York City on June 13, 1927. The following night the City of New York further honored Capt. Lindbergh with a grand banquet at the Hotel Commodore attended by some 3,600 people.

Program cover for "WE" Banquet for Charles Lindbergh given by the Mayor's Committee on Receptions of the City of New York on June 14, 1927 (The Cooper Collections)

After the flight, Lindbergh became an important voice on behalf of aviation activities, including the central committee of the National Advisory Committee for Aeronautics in the United States. The massive publicity surrounding him and his flight boosted the aircraft industry and made a skeptical public take air travel seriously. Within a year of his flight, a quarter of Americans (an estimated thirty million) personally saw Lindbergh and the Spirit of St. Louis. Over the remainder of 1927 applications for pilot's licenses in the U.S. trebled, the number of licensed aircraft quadrupled, and U.S. Airline passengers grew between 1926 and 1929 by 3,000% from 5,782 to 173,405. Lindbergh is recognized in aviation for demonstrating and charting polar air-routes, high altitude flying techniques, and increasing aircraft flying range by decreasing fuel consumption. These innovations are the basis of modern intercontinental air travel.

The winner of the 1930 Best Woman Aviator of the Year Award, Elinor Smith Sullivan, said before Lindbergh's flight, "people seemed to think we [aviators] were from outer space or something. But after Charles Lindbergh's flight, we could do no wrong. It's hard to describe the impact Lindbergh had on people. Even the first walk on the moon doesn't come close. The twenties was such an innocent time, and people were still so religious – I think they felt like this man was sent by God to do this. And it changed aviation forever because all of a sudden the Wall Streeters were banging on doors looking for airplanes to invest in. We'd been standing on our heads trying to get them to notice us but after Lindbergh, suddenly everyone wanted to fly, and there weren't enough planes to carry them."

Flight from Paris to Belgium: Lindbergh's flight to Belgium to be honored after his trans-Atlantic flight.

Although Lindbergh was the first to fly solo from New York to Paris nonstop, he was not the first aviator to complete a transatlantic heavier-than-air aircraft flight. That had been done first in stages by the crew of the NC-4, in May 1919, although their flying boat broke down and had to be repaired before continuing. The NC-4 flights took 19 days to cross the Atlantic Ocean.

Watch designed by Lindbergh after his transatlantic flight.

The first truly nonstop transatlantic flight (over a route a far shorter route than Lindbergh's) was achieved nearly eight years before in 1919 by two British flyers, John Alcock and Arthur Whitten Brown, in a modified Vickers Vimy IV bomber in which they departed from Lester's Field near St. John's, Newfoundland, on June 14 and arrived at Clifden, Ireland, the following day. A total of 81 people had flown across the Atlantic prior to Lindbergh. However, his was the first solo, nonstop transatlantic flight. Lindbergh's grandson Erik Lindbergh repeated this trip 75 years later in 2002 in 17 hours, 17 minutes.

After his flight, Lindbergh wrote a letter to the director of Longines, describing in detail a watch which would make navigation easier for pilots. The watch was manufactured to his design and is still produced today.

Marriage, children, kidnapping

Main article: Lindbergh kidnapping

Charles and Anne Morrow Lindbergh

Anne Morrow Lindbergh was the daughter of diplomat Dwight Morrow. According to a Biography Channel profile on Lindbergh, she was the only woman that he had ever asked out on a date. In Lindbergh's autobiography, he derides womanizing pilots he met as a "barnstormer" and Army cadet for their "facile" approach to relationships. For Lindbergh, the ideal romance was stable and long term, with a woman with keen intellect, good health and strong genes. Lindbergh said his "experience in breeding animals on our farm had taught me the importance of good heredity."

The couple married on May 27, 1929; he taught her how to fly and did much of his exploring and charting of air routes with her. They had six children: Charles Augustus Lindbergh, Jr. (1930–1932); Jon Morrow Lindbergh (b. August 16, 1932); Land Morrow Lindbergh (b. 1937), who studied anthropology at Stanford University and married Susan Miller in San Diego; Anne Lindbergh (1940–1993); Scott Lindbergh (b. 1942); and Reeve Lindbergh (b. 1945), a writer.

Charles Lindbergh testifies at the murder trial of Bruno Richard Hauptmann, January 1935

Charles Augustus Lindbergh, Jr., 20-months old, was abducted from the Lindbergh home on March 1, 1932. A nationwide, 10-week search ensued, and ransom negotiations were conducted with the kidnappers. An infant corpse was found on May 12 in Hopewell, New Jersey, just a few miles from the Lindberghs' home, and identified by Lindbergh as his son. A media circus ensued three years later when the man accused of the kidnapping and murder, Bruno Richard Hauptmann, went on trial in Flemington, New Jersey, on January 2, 1935. After the sensational six-week trial, Hauptmann was convicted of both crimes on February 13, 1935, and subsequently sentenced to death. Hauptmann nevertheless always continued to maintain his innocence. The Lindberghs, meanwhile, eventually grew tired of the never ending spotlight on both themselves and their then three-year old second son, Jon, and decided to leave the United States to live in self imposed exile in Europe, sailing from New York under a veil of secrecy on the SS American Importer in the early morning hours of December 22, 1935. (After first residing in Kent, England, the Lindberghs moved to Iliec, a small island off the Brittany coast of France, in 1938.) Despite a last minute attempt by New Jersey Governor Harold Hoffman (who had expressed doubts about his guilt) to convince Hauptmann to confess to the crimes in exchange for getting his sentence commuted to life imprisonment, the by then 36-year old emigrant German carpenter refused and was electrocuted at Trenton State Prison on April 3, 1936.

Pre-war activities

Lindbergh became interested in the work of rocket pioneer Robert Goddard in 1929. By helping Goddard secure an endowment from Daniel Guggenheim in 1930, Lindbergh allowed Goddard to expand his research and development. Throughout his life, Lindbergh remained a key advocate of Goddard's work.

In 1930, Lindbergh's sister-in-law developed a fatal heart condition. Lindbergh began to wonder why hearts couldn't be repaired with surgery. When living in France, Lindbergh studied on perfusion of organs outside the body with Nobel Prize-winning French surgeon Dr. Alexis Carrel. Although perfused organs were said to have survived surprisingly well, all showed progressive degenerative changes within a few days. Lindbergh's invention, a glass perfusion pump, is credited with making future heart surgeries possible. However, in this early stage, the pump was far from perfected. In 1938, Lindbergh and Carrel summarized their work in their book, The Culture of Organs describing an artificial heart. but it was decades before one was built.

Lindbergh and Carrell discussed eugenics.

At the behest of the U.S. military, Lindbergh traveled several times to Germany to report on German aviation and the German Air Force (Luftwaffe) from 1936 through 1938.

Herman Goering presents Lindbergh with a medal on behalf of Adolf Hitler; Anne Lindbergh is far left. Photo taken on July 28, 1936.

Lindbergh toured German aviation facilities, where the commander of the Luftwaffe Herman Goering convinced Lindbergh the Luftwaffe was far more powerful than it was. With the approval of Goering and Ernst Udet, Lindbergh was the first American permitted to examine the Luftwaffe's newest bomber, the Ju 88 and Germany's front line fighter aircraft, the Messerschmitt Bf 109. Lindbergh received the unprecedented opportunity to pilot the Bf 109. Lindbergh said of the fighter that he knew "of no other pursuit plane which combines simplicity of construction with such excellent performance characteristics." Colonel Lindbergh inspected all the types of military aircraft Germany was to use in 1939 and 1940.

Lindbergh reported to the military Germany was leading in metal construction, low-wing designs, dirigibles and diesel engines. Lindbergh also undertook a survey of aviation in the Soviet Union in 1938. Lindbergh's findings found their way into air intelligence reports to Washington long before the European war began."

The American ambassador to Germany, Hugh Wilson, invited Lindbergh to dinner with Hermann Göring at the American embassy in Berlin in 1938. The dinner included diplomats and three of the greatest minds of German aviation, Ernst Heinkel, Adolf Baeumaker and Dr. Willy Messerschmitt. For Lindbergh's 1927 flight and services to aviation, on behalf of Adolf Hitler, Göring presented him with the Commander Cross of the Order of the German Eagle (Henry Ford received the same award earlier in July). However, Lindbergh's acceptance of the medal later caused controversy when the war began. Lindbergh declined to return the medal, claiming it would be "an unnecessary insult" to the German Nazi government.

Munich Crisis

At the urging of U.S. Ambassador Joseph Kennedy, Lindbergh, in a secret memo, wrote to the British if England and France responded militarily to German dictator Adolf Hitler's violation of the Munich Agreement in 1938, it would be suicide. Lindbergh said France didn't have a sufficient military and Britain had an outdated military focused on naval power, instead of an updated air arsenal to force Hitler to turn his ambitions eastward to a war against "Asiatic Communism."

Some military historians argue Lindbergh was basically accurate and his warnings helped save Britain from likely defeat. Others say his actions were beneficial to the Third Reich's war effort.

Lindbergh deplored the rivalry between Germany and Britain but favored a war between Germany and Russia. In a controversial 1939 Reader's Digest article, Lindbergh said, "Our civilization depends on peace among Western nations... and therefore on united strength, for Peace is a virgin who dare not show her face without Strength, her father, for protection." There is some controversy as to how accurate his reports concerning the Luftwaffe was, but Cole reports the consensus among British and American officials was it was slightly exaggerated but badly needed.

American First involvement

After Germany invaded Poland in 1939, Lindbergh resigned his commission as a colonel in the U.S. Army Air Corps to campaign as a private citizen for the antiwar America First Committee. He soon became its most prominent public spokesman, speaking to overflow crowds in Madison Square Garden in New York City and Soldier Field in Chicago. His speeches were heard by millions.

During this time, Lindbergh lived in Lloyd Neck, on Long Island, New York.

Lindbergh argued America did not have any business attacking Germany and believed in upholding the Monroe Doctrine, which his interventionist rivals felt was outdated. According to Lindbergh historian Scott A Berg, he believed:

Nazi Germany was the Soviet Union‘s greatest enemy. Lindbergh had begun to worry even before the war 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.”

Charles Lindbergh speaking at an AFC rally.

During his January 23, 1941, testimony before The House Committee on Foreign Affairs, Lindbergh recommended the United States negotiate a neutrality pact with Germany.

In a speech at an America First rally in Des Moines on September 11, 1941, entitled "Who Are the War Agitators?" Lindbergh claimed the three groups, "pressing this country toward war [are] the British, the Jewish and the Roosevelt Administration" and said of Jewish groups, "Instead of agitating for war, the Jewish groups in this country should be opposing it in every possible way for they will be among the first to feel its consequences. Tolerance is a virtue that depends upon peace and strength. History shows that it cannot survive war and devastation." In the speech, he warned of the Jewish People's "large ownership and influence in our motion pictures, our press, our radio and our government," and went on to say of Germany's Antisemitism, "No person with a sense of the dignity of mankind can condone the persecution of the Jewish race in Germany." Lindbergh declared, "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."

The speech was heavily criticized as being anti-Jewish. In response Lindbergh noted again he was not anti-Semitic, but he did not back away from his statements.

Interventionists created pamphlets pointing out his efforts were praised in Nazi Germany and included quotations such as "Racial strength is vital; politics, a luxury." They included pictures of him and other America Firsters using the stiff-armed Bellamy salute (a hand gesture described by Francis Bellamy to accompany his Pledge of Allegiance to the flag of the United States); the photos were taken from an angle not showing the American flag, so to observers it was indistinguishable from the Hitler salute.

President Franklin Delano Roosevelt disliked Lindbergh's outspoken opposition to intervention and Roosevelt's policies such as the Lend-Lease Act. FDR said to Treasury Secretary Henry Morgenthau in May 1940, "if I should die tomorrow, I want you to know this, I am absolutely convinced Lindbergh is a Nazi." To discredit Lindbergh's moral character FDR directed the FBI to investigate his personal life although, Lindbergh had a reputation as a decent, moral man.

Political allegations against Lindbergh

Because of his numerous scientific expeditions to Nazi Germany, combined with a belief in eugenics, 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?"

In his diaries, he wrote: “We must limit to a reasonable amount the Jewish influence… Whenever the Jewish percentage of total population becomes too high, a reaction seems to invariably occur. It is too bad because a few Jews of the right type are, I believe, an asset to any country.”

Lindbergh's anti-Communism resonated deeply with many Americans whils eugenics and Nordicism enjoyed social acceptance, with enthusiasts such as Theodore Roosevelt, Winston Churchill and George S. Patton.

However, Lindbergh considered Hitler a fanatic and avowed a belief in American democracy. However, 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. He had, however, a relatively positive attitude toward blacks (something that was scheduled to be fully revealed in an undelivered speech interrupted by the events that followed the bombing of Pearl Harbor). Critics have noticed an apparent influence of German philosopher Oswald Spengler on Lindbergh. Spengler was a conservative authoritarian and during the interwar era, was widely read throughout Western World. He eventually fell out of favor with the Nazis because he did not wholly subscribe to theories of racial purity.

File:Fordslindbergh.jpg

Lindbergh with Edsel Ford (left) and Henry Ford in the Ford hangar. Photo: August 1927.

Lindbergh developed a long-term friendship with the automobile pioneer Henry Ford, who was well-known for his anti-Jewish newspaper "The Dearborn Independent." In a famous comment about Lindbergh to Detroit's former FBI bureau chief in July 1940, Ford said: "When Charles comes out here, we only talk about the Jews."

Lindbergh considered Russia to be a "semi-Asiatic" country compared to Germany, and he found Communism to be an ideology that would destroy the West's "racial strength" and replace everyone of European descent with "a pressing sea of Yellow, Black, and Brown." He openly stated, if he had to choose, he would rather see America allied with Nazi Germany than Soviet Russia. He preferred Nordic cultures, but he also believed, after Soviet Communism was defeated, Russia would be a valuable ally against potential aggression from East Asia.

Lindbergh said certain races have "demonstrated superior ability in the design, manufacture, and operation of machines." He further said, "the growth of our western civilization has been closely related to this superiority." 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." He planned to voice his opposition to the Jim Crow laws. As an advocate of political realism and a cultural pessimist, he may have felt that state-enforced racial segregation had become untenable and counterproductive. 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.

Holocaust researcher and investigative journalist Max Wallace, agrees with Franklin Roosevelt's assessment that Lindbergh was "pro-Nazi" in his book, The American Axis. However, Wallace finds the Roosevelt Administration's accusations of dual loyalty or treason as unsubstantiated. Wallace considers Lindbergh a well-intentioned but bigoted and misguided Nazi sympathizer whose career as the leader of the isolationist movement had a destructive impact on Jewish people.

Lindbergh's Pulitzer Prize-winning biographer, A. Scott Berg, contends Lindbergh was not so much a supporter of the Nazi regime as someone so stubborn in his convictions and relatively inexperienced in political maneuvering that he easily allowed rivals to portray him as one. Lindbergh's receipt of the German medal was approved without objection by the American embassy; the war had not yet begun in Europe. Indeed, the award did not cause controversy until the war began and Lindbergh returned to the United States in 1939 to spread his message of non-intervention. Berg contends Lindbergh's views were commonplace in the United States in the pre-World War II era. Lindbergh's support for the America First Committee was representative of the sentiments of a number of American people.

Berg finds Lindbergh believed in a voluntary rather than compulsory eugenics program.

In Pat Buchanan's book entitled A Republic, Not An Empire: Reclaiming America's Destiny, he portrays Lindbergh and other pre-war isolationists as American patriots who were smeared by interventionists during the months leading up to Pearl Harbor. Buchanan suggests the backlash against Lindbergh highlights "the explosiveness of mixing ethnic politics with foreign policy." The views expressed in the book caused considerable controversy that eventually led to Buchanan's departure from the Republican Party.

Lindbergh always preached military strength and alertness. He believed that a strong defensive war machine, as well as his views about race, would make America an impenetrable fortress and defend the Western Hemisphere from an attack by foreign powers, and that this was the U.S. military's sole purpose.

Many acknowledge Lindbergh helped keep American public opinion isolationist until 1941 by advancing the movement to keep America out of the war for as long as possible. At the same time, some praise Lindbergh for his prediction that an Iron Curtain descended upon Europe; many of the predictions which Lindbergh made about the war came before Hitler violated his non-aggression pact with Stalin and launched Operation Barbarossa. Berg reveals that, while the attack on Pearl Harbor came as a shock to Lindbergh, he did predict that America's "wavering policy in the Philippines" would invite a bloody war there, and, in one speech, he warned that "we should either fortify these islands adequately, or get out of them entirely". Cole, Wallace and Buchanan all believe that Lindbergh was highly influential in ensuring that Hitler's war machine would advance toward the Eastern Front and inflict the most devastation there.

World War II

After the Japanese attack on Pearl Harbor, Lindbergh proposed to reactivate his colonel's commission within the new United States Army Air Forces. When several of Roosevelt's cabinet secretaries registered objections, he was rejected by FDR's administration in December 1941.

Unable to take on an active military role, Lindbergh approached a number of aviation companies, offering his services as a consultant. As a technical adviser with Ford in 1942, he was heavily involved in troubleshooting early problems encountered at the Willow Run B-24 Liberator bomber production line. As B-24 production smoothened out, he joined United Aircraft in 1943 as an engineering consultant, devoting most of his time to its Chance-Vought Division. The following year, he persuaded United Aircraft to designate him a technical representative in the Pacific War to study aircraft performances under combat conditions. He showed Marine F4U Corsair pilots how to take off with twice the bomb load that the aircraft was rated for and on May 21, 1944, he flew his first combat mission: a strafing run with VMF-222 near the Japanese garrison of Rabaul.

In his six months in the Pacific in 1944, Lindbergh took part in fighter bomber raids on Japanese positions, flying about 50 combat missions (again as a civilian). His innovations in the use of P-38 Lightning fighters impressed a supportive Gen. Douglas MacArthur. Lindbergh introduced engine-leaning techniques to P-38 pilots, greatly improving fuel usage at cruise speeds, enabling the long-range fighter aircraft to fly longer range missions. The U.S. Marine and Army Air Force pilots who served with Lindbergh praised his courage and defended his patriotism.

On July 28, 1944, during a P-38 bomber escort mission with the 475th Fighter Group, Fifth Air Force, in the Ceram area, Lindbergh shot down a Sonia observation plane piloted by Captain Saburo Shimada, Commanding Officer of the 73rd Independent Chutai. After the war, while touring the Nazi death camps, Lindbergh wrote in his autobiography that he was disgusted and angered.

Later life

The Spirit of St. Louis on display at the National Air and Space Museum in Washington, D.C.

After World War II he lived in Darien, Connecticut as a consultant to the chief of staff of the U.S. Air Force and to Pan American World Airways. With most of Eastern Europe having fallen under Communist control, Lindbergh believed most of his pre-war assessments were correct all along. But Berg reports after witnessing the defeat of Germany and the Holocaust firsthand shortly after his service in the Pacific, "he knew the American public no longer gave a hoot about his opinions." His 1953 book The Spirit of St. Louis, recounting his nonstop transatlantic flight, won the Pulitzer Prize in 1954. Dwight D. Eisenhower restored Lindbergh's assignment with the Army Air Corps and made him a Brigadier General in 1954. In that year, he served on the Congressional advisory panel set up to establish the site of the United States Air Force Academy. In December 1968, he visited the crew of Apollo 8 on the eve of the first manned spaceflight to leave earth orbit.

Children from other relationships

From 1957 until his death in 1974, Lindbergh had an affair with German hat maker Brigitte Hesshaimer who lived in a small Bavarian town called Geretsried (35 km south of Munich). On November 23 2003, DNA tests proved that he fathered her three children: Dyrk (1958), Astrid (1960) and David (1967). The two managed to keep the affair secret; even the children did not know the true identity of their father, whom they saw when he came to visit once or twice per year using the alias, "Careu Kent". Astrid later read a magazine article about Lindbergh and found snapshots and more than a hundred letters written from him to her mother. She disclosed the affair after both Brigitte and Anne Morrow Lindbergh had died. At the same time as Lindbergh was involved with Brigitte Hesshaimer, he also had relationship with her sister, Marietta, who bore him two more sons – Vago and Christoph. Lindbergh had a house of his own design built for Marietta in a vineyard in Grimisuat in the Swiss canton Valais.

A 2005 book by German author Rudolf Schroeck, Das Doppelleben des Charles A. Lindbergh (The Double Life of Charles A. Lindbergh), claims seven secret children existed in Germany. It says Lindbergh "came and went as he pleased" during the last 17 years of his life, spending between three to five days with his Munich family about four to five times each year. "Ten days before he died in August 1974, Lindbergh wrote three letters from his hospital bed to his three mistresses and requested 'utmost secrecy'," Schroeck writes, whose book includes a copy of that letter to Brigitte Hesshaimer.

In April 2008, Reeve Lindbergh, his youngest daughter, will publish Forward From Here, a book of essays that includes her discovery in 2003, of the truth about her father's three secret European families and her journeys to meet them and understand an expanded meaning of family.

Environmental causes

From the 1960s on, Lindbergh campaigned to protect endangered species like humpback and blue whales, was instrumental in establishing protections for the controversial Filipino group, the Tasaday, and African tribes, and supporting the establishment of a national park. While studying the native flora and fauna of the Philippines, he became involved in an effort to protect the Philippine eagle. In his final years, Lindbergh stressed the need to regain the balance between the world and the natural environment, and spoke against the introduction of supersonic airliners.

Lindbergh's speeches and writings later in life emphasized his love of both technology and nature, and a lifelong belief that "all the achievements of mankind have value only to the extent that they preserve and improve the quality of life." In a 1967 Life magazine article, he said, "The human future depends on our ability to combine the knowledge of science with the wisdom of wildness."

In honor of Charles and his wife Anne Morrow Lindbergh's vision of achieving balance between the technological advancements they helped pioneer, and the preservation of the human and natural environments, the Lindbergh Award was established in 1978. Each year since 1978, the Lindbergh Foundation has given the award to recipients whose work has made a significant contribution toward the concept of "balance."

Lindbergh's final book, Autobiography of Values, based on an unfinished manuscript was published posthumously. While on his death bed, he had contacted his friend, William Jovanovich, head of Harcourt Brace Jovanovich, to edit the lengthy memoirs.

Death

Charles Lindbergh's grave

Lindbergh spent his final years on the Hawaiian island of Maui, where he died of lymphoma on August 26, 1974. He was buried on the grounds of the Palapala Ho'omau Church in Kipahulu, Maui. His epitaph on a simple stone which quotes Psalms 139:9, reads: Charles A. Lindbergh Born: Michigan, 1902. Died: Maui, 1974. If I take the wings of the morning, and dwell in the uttermost parts of the sea. — CAL

Because of earthquake damage to Hawaii State Highway 31, Lindbergh's final resting place is presently accessible by land only via State Highway 360, or the so-called Road to Hana.

Honors and tributes

The Lindbergh Terminal at Minneapolis-Saint Paul International Airport was named after him, and a replica of The Spirit of St. Louis hangs there. Another replica of his aircraft hangs in the great hall at the recently rebuilt Jefferson Memorial at Forest Park in St. Louis. The definitive oil painting of Charles Lindbergh by St. Louisan Richard Krause entitled "The Spirit Soars" has been displayed there.San Diego's Lindbergh Field, which is also known as San Diego International Airport was named after him. The airport in Winslow, Arizona has also been renamed Winslow-Lindbergh Regional. Lindbergh himself designed the airport in 1929 when it was built as a refueling point for the first coast-to-coast air service. Among the many airports and air facilities that bear his name, the airport in Little Falls, Minnesota, where he grew up, has been named Little Falls/Morrison County-Lindbergh Field.

The original "The Spirit of St. Louis" currently resides in the National Air and Space Museum as part of the collection of the Smithsonian Institution.

In 1952, Grandview High School in St. Louis County was renamed Lindbergh High School. The school newspaper is the Pilot, the yearbook is the Spirit, and the students are known as the Flyers. The school district was also later named after Lindbergh. The stretch of US 67 that runs through most of the St. Louis metro area is called "Lindbergh Blvd." Lindbergh has a star on the St. Louis Walk of Fame.

In Lindbergh's hometown of Little Falls, Minnesota, one of the district's elementary schools is named Charles Lindbergh Elementary. The district's sports teams are named the "Flyers" and "Lindbergh Drive" is a major road on the west side of town, leading to "Lindbergh State Park" (named after Lindbergh's father). The original Lindbergh residence is maintained as a museum, the "Charles A. Lindbergh Historic Site."

Lindbergh is a recipient of the Silver Buffalo Award, the highest adult award given by the Boy Scouts of America.

Awards and decorations

Lindbergh received many awards, medals and decorations, most of which were later donated to the Missouri Historical Society and are on display at the Jefferson Memorial, now part of the Missouri History Museum in Forest Park, St. Louis, Missouri:

The Congressional Gold Medal authorized by the Congress on May 4, 1928, and presented on August 15, 1930 to Col. C.A. Lindbergh by President Calvin Coolidge at The White House, Washington, DC.

• Medal of Honor (USA, 1927)
• Légion d'honneur (France, 1927)
• Royal Air Force Cross (UK)
• Hubbard Medal (USA, 1927)
• Distinguished Flying Cross (USA, 1927)
• Congressional Gold Medal (USA, 1928)
• Service Cross of the German Eagle (Verdienstorden vom Deutschen Adler') (Germany Deutsches Reich, 1938)
• Wright Brothers Memorial Trophy (USA, 1949)
• Daniel Guggenheim Medal (USA, 1953)
• Pulitzer Prize (USA, 1954)
• Silver Buffalo Award (USA)
• Official Royal Air Force Museum Medal (UK)
• Honorary Scout (USA, 1927)

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 December 14, 1927.

Citation: For displaying heroic courage and skill as a navigator, at the risk of his life, by his nonstop flight in his airplane, the "Spirit of St. Louis," from New York City to Paris, France, 20-21 May 1927, by which Capt. Lindbergh not only achieved the greatest individual triumph of any American citizen but demonstrated that travel across the ocean by aircraft was possible.

Legacy

The controversy surrounding his involvement in politics (and to a lesser extent, his personal life) sometimes overshadows the fact that he was an important pioneer in aviation from the 1920s to the 1950s. His 1927 flight made him the first international celebrity in the age of mass media. One U.S. Air Force general remembers Lindbergh's critical view of his own legacy. In the late 1940s, Lindbergh visited U.S. Air Force bases to evaluate American air power (of which he was a staunch supporter) in relation to the emerging Cold War. During this trip, he remarked "I think my flight to Paris came too soon for the civilizations of the world. They were suddenly thrown together by air travel and they weren't quite ready for it."

Popular culture

A wall-mounted quote by Charles Augustus Lindbergh in The American Adventure in the World Showcase pavilion of Walt Disney World's Epcot.

Lindbergh's life has spurred the imaginations of many writers and others; the following list provides a summary of notable popular cultural references:

• Charles Lindbergh was selected as Time magazine's Man of the Year in 1927, the first holder of that title.
• Shortly after Lindbergh made his famous flight, the Stratemeyer Syndicate began publishing the Ted Scott Flying Stories (1927–1943) by Franklin W. Dixon wherein the hero was closely modeled after Lindbergh.
• Charles A. Lindbergh (1927) was a UK documentary by De Forest Phonofilm based on Lindbergh's milestone flight.
• A song called "Lindbergh (The Eagle Of The U.S.A.)" was released soon after the 1927 flight. A multitude of songs with "Lucky Lindy" in the title were released in the aftermath of the Atlantic crossing. Tony Randall, not particularly known for singing, but a fan of old songs, revived the song, "Lucky Lindy" in the 1960s in a collection of jazz-age and depression era songs that he recorded.
• The dance craze, the "Lindy Hop" became popular after his flight, and was named after him.
• 40,000 Miles with Lindbergh (1928) was a documentary featuring Charles A. Lindbergh.
• The Agatha Christie book (1934) and movie Murder on the Orient Express (1974) begin with a fictionalized depiction of the Lindbergh baby kidnapping.
• Verdensberømtheder i København (1939) was an English/Danish co-production starring Robert Taylor, Myrna Loy and Edward G. Robinson, featured Charles A. Lindbergh as himself.
• Woody Guthrie wrote a song called "Lindbergh" on "The Asch Recordings Vol. 1" recorded in the 1940s. The song was anti-Lindbergh, and included the line "they say America First but they mean America Next."
• The 1942 film, Keeper of the Flame, starring Katharine Hepburn and Spencer Tracy, features Hepburn as the wife of a Lindbergh-like national hero who is secretly a fascist intending to use his influence, especially over America's youth, to turn the country into a fascist state and eliminate inferior races.
• James Stewart played Lindbergh in the biographical The Spirit of St. Louis (1957), directed by Billy Wilder.
• In Eric Norden's alternate history novel The Ultimate Solution (1973), Norden speculates that Lindbergh would have been president of a Nazi-occupied American puppet state.
• The American Experience - Lindbergh: The Shocking, Turbulent Life of America's Lone Eagle (1988) was a PBS documentary directed by Stephen Ives.
• In the early 2000s, a full-length musical called "Baby Case," about the Lindbergh Baby Kidnapping and subsequent trial and media circus, was performed at the Arden Theater in Philadelphia to good reviews.
• The Philip Roth novel The Plot Against America (2004) is a speculative fiction novel which explores an alternate history where Franklin Delano Roosevelt is defeated in the 1940 presidential election by Charles Lindbergh, who allies the United States with Nazi Germany.

See also

• NC-4 - The first flight across the Atlantic in a heavier-than-air aircraft.
• Alcock and Brown - The first nonstop flight across the Atlantic in a heavier-than-air aircraft.
• Lindbergh (The Eagle Of The U.S.A.) a popular song by Al Sherman and Howard Johnson.
• Lindy Hop - The original swing dance named after "Lindy hopped the Atlantic."
• List of people on stamps of Ireland
• The Lindbergh kidnapping.
• Dwight Morrow
• America First Committee
• List of Medal of Honor recipients during Peacetime
• Little Falls, Minnesota-Boyhood home

References

Bibliography

• Berg, A. Scott. Lindbergh. New York: G.P. Putnam's Sons, 1998. ISBN 0-399-14449-8.
• 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.
• 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 Horowitz, David. The Fords, An American Epic. New York: Summit Books, 1987. ISBN 1-89355-432-5.
• Costigliola, Frank. Awkward Dominion: American Political, Economic, and Cultural Relations With Europe, 1919-1933. Ithaca, New York: Cornell University Press, First edition 1984. ISBN 0-80141-679-5.
• Gill, Brendan. Lindbergh Alone. New York: Harcourt Brace Jovanovich, 1977. ISBN 0-15-152401-7.
• 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. "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.
• 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 0-395-09578-3.
• Schroeck, Rudolph. 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.
• Smith, Larry and Adams, Eddie. Beyond Glory: Medal of Honor Heroes in Their Own Words. New York: W.W. Norton & Co., 2003. ISBN 0-39305-134-X.
• Winters, Kathleen. Anne Morrow Lindbergh: First Lady of the Air. Basingstoke, Hampshire, UK: Palgrave Macmillan, 2006. ISBN 1-403-96932-9.

External links

• Listen to the story of Charles Lindbergh online - The American Storyteller Radio Journal
• Lindbergh had 7 Secret Children in Germany
• Lindbergh's first solo flight
• Yesterday's News: 1927 newspaper article on world reaction to flight
• 1927 Video of Charles Lindbergh's Transatlantic Flight
• Lindbergh foundation
• CharlesLindbergh.com Pat Ranfranz
• [http://www.lindberghkidnappinghoax.com/guthrie.html on Lindbergh Woody Guthrie
• FBI History - Famous cases: The Lindbergh kidnapping
• PBS companion site to The American Experience program on Charles Lindbergh
• The Lone Eagle: 75 Years Later
• Lindbergh's Public Statements Were More Troubling Than His Private Affairs
• The American Axis: Henry Ford, Charles Lindbergh and the Rise of the Third Reich
• PBS Article: Charles Lindbergh in the 1940s
• St. Louis Walk of Fame
• Charles A. Lindbergh at IMDb
• Charles Lindbergh: Address On US Neutrality (listen online)
• America First: the Anti-War Movement, Charles Lindbergh and the Second World War, 1940-1941 presentation to The New York Military Affairs Symposium in 2003
• "Der Amerikaner und die Hutmacherin" Gerd Kröncke, Süddeutsche Zeitung,(in German) August 2, 2003
• [http://query.nytimes.com/gst/fullpage.html?res=9F0CE7DE103DF934A35750C0A965958260&pagewanted=print Chesler, Ellen. Better Above than Below. New York Times, March 7, 1993
• Charles Lindbergh: September 11, 1941 speech at Des Moines, Iowa, transcript via PBS
• Lindbergh exhibit at the Missouri Historical Society