Tag Archives: Mystery

When Arthur Conan Doyle looked for Agatha Christie.

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Agatha Christie is one of the greats of mystery literature. For eleven days, she was at the center of her own mystery, that got international headlines. On a December night, she drove away from her home in Berkshire and vanished completely. Her car was found abandoned and a huge manhunt was launched. Arthur Conan Doyle, author of the Sherlock Holmes mystery stories, participated in the search.1Arthur Conan Doyle,

At shortly after 9.30 p.m. on Friday 3 December 1926, Agatha Christie got up from her armchair and climbed the stairs of her Berkshire home. She kissed her sleeping daughter Rosalind, aged seven, goodnight and made her way back downstairs again. Then she climbed into her Morris Cowley and drove off into the night. She would not be seen again for eleven days.

Her disappearance would spark one of the largest manhunts ever mounted. Agatha Christie was already a famous writer and more than one thousand policemen were assigned to the case, along with hundreds of civilians. For the first time, aeroplanes were also involved in the search.

The Home Secretary, William Joynson-Hicks, urged the police to make faster progress in finding her.1st_Viscount_Brentford_1923

Two of Britain’s most famous crime writers, Sir Arthur Conan Doyle, creator of Sherlock Holmes, and Dorothy L. Sayers, author of the Lord Peter Wimsey series, were drawn into the search. Their specialist knowledge, it was hoped, would help find the missing writer.

It didn’t take long for the police to locate her car. It was found abandoned on a steep slope at Newlands Corner near Guildford. But there was no sign of Agatha Christie herself and nor was there any evidence that she’d been involved in an accident.

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For 11 days the country buzzed with conjecture about the disappearance. All the elements of a classic Christie story were there. The Silent Pool, a natural spring near the accident scene, for instance, was said to be the site of the death of a young girl and her brother and many thought the novelist had drowned herself there. Others suggested the incident was a publicity stunt, while, more chillingly, some clues seemed to point in the direction of murder at the hands of her unfaithful husband, Archie Christie, a former First World War fighter pilot.

Arthur Conan Doyle, a keen occultist, tried using paranormal powers to solve the mystery. He took one of Christie’s gloves to a celebrated medium in the hope that it would provide answers. It did not.

Dorothy Sayers visited the scene of the writer’s disappearance to search for possible clues. This proved no less futile.sayers

Not until 14 December, fully eleven days after she disappeared, was Agatha Christie finally located. Eventually, it was revealed that Christie had absconded to Harrowgate via train, where she spent eleven days hobnobbing with the young social crowd under the name of her husband’s mistress. Christie, upon being discovered, says she had no memory of the events.

Until now the two most popular theories offered for these strange events have been that either Christie was suffering from memory loss after a car crash, or that she had planned the whole thing to thwart her husband’s plans to spend a weekend with his mistress at a house close to where she abandoned her car.

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Sources

The Guardian

History Extra

 

Whatever happened to Lieutenant Ernest Cody and Ensign Charles Adams.

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Early on the morning of Sunday, August 16, 1942, a U.S. Navy blimp prepared to take off from Treasure Island in San Francisco Bay to search for enemy submarines. The United States had entered World War II only nine months earlier, but Japanese subs had sunk at least half a dozen Allied ships off the American West Coast. Japan’s frontline combat sub, I-17, had even shelled one of California’s largest oil drilling facilities in February 1942—the first time a country had attacked the U.S. mainland since the British shelled New Orleans in the War of 1812. As a result, L-8 carried two 325-pound Mark 17 depth bombs mounted on an external rack, a .30-caliber machine gun and 300 rounds of ammunition. The blimp’s mission: Locate and sink any Japanese subs its crew spotted off San Francisco.

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L-8’s two-man crew boarded the gondola shortly before takeoff. Lieutenant Ernest Dewitt Cody and Ensign Charles Ellis Adams were both Navy veterans, married and with exemplary service records.Adams was even being decorated by the German government for rescuing passengers from the infamous Hindenburg disaster.

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At 7:42 a.m. Cody radioed in to inform HQ that they were investigating “a suspicious oil slick,” which could be the sign of submarine lurking below the ocean’s surface. There would be no further communications from the aircraft.

But when L-8 still hadn’t responded by 8:50, two Vought OS2U Kingfisher floatplanes were sent to search for the blimp. Other aircraft in the area were also alerted to be on the lookout.

The next indication of L-8’s whereabouts came at 10:49, when a Pan American Clipper pilot reported seeing the blimp over the Golden Gate Bridge. He spotted nothing wrong with the ship, which appeared to be under control and heading back to base. At 11 one of the Kingfishers reported seeing L-8 three miles west of Salada Beach, rising through the overcast at 2,000 feet.

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A few minutes later the blimp began to descend, disappearing in the clouds. Nothing indicated that L-8 was not in controlled flight, but 2,000 feet was close to the blimp’s pressure height, the altitude where its valves would automatically open and vent helium, to prevent its gas cells from bursting. Normally, the crewmen would have avoided surpassing pressure height, but for some reason they had apparently ignored this restriction.

Sunday morning golfers at San Francisco’s exclusive Olympic Club stopped to watch the blimp limp by overhead. They probably didn’t realize that the remaining depth charge could only be detonated by water pressure, which is why they gave it a wide birth. One club member reported having seen a parachute descending from L-8 while the blimp was still offshore—and he wasn’t the only one to see something of the crew.

Seventeen-year-old C.E. Taylor told the San Francisco Call-Bulletin, “I put my binoculars on it and could see figures…inside the cabin.”

The blimp then drifted into the suburbs. By this time, thousands of people had gathered to watch the aircraft’s progress, which was only halted when it crashed into a utility pole.

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Luckily, no one was hurt in the crash, and the blimp managed to avoid starting a major fire when it collided with the electrical wires. Policemen and firefighters rushed to the scene, in hopes of aiding the crew, but when they had cut through the wreckage, the rescuers found their efforts had been in vain: Cody and Adams were nowhere to be found.

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How two naval officers vanished from one of the most heavily trafficked areas between San Francisco and the Farallon Islands while their blimp was being tracked by ships and planes, not to mention people on the ground, remains a mystery. Word soon surfaced that warm coffee and a half-eaten sandwich had been found in the control car, a rumor that later proved to be untrue. But a hat belonging to of the crewmen was discovered resting on the flight controls. And L-8’s radio was in perfect working order.

An inspection soon revealed that all three of L-8’s parachutes were still on board, along with its single life raft. Two of the blimp’s five smoke bombs were missing, but those were accounted for because the crew had used them to mark the oil slick. A briefcase containing classified material was found behind the pilot’s seat. L-8’s engines were in perfect working order. The ignition switches were on, and the blimp’s instruments and flight controls operated normally, with four hours of gas remaining in the fuel tanks. In other words, there was nothing whatsoever wrong with L-8 except that it lacked a crew.

Unofficial answers for the ghost blimp’s missing crew range from an enemy attack to alien abductions

An explanation that falls somewhere between aliens and abductions is that one of the men fell out of the blimp while it was investigating the oil slick and the other had leaped out in an attempted rescue, and himself drowned in the process. If the rescuer had hoped to quickly save his comrade, he wouldn’t have bothered to radio in or toss the confidential papers overboard..

The only hole in this theory is that the L-8 had an audience while it was circling the suspicious area. The crews of both the Daisy Gray, a fishing trawler, and the Albert Gallatin, a cargo ship, had observed the blimp as it flew low to investigate the oil slick and not a single sailor had noticed anything amiss.

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Whether it was aliens, Axis spies, or a simple accident, Cody and Adams were never heard from again. The ghost blimp, however, became one of the Goodyear blimps and toured around the nation during sporting events until 1982.

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Flight 19-The Lost squadron

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The Bermuda Triangle’s reputation as a boat and plane-devouring chasm was first sealed in December 1945, when a group of five U.S. Navy Avenger torpedo bombers known as “Flight 19” vanished in the Atlantic off the coast of Florida. No sign of the Avengers was ever found, and a Navy seaplane sent to rescue them also disappeared without a trace.

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At 2:10 p.m., five U.S. Navy Avenger torpedo-bombers comprising Flight 19 take off from the Ft. Lauderdale Naval Air Station in Florida on a routine three-hour training mission. Flight 19 was scheduled to take them due east for 120 miles, north for 73 miles, and then back over a final 120-mile leg that would return them to the naval base. They never returned.

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Flight 19 was a training flight with five TBM Avengers or Torpedo Bombers and was led by Commander Charles Taylor. Each was a 3-seater plane, very robust, safe and US Navy’s best bombing planes to destroy enemy submarines. It could carry up to 2,000 pounds of bombing ammunitions and had a range of 1,000 miles.

Other than Taylor, there were 13 others in the flight (in different planes) but were all trainees. Taylor was the only experienced pilot. On December 5, 1945 at 2:10 p.m., the five Avengers of Flight 19 took off one after the other from the Naval Air Station (NAS) of Fort Lauderdale at Florida for a routine training session. It was a clear day.

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At first, Flight 19’s hop proceeded just as smoothly as the previous 18 that day. Taylor and his pilots buzzed over Hens and Chickens Shoals around 2:30 p.m. and dropped their practice bombs without incident.
But shortly after the patrol turned north for the second leg of its journey, something very strange happened.
For reasons that are still unclear, Taylor became convinced that his Avenger’s compass was malfunctioning and that his planes had been flying in the wrong direction.
The troubles only mounted after a front blew in and brought rain, gusting winds and heavy cloud cover. Flight 19 became hopelessly disoriented. “I don’t know where we are,” one of the pilots said over the radio. “We must have got lost after that last turn.”

As the weather deteriorated, radio contact became intermittent, and it was believed that the five aircraft were actually by that time more than 200 nmi (230 mi; 370 km) out to sea east of the Florida peninsula. Taylor radioed “We’ll fly 270 degrees west until landfall or running out of gas” and requested a weather check at 17:24. By 17:50 several land-based radio stations had triangulated Flight 19’s position as being within a 100 nmi (120 mi; 190 km) radius of 29°N 79°W; Flight 19 was north of the Bahamas and well off the coast of central Florida, but nobody transmitted this information on an open, repetitive basis.

At 18:04, Taylor radioed to his flight “Holding 270, we didn’t fly far enough east, we may as well just turn around and fly east again”. By that time, the weather had deteriorated even more and the sun had since set. Around 18:20, Taylor’s last message was received. (It has also been reported that Taylor’s last message was received at 19:04.)He was heard saying “All planes close up tight … we’ll have to ditch unless landfall … when the first plane drops below 10 gallons, we all go down together.

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As it became obvious the flight was lost, air bases, aircraft, and merchant ships were alerted. A Consolidated PBY Catalina departed after 18:00 to search for Flight 19 and guide them back if they could be located. After dark, two Martin PBM Mariner flying boats originally scheduled for their own training flights were diverted to perform square pattern searches in the area west of 29°N 79°W. US Navy Squadron Training No. 49 PBM-5 BuNo 59225 took off at 19:27 from Naval Air Station Banana River (now Patrick Air Force Base), called in a routine radio message at 19:30 and was never heard from again.

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At 21.15, the tanker SS Gaines Mills reported it had observed flames from an apparent explosion leaping 100 ft (30 m) high and burning for 10 minutes, at position 28.59°N 80.25°W.

Captain Shonna Stanley reported unsuccessfully searching for survivors through a pool of oil and aviation gasoline. The escort carrier USS Solomons also reported losing radar contact with an aircraft at the same position and time.

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The disappearance of the 14 men of Flight 19 and the 13 men of the Mariner led to one of the largest air and seas searches to that date, and hundreds of ships and aircraft combed thousands of square miles of the Atlantic Ocean, the Gulf of Mexico, and remote locations within the interior of Florida.

No trace of the bodies or aircraft was ever found.

Although naval officials maintained that the remains of the six aircraft and 27 men were not found because stormy weather destroyed the evidence, the story of the “Lost Squadron” helped cement the legend of the Bermuda Triangle, an area of the Atlantic Ocean where ships and aircraft are said to disappear without a trace.

The Bermuda Triangle is said to stretch from the southern U.S. coast across to Bermuda and down to the Atlantic coast of Cuba and Santo Domingo.

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I am passionate about my site and I know you all like reading my blogs. I have been doing this at no cost and will continue to do so. All I ask is for a voluntary donation of $2, however if you are not in a position to do so I can fully understand, maybe next time then. Thank you. To donate click on the credit/debit card icon of the card you will use. If you want to donate more then $2 just add a higher number in the box left from the PayPal link. Many thanks.

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sources

http://www.ibiblio.org/hyperwar/USN/rep/Flight19/index.html

https://www.history.com/news/the-mysterious-disappearance-of-flight-19

https://www.history.com/news/the-mysterious-disappearance-of-flight-19

https://www.nasflmuseum.com/flight-19.html

Dancing Mania aka dancing plague, choreomania, St John’s Dance

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This may sound like a joke, but it was deadly serious.

Dancing mania (also known as dancing plague, choreomania, St John’s Dance and, historically, St. Vitus’s Dance) was a social phenomenon that occurred primarily in mainland Europe between the 14th and 17th centuries. It involved groups of people dancing erratically, sometimes thousands at a time. The mania affected men, women, and children who danced until they collapsed from exhaustion. One of the first major outbreaks was in Aachen, in the Holy Roman Empire, in 1374, and it quickly spread throughout Europe; one particularly notable outbreak occurred in Strasbourg in 1518, also in the Holy Roman Empire.

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The Strassbourg outbreak began in July 1518, when a woman, Mrs. Troffea, began to dance fervently in a street in Strasbourg. This lasted somewhere between four and six days. Within a week, 34 others had joined, and within a month, there were around 400 dancers, predominantly female. Some of these people eventually died from heart attacks, strokes, or exhaustion.One report indicates that for a period the plague killed around fifteen people per day.

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Affecting thousands of people across several centuries, dancing mania was not an isolated event, and was well documented in contemporary reports. It was nevertheless poorly understood, and remedies were based on guesswork. Generally, musicians accompanied dancers, to help ward off the mania, but this tactic sometimes backfired by encouraging more to join in. There is no consensus among modern-day scholars as to the cause of dancing mania.

The several theories proposed range from religious cults being behind the processions to people dancing to relieve themselves of stress and put the poverty of the period out of their minds. It is, however, thought to have been a mass psychogenic illness in which the occurrence of similar physical symptoms, with no known physical cause, affect a large group of people as a form of social influence.

Modern theories include food-poisoning caused by the toxic and psychoactive chemical products of ergot fungi, which grows commonly on grains in the wheat family (such as rye).

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Ergotamine is the main psychoactive product of ergot fungi, it is structurally related to the recreational drug lysergic acid diethylamide (LSD-25), and is the substance from which LSD-25 was originally synthesized. The same fungus has also been implicated in other major historical anomalies, including the Salem witch trials.

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D.B. Cooper-Probably the perfect crime

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One afternoon a day before Thanksgiving in 1971, a guy calling himself Dan Cooper (the media mistakenly called him D.B. Cooper) boarded Northwest Airlines flight #305 in Portland bound for Seattle.

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He was wearing a dark suit and a black tie and was described as a business-executive type. While in the air, he opened his brief case showing a bomb to the flight attendant and hijacked the plane. The plane landed in Seattle where he demanded 200K in cash, four parachutes and food for the crew before releasing all the passengers. With only three pilots and one flight attendant left on board, they took off from Seattle with the marked bills heading south while it was dark and lightly raining. In the 45 minutes after takeoff, Cooper sent the flight attendant to the cockpit while donning the parachute, tied the bank bag full of twenty dollar bills to himself, lowered the rear stairs and somewhere north of Portland jumped into the night. When the plane landed with the stairs down, they found the two remaining parachutes and on the seat Cooper w

On the afternoon of Thanksgiving eve, November 24, 1971, a man carrying a black attaché case approached the flight counter of Northwest Orient Airlines at Portland International Airport. He identified himself as “Dan Cooper” and purchased a one-way ticket on Flight 305, a 30-minute trip to Seattle.

Cooper boarded the aircraft, a Boeing 727-100 (FAA registration N467US), and took A seat In the rear of the passenger cabin. He lit a cigaretteand ordered a bourbon and soda. Eyewitnesses on board recalled a man in his mid-forties, between 5 feet 10 inches (1.78 m) and 6 feet 0 inches (1.83 m) tall. He wore a black lightweight raincoat, loafers, a dark suit, a neatly pressed white collared shirt, a black necktie, and a mother of pearl tie pin.

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Flight 305 was approximately one-third full when the aircraft took off on schedule at 2:50 pm, PST. Cooper handed a note to Florence Schaffner, the flight attendant situated nearest to him in a jump seat attached to the aft stair door. Schaffner, assuming the note contained a lonely businessman’s phone number, dropped it unopened into her purse. Cooper leaned toward her and whispered, “Miss, you’d better look at that note. I have a bomb.

The note was printed in neat, all-capital letters with a felt-tip pen. Its exact wording is unknown, because Cooper later reclaimed it, but Schaffner recalled that it indicated he had a bomb in his briefcase, and wanted her to sit with him.Schaffner did as requested, then quietly asked to see the bomb. Cooper cracked open his briefcase long enough for her to glimpse eight red cylinders (“four on top of four”) attached to wires coated with red insulation, and a large cylindrical battery.After closing the briefcase, he dictated his demands: $200,000 in “negotiable American currency”;four parachutes (two primary and two reserve); and a fuel truck standing by in Seattle to refuel the aircraft upon arrival.Schaffner conveyed Cooper’s instructions to the pilots in the cockpit: when she returned, he was wearing dark sunglasses.

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The pilot, William Scott, contacted Seattle-Tacoma Airport air traffic control, which in turn informed local and federal authorities.

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The 36 other passengers were told that their arrival in Seattle would be delayed because of a “minor mechanical difficulty”.Northwest Orient’s president, Donald Nyrop, authorized payment of the ransom and ordered all employees to cooperate fully with the hijacker. The aircraft circled Puget Sound for approximately two hours to allow Seattle police and the FBI time to assemble Cooper’s parachutes and ransom money, and to mobilize emergency personnel.

Schaffner recalled that Cooper appeared familiar with the local terrain; at one point he remarked, “Looks like Tacoma down there,” as the aircraft flew above it. He also correctly mentioned that McChord Air Force Base was only a 20-minute drive (at that time) from Seattle-Tacoma Airport. Schaffner described him as calm, polite, and well-spoken, not at all consistent with the stereotypes (enraged, hardened criminals or “take-me-to-Cuba” political dissidents) popularly associated with air piracy at the time. Tina Mucklow, another flight attendant, agreed. “He wasn’t nervous,” she told investigators. “He seemed rather nice. He was never cruel or nasty. He was thoughtful and calm all the time.” He ordered a second bourbon and water, paid his drink tab (and attempted to give Schaffner the change), and offered to request meals for the flight crew during the stop in Seattle.

FBI agents assembled the ransom money from several Seattle-area banks—10,000 unmarked 20-dollar bills, most with serial numbers beginning with the letter “L” indicating issuance by the Federal Reserve Bank of San Francisco, and most from the 1963A or 1969 series and made a microfilm photograph of each of them.Cooper rejected the military-issue parachutes offered by McChord AFB personnel, demanding instead civilian parachutes with manually operated ripcords. Seattle police obtained them from a local skydiving school.

At 5:24 pm Cooper was informed that his demands had been met, and at 5:39 pm the aircraft landed at Seattle-Tacoma Airport.

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Cooper instructed Scott to taxi the jet to an isolated, brightly lit section of the tarmac and extinguish lights in the cabin to deter police snipers. Northwest Orient’s Seattle operations manager, Al Lee, approached the aircraft in street clothes (to avoid the possibility that Cooper might mistake his airline uniform for that of a police officer) and delivered the cash-filled knapsack and parachutes to Mucklow via the aft stairs. Once the delivery was completed, Cooper permitted all passengers, Schaffner, and senior flight attendant Alice Hancock to leave the plane.

During refueling Cooper outlined his flight plan to the cockpit crew: a southeast course toward Mexico City at the minimum airspeed possible without stalling the aircraft—approximately 100 knots (190 km/h; 120 mph)—at a maximum 10,000 foot (3,000 m) altitude. He further specified that the landing gear remain deployed in the takeoff/landing position, the wing flaps be lowered 15 degrees, and the cabin remain unpressurized.Copilot William Rataczak informed Cooper that the aircraft’s range was limited to approximately 1,000 miles (1,600 km) under the specified flight configuration, which meant that a second refueling would be necessary before entering Mexico. Cooper and the crew discussed options and agreed on Reno, Nevada, as the refueling stop. Finally, Cooper directed that the plane take off with the rear exit door open and its staircase extended. Northwest’s home office objected, on grounds that it was unsafe to take off with the aft staircase deployed. Cooper countered that it was indeed safe, but he would not argue the point; he would lower it himself once they were airborne.

An FAA official requested a face-to-face meeting with Cooper aboard the aircraft, which was denied.The refueling process was delayed because of a vapor lock in the fuel tanker truck’s pumping mechanism,and Cooper became suspicious; but he allowed a replacement tanker truck to continue the refueling—and a third after the second ran dry.

At approximately 7:40 pm, the 727 took off with only Cooper, pilot Scott, flight attendant Mucklow, copilot Rataczak, and flight engineer H. E. Anderson aboard. Two F-106 fighter aircraft scrambled from nearby McChord Air Force Base followed behind the airliner, one above it and one below, out of Cooper’s view.

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A Lockheed T-33 trainer, diverted from an unrelated Air National Guard mission, also shadowed the 727 until it ran low on fuel and turned back near the Oregon–California state line.

After takeoff, Cooper told Mucklow to join the rest of the crew in the cockpit and remain there with the door closed. As she complied, Mucklow observed Cooper tying something around his waist. At approximately 8:00 pm a warning light flashed in the cockpit, indicating that the aft airstair apparatus had been activated. The crew’s offer of assistance via the aircraft’s intercom system was curtly refused. The crew soon noticed a subjective change of air pressure, indicating that the aft door was open.

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At approximately 8:13 pm the aircraft’s tail section sustained a sudden upward movement, significant enough to require trimming to bring the plane back to level flight. At approximately 10:15 pm Scott and Rataczak landed the 727, with the aft airstair still deployed, at Reno Airport. FBI agents, state troopers, sheriff’s deputies, and Reno police surrounded the jet, as it had not yet been determined with certainty that Cooper was no longer aboard; but an armed search quickly confirmed that he was gone.

After hijacking an aeroplane and extorting $200,000 from the FBI, DB Cooper coolly made his escape via parachute.

Many suspect he died on the descent. That theory was strengthened in 1980 when an 8-year-old boy stumble open three wads of rotting $20 bills with serial numbers matching the cash given to Cooper.

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However, his body was never found leading to countless theories about who he was and what might have happened.

In 2016, when the FBI closed the D.B. Cooper case, Mucklow says she felt sad. She wished they had found the hijacker and charged him. “He was a criminal,” she says, “Who was not only threatening my life, but the lives of all those innocent people on that flight.” At the same time, she understood the decision. “I recognize that it was probably the right thing to do given the amount of time [that has passed] and knowing all the needs of our world today.”

TINA

 

Today, Mucklow is 71 and recently retired, waiting for the Covid-19 pandemic to subside so she can resume volunteering at a soup kitchen, spend time with friends, and go out to eat.

 

 

sources

The Missing Piece of the D.B. Cooper Story

 

https://www.fbi.gov/history/famous-cases/db-cooper-hijacking

 

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