Amelia Mary Earhart; 1897 - 1937

When 10-year-old Amelia Mary Earhart saw her first plane at a state fair, she was not impressed. "It was a thing of rusty wire and wood and looked not at all interesting," she said. It wasn't until Earhart attended a stunt-flying exhibition, almost a decade later, that she became seriously interested in aviation. A pilot spotted Earhart and her friend, who were watching from an isolated clearing, and dove at them. "I am sure he said to himself, 'Watch me make them scamper,'" she said. Earhart, who felt a mixture of fear and pleasure, stood her ground. As the plane swooped by, something inside her awakened. "I did not understand it at the time," she said, "but I believe that little red airplane said something to me as it swished by." On December 28, 1920, pilot Frank Hawks gave her a ride that would forever change her life. "By the time I had got two or three hundred feet off the ground," she said, "I knew I had to fly."

Although Earhart's convictions were strong, challenging prejudicial and financial obstacles awaited her. But the former tomboy was no stranger to disapproval or doubt. Defying conventional feminine behavior, the young Earhart climbed trees, "belly-slammed" her sled to start it downhill and hunted rats with a .22 rifle. She also kept a scrapbook of newspaper clippings about successful women in predominantly male-oriented fields, including film direction and production, law, advertising, management, and mechanical engineering.

After graduating from Hyde Park High School in 1915, Earhart attended Ogontz, a girl's finishing school in the suburbs of Philadelphia. She left in the middle of her second year to work as a nurse's aide in a military hospital in Canada during WWI, attended college, and later became a social worker at Denison House, a settlement house in Boston. Earhart took her first flying lesson on January 3, 1921, and in six months managed to save enough money to buy her first plane. The second-hand Kinner Airster was a two-seater biplane painted bright yellow. Earhart named the plane "Canary," and used it to set her first women's record by rising to an altitude of 14,000 feet.

One afternoon in April 1928, a phone call came for Earhart at work. "I'm too busy to answer just now," she said. After hearing that it was important, Earhart relented though at first she thought it was a prank. It wasn't until the caller supplied excellent references that she realized the man was serious. "How would you like to be the first woman to fly the Atlantic?" he asked, to which Earhart promptly replied, "Yes!" After an interview in New York with the project coordinators, including book publisher and publicist George P. Putnam, she was asked to join pilot Wilmer "Bill" Stultz and co-pilot/mechanic Louis E. "Slim" Gordon. The team left Trepassey harbor, Newfoundland, in a Fokker F7 named Friendship on June 17, 1928, and arrived at Burry Port, Wales, approximately 21 hours later. Their landmark flight made headlines worldwide, because three women had died within the year trying to be that first woman. When the crew returned to the United States they were greeted with a ticker-tape parade in New York and a reception held by President Calvin Coolidge at the White House.

From then on, Earhart's life revolved around flying. She placed third at the Cleveland Women's Air Derby, later nicknamed the "Powder Puff Derby" by Will Rogers. As fate would have it, her life also began to include George Putnam. The two developed a friendship during preparation for the Atlantic crossing and were married February 7, 1931. Intent on retaining her independence, she referred to the marriage as a "partnership" with "dual control."

Together they worked on secret plans for Earhart to become the first woman and the second person to solo the Atlantic. On May 20, 1932, five years to the day after Lindbergh, she took off from Harbor Grace, Newfoundland, to Paris. Strong north winds, icy conditions and mechanical problems plagued the flight and forced her to land in a pasture near Londonderry, Ireland. "After scaring most of the cows in the neighborhood," she said, "I pulled up in a farmer's back yard." As word of her flight spread, the media surrounded her, both overseas and in the United States. President Herbert Hoover presented Earhart with a gold medal from the National Geographic Society. Congress awarded her the Distinguished Flying Cross-the first ever given to a woman. At the ceremony, Vice President Charles Curtis praised her courage, saying she displayed "heroic courage and skill as a navigator at the risk of her life." Earhart felt the flight proved that men and women were equal in "jobs requiring intelligence, coordination, speed, coolness and willpower."

In the years that followed, Earhart continued to break records. She set an altitude record for autogyros of 18,415 feet that stood for years. On January 11, 1935, she became the first person to fly solo across the Pacific from Honolulu to Oakland, California. Chilled during the 2,408-mile flight, she unpacked a thermos of hot chocolate. "Indeed," she said, "that was the most interesting cup of chocolate I have ever had, sitting up eight thousand feet over the middle of the Pacific Ocean, quite alone." Later that year she was the first to solo from Mexico City to Newark. A large crowd "overflowed the field," and rushed Earhart's plane. "I was rescued from my plane by husky policemen," she said, "one of whom in the ensuing melee took possession of my right arm and another of my left leg." The officers headed for a police car, but chose different routes. "The arm-holder started to go one way, while he who clasped my leg set out in the opposite direction. The result provided the victim with a fleeting taste of the tortures of the rack. But, at that," she said good-naturedly, "It was fine to be home again."

In 1937, as Earhart neared her 40th birthday, she was ready for a monumental, and final, challenge. She wanted to be the first woman to fly around the world. Despite a botched attempt in March that severely damaged her plane, a determined Earhart had the twin engine Lockheed Electra rebuilt. "I have a feeling that there is just about one more good flight left in my system, and I hope this trip is it," she said. On June 1st, Earhart and her navigator Fred Noonan departed from Miami and began the 29,000-mile journey. By June 29, when they landed in Lae, New Guinea, all but 7,000 miles had been completed. Frequently inaccurate maps had made navigation difficult for Noonan, and their next hop--to Howland Island--was by far the most challenging. Located 2,556 miles from Lae in the mid-Pacific, Howland Island is a mile and a half long and a half mile wide. Every unessential item was removed from the plane to make room for additional fuel, which gave Earhart approximately 274 extra miles. The U.S. Coast Guard cutter Itasca, their radio contact, was stationed just offshore of Howland Island. Two other U.S. ships, ordered to burn every light on board, were positioned along the flight route as markers. "Howland is such a small spot in the Pacific that every aid to locating it must be available," Earhart said.

At 10am local time, zero Greenwich time on July 2, the pair took off. Despite favorable weather reports, they flew into overcast skies and intermittent rain showers. This made Noonan's premier method of tracking, celestial navigation, difficult. As dawn neared, Earhart called the ITASCA, reporting "cloudy, weather cloudy." In later transmissions earhart asked the ITASCA to take bearings on her. The ITASCA sent her a steady stream of transmissions but she could not hear them. Her radio transmissions, irregular through most of the flight, were faint or interrupted with static. At 7:42 A.M. the Itasca picked up the message, "We must be on you, but we cannot see you. Fuel is running low. Been unable to reach you by radio. We are flying at 1,000 feet." The ship tried to reply, but the plane seemed not to hear. At 8:45 Earhart reported, "We are running north and south." Nothing further was heard from Earhart.

A rescue attempt commenced immediately and became the most extensive air and sea search in naval history thus far. On July 19, after spending $4 million and scouring 250,000 square miles of ocean, the United States government reluctantly called off the operation. In 1938, a lighthouse was constructed on Howland Island in her memory. Across the United States there are streets, schools, and airports named after her. Her birthplace, Atchison, Kansas, has been turned into a virtual shrine to her memory. Amelia Earhart awards and scholarships are given out every year.
Today, though many theories exist, there is no proof of her fate. There is no doubt, however, that the world will always remember Amelia Earhart for her courage, vision, and groundbreaking achievements, both in aviation and for women. In a letter to her husband, written in case a dangerous flight proved to be her last, this brave spirit was evident. "Please know I am quite aware of the hazards," she said. "I want to do it because I want to do it. Women must try to do things as men have tried. When they fail, their failure must be but a challenge to others."

As taken from the official website http://www.ameliaearhart.com/

Staff Sgt. Salvatore Giunta

The first living soldier to receive a Medal of Honor for the wars in Iraq or Afghanistan got a phone call from the president Thursday thanking him for his service and his “extraordinary bravery” in battle, according to the White House.
Medal of Honor recipient Staff Sgt. Salvatore Giunta

Staff Sgt. Salvatore Giunta from Hiawatha, Iowa, was assigned to Company B, 2nd Battalion (Airborne), 503rd Infantry Regiment as a rifle team leader on October 25, 2007 when he rescued a fellow soldier who had been wounded and taken prisoner by insurgents during an ambush on US troops.
It was in the deeply violent Korengal Valley in eastern Afghanistan that his squad was split into two groups and Giunta first “exposed himself to enemy fire to pull a comrade back to cover,” according to a White House release.
Later, in the midst of fighting and while he was trying to link up with the rest of his unit, Giunta saw two insurgents carrying off a fellow soldier who had been grievously injured in the fighting.
Giunta threw a hand grenade and rushed toward the insurgents, killing one and injuring the other before rescuing the US soldier and tending to his wounds. The soldier later died of his injuries.
Born in 1985, Giunta enlisted in the Army in November, 2003. He had also been deployed to Afghanistan one year previously, from March, 2005 to March 2006, before heading back to the country for 15 months from May 2007 to July 2008.
He will become the eighth service member to receive the Medal of Honor for US operations in Iraq and Afghanistan, “for acts of gallantry at the risk of his life that went above and beyond the call of duty.” All of the previous medals for both wars have been awarded posthumously.
The nation’s highest award for valor, the Medal of Honor – also known as the Congressional Medal of Honor – has been awarded posthumously to six troops fighting in the wars in Afghanistan in Iraq so far, with another to be conferred Oct. 6. Vietnam War troops earned the honor 246 times, and 464 were awarded for service in World War II.

Sergeant Alvin Cullum York 1887 – 1964

Alvin Cullum York (December 13, 1887 – September 2, 1964) was the most decorated American soldier in World War I. He received the Medal of Honor for leading an attack on a German machine gun nest, taking 32 machine guns, killing 28 German soldiers and capturing 132 others. This action occurred during the U.S.-led portion of the Meuse-Argonne Offensive in France, which was part of a broader Allied offensive masterminded by Marshal Ferdinand Foch to breach the Hindenburg line and ultimately force the opposing German forces to capitulate.

Alvin Cullum York was born in a two-room log cabin near Pall Mall, Tennessee, on December 13, 1887, the third of eleven children born to Mary Elizabeth Brooks (8 August 1866 - 21 May 1943) and William Uriah York (15 May 1863 – 17 November 1911). William Uriah York was born in Jamestown, Tennessee, to Uriah York and Eliza Jane Livingston, both travelers from Buncombe County, North Carolina. Mary Elizabeth York was born in Pall Mall, Tennessee, to William Brooks and Nancy Pile, and was the great-granddaughter of Coonrod Pile, an English settler who settled Pall Mall in Tennessee. William York and Mary Brooks married on December 25, 1881, and had eleven children. The York siblings are, in order: Henry Singleton, Joseph Marion, Alvin Cullum, Samuel John, Albert, Hattie, George Alexander, James Preston, Lillian Mae, Robert Daniel, and Lucy Erma. The York family is of English, Irish, Choctaw, and Cherokee ancestry.

The York family resided in the Indian Creek area of Fentress County. The family was impoverished, with William York working as a blacksmith, by which he supplemented the family income. The father and sons of the York family would gather and harvest their own food, while the mother knitted all family clothing. The York sons only attended nine months of schooling, and withdrew from education because William York wanted his sons to assist him in tending to the family farm and hunting small game in order to feed the family.

When William York died in November 1911, his son Alvin assisted his mother in raising his younger siblings. Alvin was the oldest living sibling that was then-residing in the county, as his two older brothers had married and moved into more urban areas in the American South. In order to supplement the family income, York first held employment as a community laborer in Harriman, Tennessee, in which he assisted in the construction of a railroad and worked as a logger as well. By all accounts, he was a very skilled worker who was devoted to the welfare of his family. However, in the few years before the war, York was a violent alcoholic and prone to fighting in saloons, and had accumulated several arrests within the area. His mother, a member of a pacifist Protestant denomination, tried to persuade York to change his ways because she worried he would "amount to nothin'", however to no avail. In the winter of 1914, he and his friend engaged in a fight with other saloon patrons during a night of heavy drinking. The incident resulted in his friend Everett Delk being beaten to death inside a saloon in Clinton County, Kentucky. The event was profound enough that York finally followed his mother's advice and became a pacifist, and stopped drinking alcohol. York was baptized as a born again Christian in the Wolf River, with the baptism being conducted by Reverend H.H. Russell in early 1915.

In 1914, York joined the Church of Christ in Christian Union, a Protestant denomination, which had no specific doctrine of pacificism but opposed warfare and violence by all means. In a lecture later in life, he reported his reaction to the outbreak of World War I: "I was worried clean through. I didn't want to go and kill. I believed in my bible." On June 5, 1917, at the age of 29, Alvin York registered for the draft as all men between 21 and 31 years of age did on that day. When he registered for the draft, he answered the question "Do you claim exemption from draft (specify grounds)?" by writing "Yes. Don't Want To Fight." When his initial claim for conscientious objector status was denied, he appealed.

In World War I, conscientious objector status did not exempt one from military duty. Such individuals could still be drafted and were given assignments that did not conflict with their anti-war principles. In November 1917, while York's application was considered, he was drafted and began his army service at Camp Gordon in Georgia. There, extensive conversations with Major George Buxton challenged his pacifism and its Biblical basis until York decided he could and would serve.

From the day he registered for the draft until he arrived back from the war on May 29, 1919, York kept a diary of his activities. In his diary, York wrote that he refused to sign documents provided by his pastor seeking a discharge from the Army on religious grounds. He refused to sign similar documents provided by his mother asserting a claim of exemption as the sole support of his mother and siblings. He disclaimed ever having been a conscientious objector.

York enlisted in the United States Army and served in Company G, 328th Infantry Regiment, 82nd Infantry Division at Camp Gordon, Georgia. Discussions of the Biblical stance on war with his company commander, Captain Edward Courtney Bullock Danforth (1894–1973) of Augusta, Georgia and his battalion commander, Major Gonzalo Edward Buxton (1880–1949) of Providence, Rhode Island, eventually convinced York that warfare could be justified.

During an attack by his battalion to secure German positions along the Decauville rail-line north of Chatel-Chehery, France, on October 8, 1918, York's actions earned him the Medal of Honor. He recalled: "The Germans got us, and they got us right smart. They just stopped us dead in our tracks. Their machine guns were up there on the heights overlooking us and well hidden, and we couldn’t tell for certain where the terrible heavy fire was coming from… And I'm telling you they were shooting straight. Our boys just went down like the long grass before the mowing machine at home. Our attack just faded out… And there we were, lying down, about halfway across [the valley] and those German machine guns and big shells getting us hard."

Four non-commissioned officers and thirteen privates under the command of Sergeant Bernard Early (which included York) were ordered to infiltrate behind the German lines to take out the machine guns. The group worked their way behind the Germans and overran the headquarters of a German unit, capturing a large group of German soldiers who were preparing a counter-attack against the U.S. troops. Early’s men were contending with the prisoners when machine gun fire suddenly peppered the area, killing six Americans: Corp. Murray Savage, and Pvts. Maryan E. Dymowski, Ralph E. Weiler, Fred Waring, William Wins and Walter E. Swanson, and wounding three others, Sgt. Early, Corp. William S. Cutting (AKA Otis B. Merrithew) and Pvt. Mario Muzzi. The fire came from German machine guns on the ridge, which turned their weapons on the U.S. soldiers. The loss of the nine put Corporal York in charge of the seven remaining U.S. soldiers, Privates Joseph Kornacki, Percy Beardsley, Feodor Sok, Thomas C. Johnson, Michael A. Saccina, Patrick Donohue and George W. Wills. As his men remained under cover, and guarding the prisoners, York worked his way into position to silence the German machine guns.

York recalled: "And those machine guns were spitting fire and cutting down the undergrowth all around me something awful. And the Germans were yelling orders. You never heard such a racket in all of your life. I didn't have time to dodge behind a tree or dive into the brush… As soon as the machine guns opened fire on me, I began to exchange shots with them. There were over thirty of them in continuous action, and all I could do was touch the Germans off just as fast as I could. I was sharp shooting… All the time I kept yelling at them to come down. I didn't want to kill any more than I had to. But it was they or I. And I was giving them the best I had."

York, at the hill where his actions earned him the Medal of Honor, three months after the end of World War I on February 7, 1919

During the assault, a group of eight German soldiers in a trench near York were ordered to charge him with fixed bayonets. York had fired all the rounds in his rifle, but drew out his pistol and shot all eight of the soldiers before they could reach him.

One of York’s prisoners, German First Lieutenant Paul Jürgen Vollmer (who spoke fluent English) of 1st Battalion, 120th Württemberg Landwehr Regiment, emptied his pistol trying to kill York while he was contending with the machine guns. Failing to injure York, and seeing his mounting losses, he offered to surrender the unit to York, who gladly accepted. By the end of the engagement, York and his seven men marched 132 German prisoners back to the American lines. His actions silenced the German machine guns and were responsible for enabling the 328th Infantry to renew its attack to capture the Decauville Railroad.

York was awarded the Distinguished Service Cross for his heroism, but this was upgraded to the Medal of Honor, which was presented to York by the commanding general of the American Expeditionary Force, General John J. Pershing. The French Republic awarded him the Croix de Guerre and Legion of Honor. Italy and Montenegro awarded him the Croce di Guerra and War Medal, respectively.

York was a corporal during the action. His promotion to sergeant was part of the honor for his valor. Of his deeds, York said to his division commander, General George B. Duncan, in 1919: "A higher power than man power guided and watched over me and told me what to do."

Awards: Medal of Honor, Distinguished Service Cross, World War I Victory Medal, American Campaign Medal, World War II Victory Medal, French Légion d'honneur, French Croix de guerre with Palm, Italian Croce di Guerra, Montenegrin War Medal

On June 7, 1919, Alvin C. York and Gracie Loretta Williams (February 7, 1900 - September 27, 1984) were married by Tennessee Governor Albert H. Roberts in Pall Mall. They had seven children, all named after American historical figures: five sons (Alvin Cullum, Jr., Edward Buxton, Woodrow Wilson, Andrew Jackson, and Thomas Jefferson) and two daughters (Betsy Ross and Mary Alice).

York founded the Alvin C. York Agricultural Institute, a private agricultural school in Jamestown, Tennessee, that was eventually turned over to the State of Tennessee. The school, now known as Alvin C. York Institute, is the only fully state-funded public high school in the State of Tennessee. The school is a nationally recognized school of excellence and boasts the highest high school graduation percentage in the state. It is home to almost 800 students.

York also opened a Bible school and later operated a mill in Pall Mall on the Wolf River.

Alvin York died at the Veterans Hospital in Nashville, Tennessee, on September 2, 1964, of a cerebral hemorrhage and was buried at the Wolf River Cemetery in Pall Mall. His funeral sermon was delivered by Richard G. Humble, General Superintendent of the Churches of Christ in Christian Union. Humble also preached Mrs. York's funeral in 1984.

York's son, Thomas Jefferson York, was killed in the line of duty on May 7, 1972 while serving as a constable in Tennessee.

Medal of Honor Citation
Rank and organization: Corporal, U.S. Army, Company G, 328th Infantry, 82d Division. Place and date: Near Chatel-Chehery, France, 8 October 1918. Entered service at: Pall Mall, Tenn. Born: 13 December 1887, Fentress County, Tenn. G.O. No.: 59, W.D., 1919. Citation: After his platoon had suffered heavy casualties and 3 other noncommissioned officers had become casualties, Cpl. York assumed command. Fearlessly leading 7 men, he charged with great daring a machinegun nest which was pouring deadly and incessant fire upon his platoon. In this heroic feat the machinegun nest was taken, together with 4 officers and 128 men and several guns.

Edward "Eddie" Vernon Rickenbacker 1890-1973

He was born Edward Rickenbacher (without a middle name) in Columbus, Ohio to German-speaking Swiss immigrants. From childhood, he loved machines and experimented with them, encouraged by his father's words: "A machine has to have a purpose".
In what was to become one of the defining characteristics of Rickenbacker's life, he nearly died many times in events ranging from an early run-in with a horse-drawn carriage, to a botched tonsillectomy, to airplane crashes. His first near-death experience occurred when he was in the "Horsehead Gang". He lived near a mine, and they decided to ride a cart down the slope. It tipped over and almost crushed them.
Thirteen-year-old Rickenbacker's schooling ended in grade seven after the accidental death of his father on August 26, 1904. He found jobs to help support the family, but driven by an intense admiration for machines, Rickenbacker taught himself as much as he could, including enrolling in a correspondence course in engineering. He aggressively pursued any chance of involvement with automobiles. Rickenbacker went to work at the Columbus Buggy Company, eventually becoming a salesman. Rickenbacker became well-known as a race car driver, competing in the Indianapolis 500 four times before World War I. Rickenbacker joined the Maxwell Race Team in 1915 after leaving Peugeot. After the Maxwell team disbanded that same year, he joined the Prest-O-Lite team as manager and continued to race improved Maxwells for Prest-O-Lite.

World War I
Rickenbacker wanted to join the Allied troops in World War I, but the U.S. had not yet entered the war. He had several chance encounters with aviators, including a fortuitous incident in which he repaired a stranded aircraft for T. F. Dodd, a man who later became General John J. Pershing's aviation officer and an important contact in Rickenbacker's attempt to join air combat.
During World War I, with its anti-German atmosphere, he – like many other German Americans – changed his surname; the "h" in "Rickenbacher" became a "k" in an effort to "take the Hun out of his name." As he was already well known at the time, the change received wide publicity. "From then on", as he wrote in his autobiography, "most Rickenbachers were practically forced to spell their name in the way I had..."
He believed his given name "looked a little plain." He signed his name 26 times, with a different middle initial each time. After settling upon "V", he selected "Vernon" as a middle name.
In 1916, Rickenbacker traveled to London, with the aim of developing an English car for American races. Because of an erroneous press story and Rickenbacker's known Swiss heritage, he was suspected of being a spy. En route and in England, agents closely monitored his actions.
On a sea voyage back to America, he came up with the idea to recruit his race car driver friends as fighter pilots, on the theory that such men were accustomed to tight spaces and high speeds. His suggestion was ignored by the military.
When, in 1917, the United States declared war on Germany, Rickenbacker had enlisted in the United States Army and was training in France with some of the first American troops. He arrived in France on June 26, 1917 as a Sergeant First Class.
Most men chosen for pilot training had degrees from prestigious colleges,[citation needed] and Rickenbacker had to struggle to gain permission to fly because of his perceived lack of qualifications. Because of his mechanical abilities, Rickenbacker was assigned as engineering officer in a flight-training facility at Issoudun, where he practiced flying during his free time. He learned to fly well, but because his skills were so highly valued, Rickenbacker's superiors tried to prevent him from attaining his wings with the other pilots.
Rickenbacker demonstrated that he had a qualified replacement, and the military awarded him a place in one of America's air combat units, the 94th Aero Squadron, informally known as the "Hat-in-the-Ring" Squadron after its insignia. Originally he flew the Nieuport 28, at first without armament. On April 29, 1918, Rickenbacker shot down his first plane and claimed his fifth to become an ace on May 28. Rickenbacker was awarded the French Croix de Guerre that month for his five victories.
On May 30, he scored his sixth victory. It would be his last for three and a half months. He developed an ear infection in July which almost ended his flying career and grounded him for several weeks. He shot down Germany's hottest new fighter, the Fokker D.VII, on September 14 and another the next day.
On September 24, 1918, now a captain, he was named commander of the squadron, and on the following day, he claimed two more German planes, for which he was belatedly awarded the Medal of Honor in 1931 by President Herbert Hoover. After claiming yet another Fokker D.VII on September 27, he became a balloon buster by downing observation balloons on September 28, October 1, October 27, and October 30, 1918.
Thirteen more wins followed in October, bringing his total to thirteen Fokker D.VIIs, four other German fighters, five highly defended observation balloons, and only four of the easier two-seated reconnaissance planes.
The military determined ace status by verifying combat claims by a pilot; confirmation was needed from ground witnesses, affirmations of other pilots, or observation of the wreckage of the opposing enemy aircraft. If no witnesses could be found, a reported kill was not counted. It was an imperfect system, dependent on the frailties of human observation, as well as vagaries of weather and terrain. Most aces records are thus best estimates, not exact counts. Nevertheless, Rickenbacker's 26 victories remained the American record until World War II.
Rickenbacker flew a total of 300 combat hours, reportedly more than any other U.S. pilot in the war.
When Rickenbacker learned of the Armistice, he flew an airplane above the western front to observe the cease fire and the displays of joy and comradeship as the formerly warring troops crossed the front lines and joined in celebration.
After World War I ended, Rickenbacker was approached for publicity exploits. He chose to go on a Liberty bond tour. He was offered many movie positions, but did not want all the attention, even though he was the most celebrated aviator in America (soon to be supplanted by Charles Lindbergh after his solo flight across the Atlantic). Rickenbacker described his World War I flying experiences in his memoirs, Fighting the Flying Circus, published after the war. In this book, he also describes the character, exploits, and death of fellow pilot Lt. Quentin Roosevelt, the son of U.S. President Theodore Roosevelt.[citation needed] Rickenbacker also continued to associate with Reed Chambers, with whom he had served in World War I; they jointly founded an airline.
In 1925, Rickenbacker was a defense witness, along with Hap Arnold, Tooey Spaatz, Ira Eaker, and Fiorello H. La Guardia, in the court-martial of General Billy Mitchell.

Marriage
In 1922, Rickenbacker married Adelaide Frost Durant; their marriage lasted for the rest of his life. Although they spent considerable time in Florida, Texas and Ohio, the Rickenbackers lived chiefly in New York City. They adopted two boys: David Edward in 1925, and William Frost in 1928. Adelaide was an unconventional wife for the times: she was five years older than her husband, had been previously married, and was outspoken and active. As independent as she was, Adelaide fully supported Rickenbacker's endeavors until his death in 1973.

Rickenbacker automobile
He started the Rickenbacker Motor Company in 1920, selling technologically advanced cars incorporating innovations from automobile racing. The Rickenbacker came equipped with the first four-wheel brake system. Probably due to bad publicity from the other car manufacturers, who feared they would be unable to sell their inventory of cars with two-wheel braking, the company had trouble selling its cars and eventually went bankrupt in 1927. Rickenbacker went into massive debt, but was determined to pay back all of the $250,000 he owed, despite personally going bankrupt (and therefore no longer being legally obligated to do so). Eventually, all vehicles manufactured in the U.S. incorporated four-wheel braking.

The Indianapolis Motor Speedway
On November 1, 1927, Rickenbacker bought the Indianapolis Motor Speedway, which he operated for nearly a decade and a half, overseeing many improvements to the facility. Once the Speedway operations were under control, Rickenbacker looked for additional opportunities for entrepreneurship, including in sales for the Cadillac division of General Motors, and for various aircraft manufacturers and airlines. After the 500-mile race in 1941, Rickenbacker closed the Speedway due to World War II. Among other things, holding the race would have been a waste of valuable gasoline and other fuels. In 1945, Rickenbacker sold the racetrack to the businessman Anton Hulman, Jr.

Clashes with President Roosevelt
Rickenbacker was adamantly opposed to President Franklin Roosevelt's New Deal policies, seeing them as little better than socialism. For this, he drew criticism and ire from the press and the Roosevelt administration, which ordered NBC Radio not to allow him to broadcast opinions critical of Roosevelt's policies after Rickenbacker had harshly denounced the president's decision to rescind existing mail contracts in 1934 and have Army Air Corps pilots carry the air mail. At the time, Rickenbacker was vice president of one of the companies affected, Eastern Air Transport. When a number of inexperienced, undertrained army pilots were killed in crashes soon afterward, Rickenbacker stated, "That's legalized murder!"

Eastern Air Lines
Rickenbacker's most lasting business endeavor was his longtime leadership of Eastern Air Lines. Through the 1920s, he had worked with and for General Motors (GM): first as the California distributor for its new car, the short-lived Sheridan, then later as a marketer for the LaSalle, and finally as vice president of sales for their affiliate, Fokker Aircraft Company. He persuaded GM to purchase North American Aviation, a conglomerate whose assets included Eastern Air Transport. GM asked him to manage Eastern, beginning in 1935. With the help of some friends, Rickenbacker merged Eastern Air Transport and Florida Airways to form Eastern Air Lines, an airline that eventually grew from a company flying a few thousand air miles per week into a major airline. In April 1938, after learning that GM was considering selling Eastern to John D. Hertz, Rickenbacker met with GM's Chairman of the Board, Alfred P. Sloan, and Rickenbacker bought the company for $3.5 million.
Rickenbacker oversaw many radical changes in the field of commercial aviation. He negotiated with the U.S. government to acquire air mail routes, a great advantage to companies in need of business. He helped develop and support new aircraft designs. Rickenbacker bought the new, large, faster airliners for Eastern Airlines, including the four-engined Lockheed Constellation and Douglas DC-4. Rickenbacker personally collaborated with many of the pioneers of aviation, including Donald W. Douglas, the founder of the Douglas Aircraft Company, the designer and builder of the large, four-engined airlines, the DC-4, DC-6, DC-7, and DC-8 (its first jet airliner).
Rickenbacker promoted flying to the American public, but, always aware of the possibility of accidents, he wrote in his autobiography, "I have never liked to use the word "safe" in connection with either Eastern Air Lines or the entire transportation field; I prefer the word 'reliable'."
Rickenbacker's near-fatal airline crash, Eastern Air Lines Flight 21
Rickenbacker often traveled for business on Eastern Airlines flights. On February 26, 1941, he was a passenger on a Douglas DC-3 airliner that crashed just outside of Atlanta, Georgia. Rickenbacker suffered especially grave injuries, and he was soaked in fuel, immobile, and trapped in the wreckage. In spite of his own critical wounds, Rickenbacker encouraged the other passengers, offered what consolation he could to those around him who were injured or dying, and guided the survivors who were still ambulatory to attempt to find help. The survivors were rescued after spending the night at the crash site. Rickenbacker barely survived. This was just the first time that the press announced his death while he was still alive.
In a dramatic retelling of the incident, Rickenbacker's autobiography relates his astonishing experiences. While he was still conscious but in terrible pain, Rickenbacker was left behind while some ambulances carried away bodies of the dead. When Rickenbacker arrived at a hospital, his injuries appeared so grotesque that the emergency surgeons and physicians left him for dead for some time. They instructing their assistants to "take care of the live ones." Rickenbacker's injuries included a fractured skull, other head injuries, a shattered left elbow with a crushed nerve, a paralyzed left hand, several broken ribs, a crushed hip socket, a pelvis broken in two places, a severed nerve in his left hip, and a broken left knee. Rickenbacker's left eyeball was also blown out of its socket.
It took many months in the hospital, followed by a long time at home, for Rickenbacker to heal from this multitude of injuries and to regain his full eyesight. Rickenbacker described his terrible experience with vivid accounts of his mental state as he approached death -- emphasizing the supreme act of will that it took to stave off dying. Rickenbacker's autobiography reports that he spent ten days on the door of death, which he illustrated as having an overwhelming sensation of calm and pleasure.

Ace Drummond
Rickenbacker also scripted a popular comic strip called Ace Drummond from 1935-1940. He worked with aviation artist and author Clayton Knight, who illustrated the series. The strip followed the adventures of aviator Drummond. It was later adapted into a film serial and radio program.

World War II
Rickenbacker supported the war effort as a civilian. In 1942, he toured training bases in the southwestern United States and in England. He encouraged the American public to contribute time and resources, and pledged Eastern Airlines equipment and personnel for use in military activities.
Rickenbacker inspected troops, operations, and equipment, and served in a publicity function to increase support from civilians and soldiers. In 1942, with a sweeping letter of authorization from Henry L. Stimson, U.S. Secretary of War, Rickenbacker visited England on an official war mission and made ground-breaking recommendations for better war operations.[clarification needed]

Adrift at sea
One of Rickenbacker's most famous near-death experiences occurred in October 1942. He was sent on a tour of the Pacific Theater of Operations to review both living conditions and military operations, and also to deliver personally a secret message to General Douglas MacArthur from the President. After visiting several air and sea bases in Hawaii, Rickenbacker was a passenger in the B-17D Flying Fortress numbered 40-3089, which strayed hundreds of miles off course while on its way to a refueling stop on Canton Island in the Central Pacific Ocean. The B-17 was forced to "ditch" (to make an emergency landing on the water) in a remote and little-traveled part of the Central Pacific.
The failure in navigation has been ascribed to an out-of-adjustment celestial navigation instrument, an octant, that gave a systematic bias to all of its readingss. That octant reportedly had suffered a severe shock in a pre-takeoff mishap. This unnecesary ditching spurred on the development of improved navigational instruments and also better survival gear for the aircrewmen. The B-17's pilot-in-command, Captain William T Cherry, Jr., was forced to ditch his B-17 in the Pacific Ocean, rather close to Japanese-held islands, also. However, the Americans were never spotted by Japanese patrol planes, and they were to drift on the ocean for thousands of miles.
For 24 days, Rickenbacker, the Army captain Hans C. Adamson, his friend and business partner, and the rest of the crewmen drifted in life rafts at sea. Rickenbacker was still suffering somewhat from his earlier airplane crash, and Capt. Adamson sustained serious injuries during the ditching. The other crewmen in the B-17 were hurt to varying degrees. The crewmen's food supply ran out after three days. Then, on the eighth day, a seagull landed on Rickenbacker's head. He adroitly captured it, and then the survivors meticulously divided it into equalparts and used part of it for fishing bait. They lived on sporadic rain water that fell and similar food "miracles".
Rickenbacker assumed leadership, encouraging and browbeating the others to keep their spirits up. He encouraged them to turn to Christianity for solace using the Psalm 46. One crewman, Alexander Kaczmarczyk of the USAAF, died and was buried at sea. The U.S. Army Air Forces and the U.S. Navy's patrol planes planned to abandon the search for the lost B-17 crewmen after just over two weeks, but Rickenbacker's wife persuaded them to extend it another week. The services agreed to do so. Once again, the newspapers and radio broadcasts reported that Rickenbacker was dead.
A U.S. Navy patrol seaplane then spotted the survivors, and by landing on the open ocean, it rescued the survivors, who included Private John F. Bartek of the Army, on November 13, off the coast of Nukufetau near the Samoa Islands. All of the crewmen were suffering from exposure, sunburn, dehydration, and near-starvation. Due to his piloting and air-search skills, and his leadership role in the successful search-and-rescue missions to the Rickenbacker party, the Navy's Air Medal was awarded to Lieutenant William F. Eadie, USN. The citation accompanying this award reads as follows:
For meritorious achievement while participating in an aerial flight as pilot of a scouting plane in search of the survivors of the Rickenbacker party on November 12, 1942. Discovering their tiny raft after a search of more than 10 hours, Lieutenant Eadie, knowing that every moment counted after 20 days of hunger and thirst which these men had endured, brought his plane down on the open sea near the raft. Placing the most severely injured man in the cockpit of his small plane, and lashing the others to the wings, he taxied toward his base 40 miles away, until given assistance by a passing ship. His courageous and skillful accomplishment of this dangerous mission was in keeping with the highest traditions of the United States Naval Service.
The rescue was made with a Navy OS2U Kingfisher (an OS2U-3). The Kingfisher was a two-seater float-plane. Lt. Eadie's radioman was Lester H. Boutte, ARM1c (born: 10 June 1920; died: 14 February 1995, Metairie Jefferson Parish, Louisiana).
Later, Lt. Eadie was promoted to lieutenant commander, and he became the commanding officer of Torpedo Squadron Eighty Two, the "Devil's Diplomats" (VB-82), assigned to Carrier Air Group 82 on board the aircraft carrier USS Bennington (CV-20). Lt. Cdr. Eadie, was killed in an automobile accident ashore on January 7, 1945.
Rickenbacker completed his assignment and delivered his message to General MacArthur, which has never been made public. Rickenbacker had thought that he had been lost for 21 days, and wrote a book about this experience titled Seven Came Through, published by Doubleday, Doran. It was not until later that he recalculated the number of days, and he corrected himself in his autobiography in 1967.
The story was also recounted in Lt. James Whittaker's book "We Thought We Heard The Angels Sing", published in 1943.
The story of Rickenbacker's ordeal has been used as an example for Alcoholics Anonymous when the first of their Twelve Traditions was formulated: Our common welfare should come first. Personal recovery depends upon A.A. unity."

1943 mission to the USSR
Still determined to support the U.S. war effort, Rickenbacker suggested a fact-finding mission in the Soviet Union to provide the Soviets with needed technical assistance for their American aircraft. Rickenbacker approached Soviet diplomats, and avoided requesting help from President Franklin Roosevelt, due to their prior disagreements. With the help of the Secretary of War and by trading favors with the Soviet ambassador, Rickenbacker secured unlikely permission to travel to the Soviet Union. The War Department provided everything Rickenbacker needed, including a highly unusual letter stating that the bearer was authorized to "visit ... any ... areas he may deem necessary for such purposes as he will explain to you in person", signed by the Secretary of War.
Rickenbacker's trip took him over South America, where he made observations about the conditions there. He stopped in Africa, China and India, at each stop reviewing American operations and making notes to report to authorities. In Iran, Rickenbacker offered to bring along an American officer, whose unapproved request to travel to the Soviet Union delayed Rickenbacker's party for a few days.
In the Soviet Union, Rickenbacker observed wartime conditions, the extraordinary dedication and patriotism by the populace, and the ruthless denial of food to those deemed unproductive to the war effort. He befriended many Soviet officials and shared his knowledge of the aircraft they had received from the United States. He was lavishly entertained and recalled attempts by KGB agents and officials to get him intoxicated enough to disclose sensitive information.
Rickenbacker's mission was successful. He discovered that a commander of Moscow's defense had stayed at Rickenbacker's home in 1937, and personal connections like this and the respect the Soviet military personnel had for him greatly aided his information-gathering. He learned about Soviet defense strategies and capabilities. In the distraction resulting from the outbreak of the Battle of Kursk, he saw a map of the front line showing the locations of all major Soviet military units, which he did his best to memorize. He also persuaded his hosts to give him an unprecedented tour of the Shturmovik aircraft factory.
Rickenbacker observed some traces of capitalism (for example, people were allowed to grow food and sell their surplus) and predicted that the Soviet Union would eventually become a capitalist nation.
British Prime Minister Winston Churchill interviewed Rickenbacker about his mission. In the U.S., Rickenbacker's information resulted in some diplomatic and military action, but President Roosevelt did not meet with Rickenbacker.
Although his main home was in New York City for many years, Rickenbacker owned a winter home in Coconut Grove, Florida, near the Eastern Airlines' major maintenance and administrative headquarters at the Miami International Airport. For a time, Eastern was the most profitable airline in the postwar era. During the late 1950s though, Eastern Airline's fortunes declined, and Rickenbacker was forced out of his position as CEO on October 1, 1959. Rickenbacker also resigned as the Chairman of the Board on December 31, 1963, at the age of 73. After that, Capt. and Mrs. Rickenbacker traveled extensively for a number of years.
In the 1960s, Rickenbacker became a well-known speaker. He shared his vision for the future of technology and commerce, exhorted Americans to respect the enemy, the Soviet Union during the Cold War, but still uphold American values. Rickenbacker endorsed many conservative idea.

In 1967, when Rickenbacker published his autobiography, a special edition was printed for the employees of Eastern Air Lines, and it contained the following dedication:

To the Men and Women of Eastern Air Lines
It is with pleasure and pride that I inscribe to you this copy of my life story from the time I was three years of age.
You will find therein the source of those principles I used to preach; and if they can help you avoid even a few of the keen disappointments and bitter heartaches that I have lived through, then I will feel well repaid for my efforts.
From these principles and our labors together emerged one of our country's great airlines and further developed our great heritage of pioneering. In the years ahead young, strong hands will carry them into a future which you and I, with all our dreams, can scarcely visualize---that "Parade of Youth" which always was and always will be the true spirit of Eastern Air Lines.
(signed) Capt Eddie Rickenbacker

Capt. Rickenbacker suffered from a stroke while he was in Switzerland seeking
special medical treatment for Mrs. Rickenbacker, and he then contracted pneumonia. Rickenbacker died on July 23, 1973 in Zürich, Switzerland, and then his body was interred in Columbus, Ohio, at the Green Lawn Cemetery.

Medal of Honor Citation

Rank and organization: First Lieutenant, U.S. Army Air Corps, 94th Aero Squadron, Air Service. Place and date: Near Billy, France, 25 September 1918. Entered service at: Columbus, Ohio. Born: 8 October 1890, Columbus, Ohio. G.O. No.: 2, W.D., 1931. Citation: For conspicuous gallantry and intrepidity above and beyond the call of duty in action against the enemy near Billy, France, 25 September 1918. While on a voluntary patrol over the lines, 1st Lt. Rickenbacker attacked 7 enemy planes (5 type Fokker, protecting two type Halberstadt). Disregarding the odds against him, he dived on them and shot down one of the Fokkers out of control. He then attacked one of the Halberstadts and sent it down also.

Quotations of Thomas Jefferson

A strong body makes the mind strong. As to the species of exercises, I advise the gun. While this gives moderate exercise to the body, it gives boldness, enterprise and independence to the mind. Games played with the ball, and others of that nature, are too violent for the body and stamp no character on the mind. Let your gun therefore be your constant companion of your walks.



A wise and frugal government, which shall leave men free to regulate their own pursuits of industry and improvement, and shall not take from the mouth of labor the bread it has earned - this is the sum of good government.

All tyranny needs to gain a foothold is for people of good conscience to remain silent.

All, too, will bear in mind this sacred principle, that though the will of the majority is in all cases to prevail, that will to be rightful must be reasonable; that the minority possess their equal rights, which equal law must protect, and to violate would be oppression.

An association of men who will not quarrel with one another is a thing which has never yet existed, from the greatest confederacy of nations down to a town meeting or a vestry.

An enemy generally says and believes what he wishes.

An injured friend is the bitterest of foes.

As our enemies have found we can reason like men, so now let us show them we can fight like men also.

Commerce with all nations, alliance with none, should be our motto.

Conquest is not in our principles. It is inconsistent with our government.

Determine never to be idle. No person will have occasion to complain of the want of time who never loses any. It is wonderful how much may be done if we are always doing.

Do you want to know who you are? Don't ask. Act! Action will delineate and define you.

Don't talk about what you have done or what you are going to do.

Educate and inform the whole mass of the people... They are the only sure reliance for the preservation of our liberty.

Enlighten the people generally, and tyranny and oppressions of body and mind will vanish like evil spirits at the dawn of day.

Errors of opinion may be tolerated where reason is left free to combat it.

Every citizen should be a soldier. This was the case with the Greeks and Romans, and must be that of every free state.

Every government degenerates when trusted to the rulers of the people alone. The people themselves are its only safe depositories.

Experience hath shewn, that even under the best forms of government those entrusted with power have, in time, and by slow operations, perverted it into tyranny.

For a people who are free, and who mean to remain so, a well-organized and armed militia is their best security.

He who knows best knows how little he knows.

He who knows nothing is closer to the truth than he whose mind is filled with falsehoods and errors.

I predict future happiness for Americans if they can prevent the government from wasting the labors of the people under the pretense of taking care of them.

I tremble for my country when I reflect that God is just; that his justice cannot sleep forever.

If the present Congress errs in too much talking, how can it be otherwise in a body to which the people send one hundred and fifty lawyers, whose trade it is to question everything, yield nothing, and talk by the hour?

It is in our lives and not our words that our religion must be read.

My reading of history convinces me that most bad government results from too much government.

Never spend your money before you have earned it.

No freeman shall be debarred the use of arms.

No man will ever carry out of the Presidency the reputation which carried him into it.

Nothing can stop the man with the right mental attitude from achieving his goal; nothing on earth can help the man with the wrong mental attitude.

One man with courage is a majority.

Peace and abstinence from European interferences are our objects, and so will continue while the present order of things in America remain uninterrupted.

Sometimes it is said that man cannot be trusted with the government of himself. Can he, then be trusted with the government of others? Or have we found angels in the form of kings to govern him? Let history answer this question.

The constitutions of most of our States assert that all power is inherent in the people; that... it is their right and duty to be at all times armed.

The God who gave us life, gave us liberty at the same time.

The man who reads nothing at all is better educated than the man who reads nothing but newspapers.

The republican is the only form of government which is not eternally at open or secret war with the rights of mankind.

The tree of liberty must be refreshed from time to time with the blood of patriots and tyrants.

To compel a man to furnish funds for the propagation of ideas he disbelieves and abhors is sinful and tyrannical.

We hold these truths to be self-evident: that all men are created equal; that they are endowed by their Creator with certain unalienable rights; that among these are life, liberty, and the pursuit of happiness.



And all I have to say is Amen.

Henry Clay Drexler 1901 – 1924

Henry Clay Drexler (August 7, 1901 – October 20, 1924) was an Ensign in the United States Navy and a recipient of both the Navy Cross and the Medal of Honor.
Born in Braddock, Pennsylvania, on August 7, 1901, Drexler grew up in a seaside home in Bethany Beach, Delaware. His father, Louis Drexler, was a Delaware state senator. The family home still stands in Bethany Beach, although it has been moved further inland. Like his older brother Louis, Henry Drexler attended the United States Naval Academy, graduating in 1924.
When Henry Clay Drexler was a youngster, he and his older brother, Louis, played on the sand at Bethany, where the surf rolled up to the front doorstep of their family's beach house. Not long after the first horseless carriages began bouncing along the unpaved roads of Sussex County, Henry's father, Sen. Louis Drexler, had became an aficionado of cars and helped organize the Sussex County Automobile Association. Henry and his brother, however, seemed more interested in the sea, and both boys attended the Naval Academy in Annapolis.
In 1924, Henry was still a freshly commissioned officer when he was assigned to the U.S.S. Trenton, a new light cruiser. Sixteen days after joining the ship, he was in the forward turret, where he served as a gunnery observer during a firing exercise. To load the large guns on the cruiser, crewmen placed a shell and a bag of explosives, which were brought up from a lower deck by a power hoist, into the breach of the weapon. After the breach was closed and secure, the weapon was fired. The cramped quarters of the turret made firing these weapons dangerous, dirty, ear-shattering work for the nearly two dozen men in the metal bunker.
On Oct. 20, while conducting a trial firing of the two six-inch guns in the ship's forward twin mount, a spark ignited one of the powder bags in the hoist and Henry reacted immediately. He and Boatswain's Mate First Class George Cholister attempted to grab the charges and thrust them into an immersion tank to extinguish the flames. Henry, without thinking of his own safety, grabbed the charge on the right side of the turret. As he was doing this, the left charge burst into flame and ignited the right charge in his hands. Before he could thrust it into the tank, the smoldering charge exploded, killing him instantly.
Of the 20 men trapped in the turret, four were killed by the explosion, and 10 others passed away from burns and the inhalation of flames and gases. Six others were severely injured, but survived. Boatswain's Mate Cholister died the day after the accident. For their exceptional valor, both Cholister and Henry were awarded the Congressional Medal of Honor.
Drexler was subsequently buried with full honors in Arlington National Cemetery. The destroyer Drexler (DD-741) was named in his honor.
Medal of Honor Citation
Rank and organization: Ensign, U.S. Navy. Born: 7 August 1901, Braddock, Pa. Accredited to: Pennsylvania. (Awarded by Special Act of Congress, 3 February 1933.) Other Navy award: Navy Cross. Citation: For extraordinary heroism in the line of his profession on the occasion of a fire on board the U.S.S. Trenton. At 3:35 on the afternoon of 20 October 1924, while the Trenton was preparing to fire trial installation shots from the two 6-inch guns in the forward twin mount of that vessel, 2 charges of powder ignited. Twenty men were trapped in the twin mount. Four died almost immediately and 10 later from burns and inhalation of flame and gases. The 6 others were severely injured. Ens. Drexler, without thought of his own safety, on seeing that the charge of powder for the left gun was ignited, jumped for the right charge and endeavored to put it in the immersion tank. The left charge burst into flame and ignited the right charge before Ens. Drexler could accomplish his purpose. He met his death while making a supreme effort to save his shipmates.

"Burned to death when he threw his body on burning powder bags. He fell on the spot where he was making a supreme effort to save his shipmates. Greater love hath no man than this, that a man lay down his life for his friends."

The Four Chaplains

They All Four Shared the same Father!















George L Fox
















Alexander D. Goode
















Clark V. Poling
















John P. Washington

The chaplains, who all held the rank of lieutenant, were the Methodist Reverend George L. Fox, Rabbi Alexander D. Goode, the Roman Catholic Priest John P. Washington and the Reformed Church in America Reverend Clark V. Poling. They were sailing on the USAT Dorchester, a coastal liner that had been converted to a troop transport for World War II. On the night of February 3, 1943, the vessel, travelling in convoy, was torpedoed by the German submarine U-223 off Newfoundland in the North Atlantic.
The torpedo knocked out the Dorchester's electrical system, leaving the ship dark. Panic set in among the men on board, many of them trapped below decks. The chaplains sought to calm the men and organize an orderly evacuation of the ship, and helped guide wounded men to safety. As life jackets were passed out to the men, the supply ran out before each man had one. The chaplains removed their own life jackets and gave them to others. They helped as many men as they could into lifeboats, and then linked arms and, saying prayers and singing hymns, went down with the ship.
As I swam away from the ship, I looked back. The flares had lighted everything. The bow came up high and she slid under. The last thing I saw, the Four Chaplains were up there praying for the safety of the men. They had done everything they could. I did not see them again. They themselves did not have a chance without their life jackets.
—Grady Clark, survivor
In all, 230 of the 904 men aboard the ship were rescued. Life jackets offered little protection from hypothermia, which killed most men in the water. The water temperature was 34 °F (1 °C) and the air temperature was 36 °F (2 °C). By the time additional rescue ships arrived, "...hundreds of dead bodies were seen floating on the water, kept up by their life jackets."
Brotherhood has nothing to do with the similarities between men. Even among twins, no two brothers are exactly alike. These differences can create challenges to family harmony, incite jealousy, and lead to sibling rivalries. At the same time, it is these differences that make a family stronger, better rounded, and best equipped to face the challenges of life. In time of crisis, when a family pulls together, these differences make it possible to approach a problem from different perspectives and find solutions for the common good. There is strength in diversity, and perhaps a family should rejoice more in the differences between brothers and sisters than in the things they share in common.
In November, 1942 four young men "found each other" while attending Chaplain's School at Harvard University. They had enough in common to bond them together. At age 42, George Fox was the "older brother". The youngest was 30-year old Clark Poling, and less than three years separated him from the other two, Alexander Goode and John Washington. A common cause brought them together, the desire to render service to their Nation during the critical years of World War II.
Between the early days of May to late July, the four had entered military service from different areas of the country. Reverend Fox enlisted in the Army from Vermont the same day his 18-year old son Wyatt enlisted in the Marine Corps. During World War I, though only 17 years old, Fox had convinced the Army he was actually 18 and enlisted as a medical corps assistant. His courage on the battlefield earned him the Silver Star, the Croix de Guerre, and the Purple Heart. When World War II broke out he said, "I've got to go. I know from experience what our boys are about to face. They need me." This time, however, he didn't enlist to heal the wounds of the body. As a minister he was joining the Chaplains Corps to heal the wounds of the soul.
Reverend Clark V. Poling was from Ohio and pastoring in New York when World War II threatened world freedom. He determined to enter the Army, but not as a Chaplain. "I'm not going to hide behind the church in some safe office out of the firing line," he told his father when he informed him of his plans to serve his country. His father, Reverend Daniel Poling knew something of war, having served as a Chaplain himself during World War I. He told his son, "Don't you know that chaplains have the highest mortality rate of all? As a chaplain you'll have the best chance in the world to be killed. You just can't carry a gun to kill anyone yourself." With new appreciation for the role of the Chaplains Corps, Clark Poling accepted a commission and followed in his father's footsteps.
Like Clark Poling, Alexander Goode had followed the steps of his own father in ministry. His first years of service were in Marion, Indiana; then he moved on to York, Pennsylvania. While studying and preparing to minister to the needs of others, "Alex" had joined the National Guard. Ten months before Pearl Harbor he sought an assignment in the Navy's Chaplains Corps, but wasn't initially accepted. When war was declared, he wanted more than ever to serve the needs of those who went in harm's way to defend freedom and human dignity. He chose to do so as a U.S. Army Chaplain.
One look at the be-speckled, mild mannered John P. Washington, would have left one with the impression that he was not the sort of man to go to war and become a hero. His love of music and beautiful voice belied the toughness inside. One of nine children in an Irish immigrant family living in the toughest part of Newark, New Jersey, he had learned through sheer determination to hold his own in any fight. By the time he was a teenager he was the leader of the South Twelfth Street Gang. Then God called him to ministry, returning him to the streets of New Jersey to organize sports teams, play ball with young boys who needed a strong friend to look up to, and inspire others with his beautiful hymns of praise and thanksgiving.
Upon meeting at the Chaplains' school, the four men quickly became friends. One of Clark Poling's cousins later said, "They were all very sociable guys, who seemed to have initiated interfaith activities even before the war. They hit it off well at chaplains' school. Sharing their faith was not just a first-time deal for them. They were really very close. They had prayed together a number of times before that final crisis." (Reverend David Poling)
The observation pointed out by Clark's cousin is of note, for the men of whom he spoke were unique. Their close bond might easily have marked them as "The Four Chaplains" long before a fateful night three months after they first met, when their actions would forever make the title synonymous with the names of George L. Fox, Alexander D. Goode, Clark V. Poling, and John P. Washington. The differences in their backgrounds and personalities could have been easily outweighed by their common calling to ministry, had it not been for one major difference:
Reverend Fox was a Methodist Minister
Reverend Poling was a Dutch Reformed Minister
Father Washington was a Catholic Priest
Rabbi Goode was Jewish
In a world where differences have all too often created conflict and separated brothers, the Four Chaplains found a special kind of unity, and in that unity they found strength. Despite the differences, they became "brothers" for they had one unseen characteristic in common that overshadowed everything else. They were brothers because:

On December 19, 1944, all four chaplains were posthumously awarded the Purple Heart and the Distinguished Service Cross.. The Four Chaplains' Medal was established by act of Congress on July 14, 1960, and was presented posthumously to their next of kin by Secretary of the Army Wilber M. Brucker at Ft. Myer, Virginia on January 18, 1961.
The chaplains were also honored with a stamp, issued in 1948, and by an act of Congress designating February 3 as "Four Chaplains Day."
Goode, Poling and Washington had served as leaders in the Boy Scouts of America.