Norge Polar Flight 1926 & Richard Byrd In Ny-Ålesund Expedition A True Competition

A True Expeditions And Norge Polar Flight In 1926 And Richard Byrd's In Ny-Ålesund Expedition A True Competition For Both Men. Yes Byrd’s objective was to fly to the North Pole - which both Cook and Peary claimed to have reached first – while his expedition aimed to fly over the entire Arctic Ocean to look for any land that might be in the so-far uncharted area.

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In 1926 Roald Amundsen, Lincoln Ellsworth and Umberto Nobile flew with 13 others in the airship “Norge” from Ny-Ålesund at Svalbard over the North Pole to Teller in Alaska. With this “Amundsen-Ellsworth-Nobile Transpolar Flight” the Arctic Ocean was crossed for the first time.

Roald Amundsen wrote in his book about the Norge expedition that the plan to use an airship to fly over the Arctic Ocean was laid in Ny-Ålesund in May 1925 during the preparations for the flight with the N24 and N25.

Lincoln Ellsworth, Leif Dietrichson, Amundsen and Hjalmar Riiser-Larsen had discussed the advantages of airships compared to planes, for example that planes had to make an emergency landing if a serious fault occurred in an engine, while an airship could have an engine repaired in the air, or that an emergency landing by plane through thick fog was “certain death”. In addition, airships could carry a heavier load than planes and could stay in the air longer.

The Norge flight, also known as the Amundsen-Ellsworth-Nobile Transpolar Flight, was a historic airship expedition that took place in 1926. Led by Norwegian explorer Roald Amundsen, American adventurer Lincoln Ellsworth, and Italian airship designer Umberto Nobile, the team aimed to cross the Arctic Ocean from Ny-Ålesund, Svalbard, to Teller, Alaska.

Preparations
The airship, originally named N-1, was purchased by Ellsworth and renamed Norge (Norwegian for “Norway”). Nobile, its designer, modified the airship for arctic weather conditions, reducing its weight by over two tons. The gondola was shortened, and propeller reverse and radiators were eliminated.

Flight
On April 10, 1926, the Norge departed Ciampino airfield outside Rome, Italy, with a crew of 16, including 8 Norwegians, 6 Italians, 1 Swede, and 1 American. After a 17-hour flight, the airship arrived at Gatchina, near Leningrad (now St. Petersburg), USSR, on April 15. The team then continued their journey, crossing the Arctic Ocean and landing at Teller, Alaska, on May 14.

Significance
The Norge flight marked the first time an airship had crossed the Arctic Ocean, covering a distance of approximately 3,500 miles (5,633 km). This achievement demonstrated the feasibility of air travel in the harsh arctic environment and paved the way for future polar expeditions.

Legacy
The Norge airship was scrapped in Teller, Alaska, after the expedition. However, its legacy lives on, with the flight recognized as a significant milestone in the history of aviation and polar exploration. The expedition’s success was a testament to the collaboration and determination of its leaders, Amundsen, Ellsworth, and Nobile, who overcame numerous challenges to achieve their goal.

The airship is acquired
Riiser-Larsen had already taken a course in England for flying airships and he recommended the Italian airship N1, constructed by Umberto Nobile, as the best choice for the planned flight.

Lincoln Ellsworth contributed with 100 000 American dollars to the expedition. With Amundsen as expedition leader, Ellsworth as an important sponsor and Nobile as the airship’s constructor and pilot, the name for the planned flight became “The Amundsen-Ellsworth-Nobile Transpolar Flight”.

The Norwegian Aviation Society (Den norske Luftseiladsforening) was to be the formal owner of the airship and would cover all expenses over and above Ellsworth’s contributions. This included the cost of transporting materials to Ny-Ålesund and erecting the large hangar and the mooring mast.

Riiser-Larsen was sent to Rome in 1925 to discuss the purchase of the airship N1. The Italian government agreed to sell the airship to the expedition for 75 000 dollars and to buy it back again afterwards for 46 000, provided it was still in good condition. It was agreed that some modifications would be done before the transfer of ownership. The original gondola (cabin) was large and extravagant, with a pilot cabin, bedroom and lounge with armchairs. Before the flight over the Arctic Ocean as much weight as possible had to be saved and the replacement gondola was of a smaller and simpler sort.

The ownership transfer on 29 March 1926 took place in a large, formal ceremony in the huge hangar at Ciampino airfield outside Rome. Present were, amongst many others, Amundsen, Riiser-Larsen, the other Norwegian participants on the planned flight, Ellsworth, Rolf Thommesen from the Aviation Society, Nobile and his Italian crew, Johannes Irgens who was Norway’s ambassador in Rome and, not least, Benito Mussolini, Italy’s prime minister. It was unfortunate for the later cooperation between Nobile and Amundsen that Mussolini regarded the expedition as good publicity for his fascist state. During the ceremony the airship’s name was changed from N1 to Norge.

The Norge was 106 m long, 19 m wide and 24 m high. It was built of strengthened aluminium covered with a rubber material. Inside there was a balloon filled with 19 500 m3 of hydrogen, and under the gas balloon there was an open keel where the crew could walk from the gondola to the engines for maintenance. The gondola and the three engines were fixed at the sides and under the keel. The airship could manage a speed of 80 km/h.

Expeditions
The N24/N25 flight towards the North Pole (1925)
In 1925 Roald Amundsen attempted to fly to the North Pole with five others in two aircrafts, the N24 and the N25. They started from Ny-Ålesund, Svalbard, on 21 May 1925 and flew side by side to 87°43' N, where they landed on leads in the drift ice after more than eight hours in the air. N24 had been damaged on take-off and it was now obvious that the plane could not be flown again. The six men struggled for 3½ weeks to create a take-off strip on the drift ice. On 15 June Hjalmar Riiser-Larsen managed to get N25 into the air with all six men on board. They landed off the north coast of Svalbard and were able to hitch a ride back to Ny-Ålesund with a small ship which was in the area by chance. There were huge celebrations when the men returned to the capital.

Roald Amundsen gained early on an interest in flying. He was greatly interested in the very first flights with motorised aircraft that the Wright brothers carried out in the first years of the 1900s, and Louis Blériot’s flight in 1909 over the English Channel. All this inspired Amundsen to write that “And now – suddenly all in one go – it will all maybe be changed. Cold and darkness will be exchanged for light and warmth, the long, laborious wanderings for a quick flight. No rationing, no hunger or thirst – only a short flight. In truth – the possibilities are great”. Already while the Fram was in Colón in 1913 waiting to sail through the Panama Canal, he wrote to Christian Doxrud, who at that time was the captain on board, concerning the planned North Pole expedition: “The expedition will have two hydro-aeroplanes, and the Swedish aviator Cederstrøm will come along”.

In autumn 1913 Amundsen was in the USA on a lecture tour. He was given a plane ride in San Francisco by Norwegian-American Johnsen, and the experience gave him an even stronger belief in this transport method of the future. He even ordered two “Christofferson Flying Boats” while he was there, but it turned out to be too expensive to transport them to Norway and the order was cancelled.

Back in Norway again he flew several times from Kjeller, outside Oslo, with Norway’s first aviation pioneer Einar Sem-Jacobsen. Sem-Jacobsen had established the Norwegian Aviation Society (Norsk Luftseiladsforening) in 1909, and that same year he had suggested to Amundsen that he should use a kite to lift the ice pilot above the Fram so that he could look for leads in the ice during the drift over the Arctic Ocean. Amundsen took kites on board, but they were not used since the expedition went to the Antarctic instead.

Sem-Jacobsen naturally became the head of the technical division when the Army Flying Corps was established in 1913. Amundsen applied to the Ministry of Defence for permission to take flying lessons at the Army Flying School at Kjeller, and in March 1914 he took lessons with Sem-Jacobsen at Kjeller and Gardermoen. On 11 June 1914 Amundsen passed the flying test at Kjeller airfield, even though he crashed the Army’s Farman plane in the attempt. In September 1915 he was presented with civil flying certificate number 1 in Norway. With Sem-Jacobsen’s help he ordered his own Farman plane from France in 1914, but gave it to the military when the war broke out.

The first attempts at polar flying
When the Maud expedition in 1918-21 had still not managed to enter the current over the Arctic Ocean, Amundsen left the ship. The First World War had resulted in great technical advancements for aircraft and Amundsen was convinced that planes were the new means of carrying out exploration in the polar areas.

Early in 1922 he was in the USA where he decided to buy a Curtiss Oriole plane. Luckily in view of his negative economic situation he was given a plane by the Curtiss owner, Glenn H. Curtiss. The plane was named “Kristine” after Amundsen’s lady friend Kristine Elisabeth (Kiss) Bennet and it was taken on the Maud for the last part of the expedition 1922-25. With Odd Dahl as pilot and Wisting as observer two flights were made from the Maud in the drift ice, but the plane crashed on the second landing. These were the first flights from a ship.

In May 1922 Amundsen also bought in the USA a Junkers plane which could take longer flights than the Curtiss. Oscar Omdal was asked to fly the plane from New York to Seattle, but it crashed in Pennsylvania on the way. Nothing daunted, Amundsen bought a new one and had it delivered by train to Seattle. This plane was named “Elisabeth”, also after Kiss Bennett. Both planes were loaded on to the Maud and Amundsen, Omdal and the Junkers were put ashore by Wainwright on Alaska’s north coast. The plan was to fly from Wainwright to Svalbard. However, the plane crashed during the first test flight in 1923, and Amundsen’s economic situation became even worse.

Ellsworth steps in
In 1924 the economic situation was untenable. There was just no more capital to equip an aircraft expedition to make the first transpolar flight over the North Pole. The whole project was planned in order to ascertain whether or not there was land in the inner Arctic Ocean.

Amundsen was now convinced that flying boats (planes with a boat-shaped hull instead of an undercarriage) would be the best for flying to the North Pole. He ordered two Dornier Wal flying boats, but did not have the funds to pay for them. In September 1924 he contacted the Norwegian Aviation Society and its chairman Rolf Thommessen in order to suggest cooperation to finance the expedition. He returned to the USA to try to make some money lecturing about the Maud expedition, but did not feel the situation to be particularly uplifting. However, when it all seemed darkest, the great breakthrough came.

One evening at the hotel the telephone rang and a man presented himself as Lincoln Ellsworth. Ellsworth had his own dreams of polar expeditions and had trained as a surveyor and carried out physical training and natural history studies with that in mind. His father owned coal mines and was a millionaire, and Ellsworth offered Amundsen economic assistance in exchange for a place on Amundsen’s next expedition. His father had to be persuaded, but finally agreed to give the necessary funds for the purchase of the two German Dornier Wal machines, registered as N24 and N25. Together with the Aviation Society an administering company was formed with the name “Norsk Luftseiladsforening A/S for Amundsen-Ellsworths Polflyvning 1925” (The Norwegian Aviation Society Ltd for Amundsen-Ellsworth’s Polar Flight 1925).

To Ny-Ålesund
The two planes were tested from the factory at Pisa in Italy before they were dismantled and sent by ship to Ny-Ålesund, Svalbard. Hjalmar Riiser-Larsen and Leif Dietrichson were to fly the planes and Oscar Omdal and German Karl Feucht were engaged as mechanics. Ellsworth and Amundsen were to be the navigators.

Kings Bay (Ny-Ålesund) was an active coal-mining settlement at this time, and when Hobby arrived on 13 April with the two flying boats on board, there were plenty of hands to help with unloading and putting the planes together again. This time Amundsen had a photographer with him, Paul Berge, and two journalists, Fredrik Ramm and Wharton, and the expedition aroused great media interest now that journalists for the first time could follow on the spot an important part of an Amundsen expedition. Sail maker Martin Rønne, who had been on Amundsen’s last two expeditions, was also in place. While they were in Ny-Ålesund he sewed equipment for the flight, including shoes, trousers, tents and sail-cloth boats.

In addition to getting the equipment ready, the expedition also had to wait for the right weather conditions. In the course of the more than five weeks they were in Ny-Ålesund, Amundsen stayed in the house of the coal company’s director. This building was restored in 2010-11 back to its appearance in Amundsen’s time and it is today an important and significant cultural heritage monument in Ny-Ålesund.

The flight
The departure from Kings Bay finally took place on 21 May 1925. Originally the flying boats were supposed to take off from water, but they were heavily loaded over the stipulated maximum as it was necessary to include equipment for a possible return trek over the ice. So it was decided they would take off from the ice on the fjord, with Riiser-Larsen, Amundsen and Feucht in N25 and Omdal, Ellsworth and Dietrichson in N24.

At 5.10 pm they started up over the ice and soon they were on their way northwards together past the north coast of Spitsbergen. Below them was now only ice and leads. Amundsen remarked that “I have never seen anything more desolate and deserted. A bear from time to time I would have thought, which could break the monotony a little. But no – absolutely nothing living”.

Almost four weeks in the ice
After more than eight hours in the air Amundsen decided that they should land in suitable leads in the ice. Half the fuel was used up and they were not entirely sure of their position. It would be easier to fix the position once they had landed. On the way down one of N25’s engines began to play up, but the planes were landed safely at 87°43' N. They had, however, landed so far from each other that more than 24 hours passed before they glimpsed each other, and nearly five days before the three from N24 could reach the others. They could then report that part of the bottom of N24 had been damaged during take-off so that water had entered when they landed. It was obvious that N24 would not be taking off with them again and they had to rely on just one plane.

For 3½ weeks the six men lived squashed together in the N25, with minimum food rations while they worked as hard as they could with primitive tools to make a starting strip in the uneven drift ice. Several times the movement of the ice meant that they had to start again. They fetched fuel from the N24, and they emptied the N25 for absolutely everything regarded as unnecessary. Finally on 15 June they all crowded into the plane and crossed their fingers while Riiser-Larsen revved the engines, started down the minimal strip and only just managed to get the plane into the air. They had fuel for about eight hours flying. Eight hours later they landed safely off the coast of Nordaustlandet, Svalbard.

A triumphant return
It could have been another great challenge to trek overland to Ny-Ålesund. However, shortly after they had at last got firm ground under their feet, a small hunting ship appeared by chance. It was the Sjøliv of Balsfjord that thus gained the honour of transporting the men for the last stage back to their starting point. The N25 was moored in Brennevinsbukta on Nordaustlandet and was fetched on 20-21 June. The whole expedition, including the N25, was transported south to Horten by the Oslo Fjord by Kings Bay’s coal ship.

Roald Amundsen had not reached his goals this time either. He had not got to the North Pole, and neither had he carried out the transpolar flight. But the men had returned from the icy wastes and congratulatory telegrams flowed in from near and far. On 5 July the men flew N25 in to the capital and landed between rows of flag-flying boats. They were taken in triumph through Oslo’s streets to the palace, where there was a reception and dinner in their honour. There were said to have been 50 000 people gathered in the streets of Oslo to acclaim the returned heroes.

The fate of the N25
The N25 was anchored in Bunnefjorden, by Amundsen’s home outside Oslo. The Australian-British polar explorer Hubert Wilkins came to inspect it that autumn to see whether he would buy it for his planned flight over the Arctic Ocean from Alaska to Svalbard. However, nothing came of the sale.

In March 1927 the N25 was used to test a new route from Oslo to Harwich, via Kristiansand and Amsterdam. The plane was then sold to an Irish pilot, Frank Courtney, who wanted to use it on a flight over the Atlantic to New York and back to Europe. New Napier Lion motors were installed, but an engine fire meant that Courtney had to make an emergency landing 600 km before Newfoundland on 26 June 1928. Together with his crew he was rescued after 24 hours at sea by the S/S Minnewaska. The plane had to be left, but five days later it was hoisted on board the Italian cargo ship Valprato, which had also heard the SOS, and it was transported to Italy.

The plane was then sold to Germany and reregistered again. The new owner, Wolfgang von Gronau, used the plane for pilot training at his flying school DVS (Deutsche Verkehrsfliegerschule) on the island of Sylt in the Baltic. In 1930 he crossed the Atlantic with the flying boat and landed in New York on 26 August 1930 as the first plane from Europe. The flying boat was transported by ship back to Germany and used as a school plane until 1932, when it was transferred to the Deutsches Museum and flown to Munich. During a bombing raid against the city in 1944 the historic N25 was totally destroyed.

The flight to Svalbard
The flight to the North Pole and over the Arctic Ocean was to start from Ny-Ålesund in Svalbard as the N24 and N25 had done. However, first the Norge had to be flown there from Italy. This could not be accomplished non-stop, and it was therefore necessary to have mooring masts at strategic places on the way. There were few of these in Europe, but those that existed and were suitable were in Pulham by London and Gatchina outside Leningrad. As this was not enough, masts were erected at Ekeberg in Oslo and in Vadsø in northern Norway. The Ekeberg mast was taken down during the Second World War and a small memorial plaque marks the spot. The Vadsø mast still stands, as an historical monument.

In Ny-Ålesund during the winter 1925-26 a mooring mast and a large temporary hangar were erected. This was an enormous job, not least considering the dark, cold and snowy winter. The hangar measured 110 x 34 m and was 30 m high and covered an area of 3 500 m² (a little under 1 acre). 600 m² of wood and 50 tons of iron were transported up by ship before the winter ice stopped the sailing. Altogether about 200 m3 concrete was used for the foundations of the mast and the hangar. The hangar was covered with 10 000 m² of canvas. The mooring mast arrived from Italy on 9 March. It was 35 m high and weighed 14 tons. In March, 4 800 cylinders of hydrogen arrived in two ships.

Amundsen and Ellsworth also arrived in the second ship to organize the last preparations before the Norge arrived.

The mast in Ny-Ålesund is still standing, while the hangar collapsed in the early 1930s. The wood was used in the coal mines and other activities there. The foundation blocks can still be seen.

The flight from Ciampino went via Pulham, Oslo, Leningrad, Vadsø to Ny-Ålesund, which was an achievement in its own right. The Norge arrived in Ny-Ålesund on 7 May, piloted by Nobile and with, amongst others on board, Oscar Wisting, Oskar Omdal, Gennadij Olonkin and Riiser-Larsen from Amundsen’s previous expeditions.

His nephew Gustav S. Amundsen was also on board and he wrote the chapter in the book about the Norge expedition that covered the flight from Rome to Ny-Ålesund. Gustav was most disappointed when it was decided that there was not room for him to continue on with the flight over the Arctic Ocean.

Richard Byrd in Ny-Ålesund
On 29 April the American steamship Chantier arrived at Ny-Ålesund with Richard Byrd’s expedition which also planned to fly to the North Pole. Amundsen, however, emphasised that there was no question of a competition. Byrd’s objective was to fly to the North Pole - which both Cook and Peary claimed to have reached first – while his expedition aimed to fly over the entire Arctic Ocean to look for any land that might be in the so-far uncharted area. Byrd had a Fokker plane named Josephine Ford after the daughter of the expedition sponsor, Edsel Ford.

At 1.50 in the morning of 9 May Byrd left Ny-Ålesund for the North Pole together with Floyd Bennett. They apparently arrived there just after 9 am and were back in Ny-Ålesund at about 5 pm. This gave an average speed of c. 100 mph (160 km/h) for the1 500 mile flight (2 400 km).

Strong doubts have later been raised as to whether they in fact flew all the way to the Pole. It would thus seem as though the Norge expedition was the first to arrive at the Pole.

The Norge over the Arctic Ocean
The Norge started from Ny-Ålesund on 11 May at 9.55 am. There was limited space in the airship, but 16 men were on board.

They were over the North Pole at 1.25 am Greenwich time on 12 May. Amundsen and Wisting were thereby the first to reach both poles. The Norwegian, American and Italian flags were dropped on to the ice and the flight continued towards Alaska. This was now unknown territory and Amundsen sat at the front of the cabin to look for any land. Unfortunately they came into thick fog at 8.30 am which made it impossible to see down on either ice or land. The fog stuck to the airship as a layer of ice and lumps of ice were thrown from the propellers and into the balloon skin, with the resulting danger of puncture. Running repairs were made as far as possible from the keel space.

At 6.45 am (GMT) on 13 May they saw land below and passed a little later over Wainwright, which Amundsen and Omdal recognised from their stay there in 1922-23. They could even look down on the small house they had built and see the new inhabitants waving from the roof.

Even though they had managed the goal of the expedition, which was to fly over the entire Arctic Ocean and the North Pole, the expedition was not over before they had landed, and the most difficult part of the flight now began. A gale blew up and they were carried westwards over the Bering Strait. They were probably not far from Cape Serdze Kamen on the Siberian coast at 6 pm on 13 May. At 11 pm they were back off the Alaskan coast. The weather grew worse, with storm winds that caused sideways drift of the large airship. They passed Cape Prince of Wales at 3.30 am, being buffeted and driven backwards and forward by the strong wind.

On the ground in Alaska
Even though they did not know exactly where they were, they decided to land as soon as possible. They chose an ice-covered bay beside the small settlement of Teller, about 150 km northwest of Nome and landed without problems. They had been in the air for 72 hours and it was 14 May.

They were transported on to Nome where Amundsen did not feel that the reception was as hearty as it had been in 1906, when he had arrived in the Gjøaafter sailing through the Northwest Passage. Despite celebrations on the way back to Norway, the aftermath of the flight was not especially positive. Amundsen had not reckoned on the fact that the airship and Italian colonel Nobile would receive so much attention, and this caused dissension between the two. However, despite this, the expedition had been a success and the participants returned to their own countries as heroes.

The plan was now that the airship would be packed and returned to Italy, but this did not happen. Pieces of the balloon envelope have turned up in many places since. A chair and a fuel tank are in the Aviation Museum in Anchorage. Other parts have most likely been given new uses in various places.

The airship flight across the Arctic Ocean laid the foundation of what was to come. Riiser-Larsen wrote in his account: “And when that time comes that I can no longer be written to, people will not set off on voyages of discovery in the arctic regions any more. Then, air routes will follow the great circles, unaffected by the Arctic.”

The Airship 'Norge' - North Pole Flight, 1926 The Arctic had been the target of aerial exploration as early as 1897, but it was not until aviation technology had dramatically improved following World War I that flying started to be considered a credible way to explore the Poles. While the Antarctic attracted some aviators, the North Pole was the favoured region, being much closer to population centres and with somewhat less severe weather conditions.
One of the most air-minded of polar explorers was Roald Amundsen. In 1922, about to leave on an expedition to Wrangel Island, he purchased a Junkers monoplane which was then shipped to Seattle and loaded aboard his ship Maud. The Curtiss company then loaned him a small plane which was also taken on the expedition. The Curtiss only made two short flights before crashing - luckily, the pilot escaped. In May 1923, the Junkers was also damaged beyond repair, on its first test flight at Wainwright, Alaska. The aerial aspects of this expedition were not a complete failure, though - Amundsen had also arranged for aerial support when the expedition reached Svalbard, and several successful flights were made there.

On May 21st, 1925, Amundsen again headed north by air. This expedition, financed by Lincoln Ellsworth and his father, left Svalbard with a pair of large Dornier-Wal flying boats, each carrying three men. After eight hours of flying, a fuel tank in one of the planes sprung a leak, and the other plane was having some engine trouble, so a landing was made on the ice at 87° 43'N, 10° 21'W. Both planes were damaged in the landing, but one was able to be repaired. A runway had to be hacked out of the rough ice, though, and it took five attempts before Captain Hjalmar Rüser-Larsen of the Norwegian Navy was able to get the good plane off the ice with all six men. They were able to get back to Svalbard safely.

Rather than being disappointed by that failure to reach the North Pole, both Amundsen and Ellsworth were excited by the possibilities, and Ellsworth purchased an airship built by Italian designer General Umberto Nobile. A semi-rigid craft with a capacity of about 18,000,000 litres, the Norge was flown by Nobile on a circuitous route from Rome to Vadsö in northern Norway and then to Kongsfjorden (King's Bay) on Svalbard, where a mooring mast and other facilities for the expedition had been built. The postcard to the right shows her at the mast prior to the flight - click on the photo to enlarge it.

There were 16 men on board the Norge when she left Svalbard on May 11, 1926 - under the direction of Amundsen and Ellsworth, Nobile flew her and Rüser-Larsen was back as navigator (although a brilliant fixed-wing pilot, he had no airship experience). The other twelve men took care of the many details of airship operation.

The flight to the North Pole was remarkably uneventful other than losing radio contact after the antennae iced up, and on May 12, the Norwegian, Italian and American flags were dropped on the North Pole. Continuing on to Alaska, however, the weather deteriorated, and the airship's canvas covering was punctured by ice. Instead of landing at Nome as planned, Nobile set the Norge down at Teller, Alaska, on May 14. The flight had covered almost 5,500 kilometers, much of it over regions that had been white ("unexplored") on the maps of the day.

A deep animosity developed between Amundsen and Nobile following the flight, with Nobile feeling he should get more of the credit for the flight's success and Amundsen criticizing the construction of the Norge, which was disassembled after landing. However, when Nobile disappeared while returning from the North Pole in the airship Italia, Amundsen joined the search, during which he was killed when the plane he was in crashed, on June 18, 1928. Two weeks previously, Amundsen, Ellsworth and Nobile had all been awarded Congressional Gold Medals by the United States Congress to honour their achievement in 1926.

Although there were no special postage stamps issued to commemorate the flight by any of the three nations involved, a semi-official stamp had been issued by Italy on April 10, 1926. Seen above, it has a picture of the Norge superimposed on a map of the route from Rome to the North Pole, with the names Amundsen, Ellsworth and Nobile and the title "Volo Tranpolare - 1926 / Posta Aerea". Click on the stamp to enlarge it. For philatelists, there were cards carried on the flight that appear occasionally in auctions now (an example is shown below), and a commemorative cancellation was used in Longyearbyen on May 12, 2001 (seen at the bottom).

https://explorenorth.com/library/aviation/bl-norge1926.htm

The postcard below was carried on the polar flight of the Norge - it is signed by Rüser-Larsen and is stamped in German: "Luftpost med 'Norge' Svalbard - Nordpolen - Alaska" Dated 11-14-1926.

Rare And Top Secrets Real Video From M.I.R. Space Station of the North Pole Septentrionalium Terrarum descriptio - Magnetic Stone The Rupes Nigra ("Black Rock") 1595 First Edition Mercator Map of the Arctic (1st Map of the North Pole) Hello my friends.

Magnetic Stone Rupes Nigra Huge Magnetic Rock 180km In Diameter At North Pole - https://rumble.com/v3e220t-magnetic-stone-rupes-nigra-huge-magnetic-rock-180km-in-diameter-at-north-po.html

thanks for writing us... Magnetic Stone The Rupes Nigra ("Black Rock") at the north pole and 33 miles around and 8 mile high and is above the clouds... you are not post to see it. the us government will stop from going to the north pole at all to see it. this is a video from Mir a Russian space station... thanks

A glance at the North Pole and its mythology, from whirlpools and giants to the indrawing sea and the Rupes Nigra.

https://www.arcus-atlantis.org.uk/horizons/magnetic-north.html

HYPERBOREA was a fabulous realm of eternal spring located in the far north beyond the home of the north wind. Its people were a blessed, long-lived race untouched by war, hard toil and the ravages of old age and disease.

https://rumble.com/playlists/VWrYI5hUUF4 - All Our Antarctic Video's Reveals Real Secrets Hidden in Antarctica. Sorry Antarctica We're Closed Our Hidden Flat Earth This Area Admiral Byrd: “An Area As Big As The United States on the Other Side of the South Pole.

Nevertheless, Hurley’s photographs remain an important historical record of the Australasian Antarctic Expedition and its achievements.

https://www.coolantarctica.com/Antarctica%20fact%20file/History/best-historic-pictures.php

On March 29th, 1902, Erich von Drygalski made history by becoming the first person to fly over Antarctica. He accomplished this feat using a hydrogen-filled reconnaissance balloon, reaching an altitude of 490m (1600 feet). This pioneering achievement marked a significant milestone in Antarctic exploration.

The Royal Geographical Society awarded Drygalsky with the Patron’s medal. Erich von Drygalsky died 1949 in Munich.

https://longnow.org/ideas/the-truth-about-antarctica/

The German National Antarctic Expedition 1901-1903 The Germans in Antarctica. This was the first German Antarctic expedition and is also known as the Gauss expedition (after their ship the ‘Gauss’).

Why Huge Magnetic Rock North Pole Magnetic Stone An Arctic Timeline 1496-1962

https://rumble.com/v3e30gf-why-huge-magnetic-rock-north-pole-magnetic-stone-an-arctic-timeline-1496-19.html

Why Huge Magnetic Rock North Pole Septentrionalium Terrarum descriptio - Magnetic Stone The Rupes Nigra ("Black Rock") 1595 First Edition Mercator Map of the Arctic (1st Map of the North Pole) Hello my friends.

The 19,000 cubic meter N-1 was the first airship entirely designed by Umberto Nobile, who initially referred to it as the N 19,000 but soon switched to N-1 (for Nobile 1). Nobile followed the Italian semi-rigid formula, introducing a new cleaner cruciform empennage.

The envelope included 10 gas compartments and there was accommodation for 15 crew, 15 passengers and a cabin attendant. Power was provided by three 245 HP Maybach IV-1 engines. Construction was authorized on 13 April 1923, by when the Stabilimento Costruzioni Aeronautiche (Aeronautical Manufacturing Plant, SCA, which Nobile headed since 1919) had already built the gondola and other parts. The first flight was made on 1 March 1924.

In May 1925 the N-1 flew from Rome to Barcelona, from where it proceeded to Toulouse before returning to Italy. The long and successful flight brought the N-1 to the attention of the Norwegian explorer Roald Amundsen, whose attempt to reach the North Pole with the American magnate Lincoln Ellsworth in Dornier Wal flying boats had just failed. In October 1925, the Royal Aero Club of Norway reached an agreement with the Italian Air Ministry to acquire N-1 (which it christened Norge) for a new Ellsworth-Amundsen Polar flight.

The contract also provided for the services of Nobile and his flight crew. Nobile lightened the N-1 by over two tons, mainly by considerably shortening the gondola, eliminating propeller reverse and, taking advantage of the low operating temperatures, eliminating the radiators.

The airship was reflown on 5 January 1926 under the Italian registration I-SAAN. On 10 April 1926 the Norge departed Ciampino with a crew of 16 (8 Norwegians, 6 Italians, 1 Swede and one American), reaching Gatchina in the USSR on the 15th. After a twenty-day layover, on 5 May Norge left for Vadsø, in Norway (which it reached on 6 May) and Ny-Ålesund, in the Svalbard archipelago (7 May). From here it took off on 11 May, overflying the Pole at 01.30 GMT on 12 May eventually landing at Teller, Alaska, at 07.45 GMT.

The meticulously kept navigation logs confirmed beyond all doubt that the expedition had indeed reached the Pole. The transpolar flight marked the end of the N-1. Nobile, Ellsworth and Amundsen clashed over who should be credited for the success. The airship was scrapped in Teller, with only the gondola, engines and elements of the keel returning to Italy.
Beyond The Ice Wall Of Antarctica... Revealed Real True Secrets Hidden In Antarctica - https://rumble.com/v57prrl-beyond-the-ice-wall-of-antarctica...-revealed-real-true-secrets-hidden-in-a.html
All Our Antarctic Video's Reveals Real Secrets Hidden In Antarctica And The Bible. Sorry Antarctica We're Closed Our Hidden Flat Earth. This Area Admiral Byrd: “An Area As Big As The United States on the Other Side of the South Pole.

Below Is Part Two Of The Text From The Video Above... Thank You.

1848-51: Lt. W.J.S. Pullen commanding the expedition vessel HMS HERALD, together with the PLOVER and NANCY, reach Bering Strait. From here, he commands 5 small boats in an effort to go east, exploring the Arctic coastline to the Mackenzie Delta.

1850-55: Upon Ross's return from the Arctic in 1849, ENTERPRISE and INVESTIGATOR are overhauled and re-commissioned with Captain Richard Collinson commanding ENTERPRISE and Robert McClure, Collinson's junior officer, commanding INVESTIGATOR. Captain Kellett, in the PLOVER, is to accompany them as far as the Bering Strait. The ships become separated on the long voyage around Cape Horn into the western Pacific. McClure and INVESTIGATOR arrive first, but Collinson and ENTERPRISE arrive too late in the season to follow McClure into the strait. McClure enters the passage from the west, exploring the coastline and Banks Island. Trapped in the ice, they are forced to abandon ship at Mercy Bay on the north end of Banks Island. They would be rescued by Edward Belcher (see below) in 1853. By walking over the ice to Beechey Island, they technically become the first to complete the Northwest Passage. Meanwhile, after wintering in Hong Kong, Collinson joins the search. They explore along the coastline past the Mackenzie Delta, then turn north and explore the vicinity of Banks Island. The ENTERPRISE enters Prince of Wales Strait, which lies between Banks Island and Victoria Island, and at the Princess Royal Islands they discover that McClure had already been there. They proceed south and explore along the southern coastline of Victoria Island as far as Cambridge Bay, near King William Island, after which they retrace their course to England.

IN 1850, ELEVEN SHIPS STRIKE OUT FOR LANCASTER SOUND AND THE EASTERN ARCTIC IN THE SEARCH FOR FRANKLIN:

1850-55: Ten vessels strike out for Lancaster Sound and the eastern Arctic in search of the Franklin Expedition. They all aimed to explore Wellington Channel, the northward-leading waterway between Cornwallis and Devon Islands. Captain Horatio T. Austin is in charge of an official four-ship Admiralty dispatch. The four vessels, RESOLUTE, ASSISTANCE, PIONEER and INTREPID, are later joined by six others: William Penny, a famous whaling captain, commands the LADY FRANKLIN and SOPHIA; the Hudson's Bay Company outfits the schooner FELIX and its supply ship NORTH STAR for Sir John Ross to command; American shipping magnate Henry Grinnell purchases ADVANCE and RESCUE, turns them over to the US Government who in turn places them under the command of Lieutenant Edwin De Haven. De Haven's chief medical officer is a sickly 29 year-old, Elisha Kent Kane, who would become the best known explorer of his time. The ten vessels were soon assembled at the vicinity of Beechey Island. Traces of white men wintering were everywhere, but no written records were discovered. The proof they were looking for eventually turned up when they discovered graves with inscriptions of three men from EREBUS and TERROR who had died that first winter.

1850: An eleventh ship, commanded by Charles Codrington Forsyth, leads a search for Franklin to the eastern Arctic. Privately funded by Lady Franklin, Forsyth commands Lady Franklin's own ship, PRINCE ALBERT, with instructions to head southward along the Prince Regent Inlet between Somerset and Baffin Islands. Unlike the Admiralty, Lady Franklin sensed that the solution to the whereabouts of her husband lay to the south of Lancaster Sound.

1851-52: William Kennedy, accompanied by Joseph-René Bellot, leads another search for Franklin. Lady Franklin privately funds the expedition.

1852-54: Sir Edward Belcher, a native of Nova Scotia and veteran of the War of 1812, leads a five-ship Admiralty expedition in search of Franklin, Collinson and McClure. Four ships would search in a two-pronged attack: ASSISTANCE and PIONEER were to search the Wellington Channel for traces of Franklin while RESOLUTE and INTREPID were to deposit supplies of provisions, fuel and clothing on Melville Island for Collinson and McClure. The store's ship, NORTH STAR, would remain at Beechey Island. Robert McClure is rescued at Mercy Bay, Banks Island, after having become separated from Collinson in ENTERPRISE in 1850.

1852: Edward A. Inglefield explores Smith and Jones Sounds. He returns to England with the false story that Greenland Eskimos had murdered Franklin.

1853-55: Elisha Kent Kane leads a second American expedition in search of Franklin. This would be a private venture funded once again by Henry Grinnell. The US Navy would supply the crew. The vessel used, ADVANCE, was from a previous expedition. The ship's doctor, a 21 year-old medical student, is Isaac Hayes.

1853-54: Dr. John Rae, sent by the Hudson's Bay Company to complete a coastal survey in the area of King William Land and Boothia, discovers relics of the Franklin Expedition in possession of the Eskimos. British authorities present him with the £10,000 reward for establishing the fate of the expedition.

1857-59: Lady Franklin finances another expedition in search of her husband. Francis Leopold M'Clintock commands Lady Franklin's yacht, the FOX, to Peel Sound, Prince Regent Inlet, Bellot Strait, King William Island and Montreal Island. Discoveries are made which confirm Dr. Rae's report of the fate of the expedition.

1860-61: Isaac Hayes, a despised rival of Charles Hall, leads an American expedition aboard the UNITED STATES in search of the legendary Open Polar Sea. He achieves nothing as his calculations were so inaccurate that they were never taken seriously. It was a painful journey, but the Open Polar Sea proved to be a myth.

1860-62: American Charles Francis Hall makes his first journey to the Arctic in a search for any survivors from the Franklin Expedition. He discovers relics from Frobisher, dating to 1576-77.

1864-69: Charles Hall makes his second journey to the Arctic. He lives and travels with the Eskimos by sledge across Rae Isthmus to King William Island where he finds artifacts from the Franklin Expedition.

1871-73: Charles Hall's third voyage to the Arctic, in search of the North Pole aboard POLARIS. Hall would die under mysterious circumstances in November 1871. On the return voyage, half the crew of the POLARIS are stranded on the ice in a storm and drift for six months before being rescued by whalers.

1875-76: The British Navy appoints George Nares to lead their last attempt at Arctic exploration. Nares's first mate, Albert Hastings Markham, is a distant cousin of Sir Clements Markham. Lt. Aldrich sets a new record by passing Edward Parry's 1827 Farthest North.

1875: A young Austrian scientist and naval lieutenant, Karl Weyprecht, discovers Franz Josef Land.

1878-80: Lt. Frederick Schwatka of the US Army, accompanied by Col. W H Gilder, Harry Klutschak and Frank Melms, sail on a whaling vessel to Chesterfield Inlet, northwest Hudson Bay, in 1878. They winter among the native people and then set off on an overland crossing for King William Island in April 1879. They discover a route to the island via the Lorillard and Hayes rivers, arriving at King William Island on June 5, 1879. Relics and skeletons from the Franklin Expedition are found. Eskimo reports lead them to believe that Todd Island, rather than Montreal Island, was where a number of the last survivors died. Others reached the mainland, to the west of Richardson Point, where a box of records in a boat appeared to have been opened and dispersed by the Eskimos.

1879-82: Lt. George Washington De Long, of the US Navy, is in command of the Jeannette Expedition. The ill-fated expedition searches for the North Pole from Siberia. The vessel foundered off the coast of Siberia, never to be heard from again. Pieces of the JEANNETTE began showing up on the coast of Greenland in 1884.

1882-83: The first International Polar Year is established. Eleven nations pledge to establish fifteen new observation stations in the Arctic and Antarctic.

1881-84: Adolphus Greely leads an American expedition into the Arctic. The Greely Expedition (a.k.a. the Lady Franklin Bay Expedition) would be the American's contribution to the International Polar Year. This would be the remotest of all stations, situated at Lady Franklin Bay on Ellesmere Island, where George Nares's second ship, DISCOVERY, had wintered in 1875-76. Twenty-four men and two Eskimos, all under command of the US Army, would carry out scientific observations. Karl Weyprecht would participate as chief scientist. A task of the expedition would be to try and reach the Pole, or at least surpass the British record, and plant the US flag on a new Farthest North. The expedition was a disaster unlike anything seen since the loss of John Franklin and his men.

1886: Robert Peary attempts to cross Greenland but fails.

1888: Fridtjof Nansen successfully completes the first Greenland crossing.

1891-92: Peary's first expedition to Greenland.

1893-95: Peary's second expedition to Greenland.

1893-95: A new Farthest North is established when Fridtjof Nansen and Otto Sverdrup, in the FRAM, drift across the Arctic Ocean.

1897: Salomon Andrée, aboard the balloon EAGLE, attempts to reach the North Pole. His two companions are 25 year-old Nils Strindberg and 27 year-old Knut Frænkel. They depart on July 11 and for the next three days they struggle to keep the balloon aloft. On the morning of July 14, "the balloon rose to a great height but we opened both valves and were down again ... We jumped out of the balloon." The men were now faced with the task of walking back to land. On October 1, "We heard a thunderous crash and water streamed into the hut and when [we] ... rushed out we found that our large floe had been splintered into a number of little floes and that one fissure had divided the floe just outside the wall of the hut." Four days later they took refuge on White Island, off the northeast coast of Spitzbergen. Twelve days after that, entries in their diaries cease. Their bodies would not be discovered until Dr. Gunnar Horn, in 1930, unexpectedly came upon their camp. The ice had preserved their bodies in a extraordinary manner.

1898-1902: Peary's third expedition to the Arctic. His plans to reach the North Pole end in failure.

1899-1900: The Duke of Abruzzi leads an expedition to reach the North Pole via Franz Josef Land. A new Farthest North is established by Lt. Cagni.

1901-02: The first Ziegler Expedition, led by Evelyn Baldwin. The expedition attempts to reach the North Pole via Norway but ends in failure.

1903-05: The second Ziegler Expedition is commanded by Anthony Fiala. The expedition embarks from Trondheim, Norway but ends in disaster with the loss of their ship AMERICA.

1903-05: Roald Amundsen successfully completes the first navigation of the Northwest Passage aboard GJØA.

1905-06: Peary's fourth attempt to reach the North Pole. His attempt only succeeds in establishing a new Farthest North.

1907-09: Frederick Cook's expedition to reach the North Pole. Cook makes a claim of having reached the Pole in April, 1908.

1908-09: Peary's fifth and final attempt to reach the North Pole. Peary's vessel, the ROOSEVELT, sets a record latitude for a ship under its own steam (82° 30' N). In March 1909, after wintering over at Cape Columbia, Peary returns to cable news from Indian Harbour, Labrador, that he had reached the Pole. The claim came just days after Frederick Cook made his claim of having reached the Pole a year earlier.

1918-24: Following Roald Amundsen's attainment of the South Pole in 1913, Amundsen planned an eight year polar drift through the Arctic. Amundsen returned to Norway from the Antarctic aboard FRAM whereupon he became successful in war construction. He then turned to the Arctic with a new boat, the MAUD, in 1918 to set out on his original polar drift plan. Amundsen designed the MAUD to resist the ice and drift over the Pole. It became locked in the ice from 1918 to 1924 without achieving its objective.

1925: The Amundsen-Ellsworth North Polar Flight. Roald Amundsen and his men take off in two Dornier-Wals seaplanes (N-24 and N-25) from Spitzbergen on May 25, planning to explore the area between Spitzbergen and the Pole for the first time. Their plan was to leave one of the planes at the Pole and fly on to Alaska. After eight hours of flying, they ran short of fuel and had to land on an ice floe, 136 nautical miles short of the Pole. After compacting snow and ice to form a runway, one of the planes manages to take off on June 15 but had to be aborted at sea near North Cape, Spitzbergen. The crew was rescued by a sailing ship.

1926: On May 8, Floyd Bennet and Richard Byrd ostensibly fly to the North Pole, being the first to do so. However, it was later determined to be an impossible task in the unpressurized Fokker tri-motor. Despite the controversy, Byrd received a ticker-tape parade when he returned to New York and also received the Congressional Medal of Honor. In 1979, Finn Ronne, one of Byrd's polar companions in the Antarctic, revealed that Byrd himself admitted to coming no closer than 150 miles of the Pole.

1926: On May 11, the dirigible NORGE, commanded by Umberto Nobile, embarks from Kings Harbour, Spitzbergen, on a flight for the Pole. This Amundsen-Ellsworth North Polar flight reaches the Pole in the early hours of May 12, Ellsworth's birthday. They fly on and land in Alaska at 8:30 p.m. local time on May 13 (May 14, 7:30 a.m. GMT). The quest for the North Pole has been accomplished.

1928: Umberto Nobile leads an all-Italian expedition to the North Pole aboard the dirigible ITALIA. On May 22 the flight to the Pole is made in record time. On the return flight, the ship had become heavily weighted with ice. The sun became clouded over, forcing them to fly low through the fog to determine their position. On May 25, they were flying low with a "bit of a list to bow" and falling rapidly when suddenly the airship crashed. Part of the pilot's cabin was ripped away, scattering men and equipment over the ice. Six men were carried away with the gondola, which was still attached to the gasbag, and were never heard from again. During the resulting search and rescue, Roald Amundsen and four companions are killed in a plane crash.

1928: George Hubert Wilkins, with famous Alaskan pilot Carl Ben Eielson, flies across the Polar Sea from Point Barrow, Alaska to Spitzbergen in 21 1/2 hours.

1932: On August 10, Hubert Wilkins leaves Norway for Spitzbergen waters in an attempt to cross the Arctic Ocean by submarine. The submarine, NAUTILUS, is a decrepit American vessel built in 1916-18 and chartered by the expedition for one dollar. They suffer a series of mechanical failures but were able to make a few short dives. The attempted voyage under the ice to the Pole ended in complete failure.

1958: The world's first nuclear powered submarine, USS NAUTILUS, becomes the first submarine to reach the North Pole. At 11:15 p.m. on August 3, USS NAUTILUS' second Commanding Officer, Commander William R. Anderson, USN, announced to his crew "For the world, Our Country, and the Navy - the North Pole."

1960: First transit of the Northwest Passage by submarine (USS SEADRAGON).

1962: First submerged transit of the Northwest Passage (eastward) by submarine (USS SKATE).

So NASA Decades Old Moon Landing Hoax Is When Neil Armstrong and Buzz Aldrin took their first steps on the moon in July 1969, the world was suddenly split into two categories – those who believe the Apollo 11 landings, and those who don’t. We’ll investigate both sides of this debate – in fact 52% of the British public still believe the landings were an elaborate hoax designed to trump Russia in the space race!

In this show we’ll search for a definitive answer by recreating the moon landing for ourselves, testing the various competing theories against each other. Featuring interviews with leading experts, conspiracy theorists, archive material and highly detailed reconstructions of the landing, we put this debate to bed once and for all.

NASA faked the historic Apollo 11 Moon landing footage with the help of Hollywood veteran director Stanley Kubrick, book author and filmmaker Jay Weidner has shockingly claimed. When NASA astronauts Neil Armstrong and Buzz Aldrin landed on the Moon on April 20, 1969, more than 500 million watched around the globe with bated breath. But the monumental moment in the history of mankind is often overshadowed by conspiracy theories claiming the Moon landing was faked. As the 50th anniversary of the Moon landing approaches, the number of conspiracist questioning NASA’s official version of events is on the rise. Mr Weidner, who directed the documentary Kubrick's Odyssey, has astonishingly claimed footage of the Apollo 11 landing was directed by Mr Kubrick. However, even more surprisingly, the filmmaker said NASA did go to the Moon – but the footage broadcast around the world was a hoax.

Stanley Kubrick Fake Apollo 11 Moon Landing Was A Hoax By The U.S.A. Government - https://rumble.com/v2s6afk-stanley-kubrick-fake-apollo-11-moon-landing-was-a-hoax-by-the-u.s.a.-govern.html

NASA faked the historic Apollo 11 Moon landing footage with the help of Hollywood veteran director Stanley Kubrick, book author and filmmaker Jay Weidner has shockingly claimed.

Flat Earth Trilogy True World & Learning Curve And Epic Deception Complete Video - https://rumble.com/v4c13d8-flat-earth-trilogy-true-world-and-learning-curve-and-epic-deception-complet.html

Flat Earth Trilogy So I'm Not Saying The Earth Is Flat Or Anything... But This Is Very Interesting Evidence and I learned a lot, just like I learned a lot with the heliocentric model and the view of the solar system. Both models are useful for purposes of history and knowledge. Biblical Flat Earth Exposing a World of Lies, Everything you know is Wrong.

“I think that physicists need to be more involved,” he says. “There’s really no excuse for us to just sit back and laugh at them. Because while we’re laughing, they are recruiting people to believe these crazy things.”

If a scientific conspiracy theory is funny, that doesn’t mean it’s a joke at all.

In astronomy, the perception that Earth is flat leads to the deduction that it must actually be flat; the antimoon, NASA conspiracy and all the rest are just rationalizations for how that might work in practice.

Those details make the flat-earthers' theory so elaborately absurd it sounds like a joke, but many of its supporters genuinely consider it a more plausible model of astronomy than the one found in textbooks. In short, they aren't kidding.

For the flat-earther convinced that all these countries put aside their political tensions in order to maintain the fiction of a spherical Earth, there are also ways to check on the planet's shape with one's own eyes. One of the simplest is to go to a harbor and watch the ships depart. As a ship disappears over the horizon, the bottom of the ship will go first, followed gradually by the mast. But if you zoom in with a 100 time zoom or a high power telescope you will see the whole ship again 20 to 30 miles away from you still in the photo... so yes the earth is flat.

NASA Admits Apollo 11 Moon Landing is a Hoax After Mentions Space Is Not Real - https://rumble.com/v3depjq-nasa-admits-apollo-11-moon-landing-is-a-hoax-after-mentions-space-is-not-re.html

NASA Admits Apollo 11 Moon Landing is a Hoax in 1976 this was the fifth crewed mission of NASA's Apollo program. All files and computer tapes are now missing and launched by a Saturn V rocket from Kennedy Space Center on Merritt Island, Florida, on July 16, 1969. The Apollo spacecraft had three parts: a command module with a cabin for the three astronauts, a service module that supported the command module with propulsion, electrical power, oxygen, and water, and a lunar module that had two stages a descent stage for landing on the Moon and an ascent stage to place the astronauts back into lunar orbit. Commander Neil Armstrong and lunar module pilot Buzz Aldrin landed the Apollo Lunar Module Eagle on July 20, 1969, at 20:17 UTC, and Armstrong became the first person to step onto the Moon's surface six hours and 39 minutes later, on July 21 at 02:56 UTC. All three astronauts spent 8 days, 3 hours, 18 minutes, and 35 seconds in space and traveled a total of 953,054 miles.

NASA Admits Rocket Launch Satellite Are Really Balloon Hoax Chinese Spy Balloon - https://rumble.com/v3dgrpn-nasa-admits-rocket-launch-satellite-are-really-balloon-hoax-chinese-spy-bal.html

NASA Admits Rocket Launch Satellite Are Really Balloon Hoax And Do you have a hard time convincing your friends and loved ones that NASA is fake? So do we, so we've put together this video which contains the best proofs on the internet that NASA is taking our money and used to deceive the world about what the world is. Share this video to wake everyone up to the greatest deception of our time!

NASA Admits Fake International Space Station A Global World Wide Satellite Hoax - https://rumble.com/v3dm5uj-nasa-admits-fake-international-space-station-a-global-world-wide-satellite-.html

NASA Admits Its All Fake National Aeronautics and Space Administration On July 29, 1958, President Dwight D. Eisenhower signed the National Aeronautics and Space Act into law, establishing the National Aeronautics and Space Administration (NASA), a civilian agency responsible for coordinating America's activities in space. The agency absorbed the earlier National Advisory Committee for Aeronautics (NACA), which was a U.S. federal agency founded on March 3, 1915, to undertake, promote, and institutionalize aeronautical research. NASA has since sponsored space expeditions, both human and mechanical, that have yielded vital information about the solar system and universe. During the 1960s, NASA started its space science and interplanetary probe program, with the Mariner program being its flagship program, launching probes to Venus, Mars, and Mercury in the 1960s. The Jet Propulsion Laboratory was the lead NASA center for robotic interplanetary exploration, making significant discoveries about the inner planets.

NASA Admits Faking Space Part 1 The Space Program Is Faked Yes It's A Conspiracy - https://rumble.com/v3dqlbc-nasa-admits-faking-space-part-1-the-space-program-is-faked-yes-its-a-conspi.html

NASA Admits Faking Space Part 1 The Space Program and shows provable deception in the space program. NASA is a corrupt government organization. It gets worse. NASA was started to create the illusion of going into so-called (non-existent) "outer space". The truth is that no one or nothing has ever been to the fantasy known as "outer space".

NASA has successfully launched 166 crewed flights, but three have ended in failure, causing the deaths of seventeen crew members in total: Apollo 1, STS-51-L (the Challenger disaster) killed seven crew members in 1986, and STS-107 (the Columbia disaster) killed seven more in 2003. The accomplishments of Apollo are among humankind's greatest, with six missions landing men on the moon between 1969 and 1972, the only time humans have ventured onto another celestial body. However, the program was marred by NASA's first tragedy on the ground (Apollo 1) and a near tragedy in space (Apollo 13).

NASA Admits Faking Space Part 2 Bonus Proof Stephen Hawking Is A Fraud Conspiracy - https://rumble.com/v3dssxw-nasa-admits-faking-space-part-2-bonus-proof-stephen-hawking-is-a-fraud-cons.html

NASA Admits Faking Space Part 2 The Space Program and shows provable deception in the space program. NASA is a corrupt government organization. It gets worse. NASA was started to create the illusion of going into so-called (non-existent) "outer space". The truth is that no one or nothing has ever been to the fantasy known as "outer space".

NASA Admits To Best Fails And NASA Fraud Compilation Unrefuted Proof Of Wires - https://rumble.com/v3dxnnb-nasa-admits-to-best-fails-and-nasa-fraud-compilation-unrefuted-proof-of-wir.html

There's a lot more proof of deception out there, but I wanted to compile the most obvious ones and keep them in one place. I'm discovering that a lot of the original links to such footage are no longer working as they are being deleted. The footage is from space channels, so they aren't just targeting truther channels with the deletion of entire channels. I will post the most up to date links, but some of the originals are gone.

https://en.wikipedia.org/wiki/Moon_landing_conspiracy_theories

One giant ... lie? Why so many people still think the moon landings were faked.

Real ISS Space Station Maniac Conspiracy Theorists Think It Is Actually Underwater ! - https://rumble.com/v4c47q9-real-iss-space-station-maniac-conspiracy-theorists-think-it-is-actually-und.html

The Real International Space Station Program brings together international flight crews, multiple launch vehicles, globally distributed launch and flight operations, training, engineering, and development facilities, communications networks, and the international scientific research community. The International Space Station (ISS) is a 460-ton, permanently crewed platform orbiting 250 miles above Earth. It took 10 years and more than 30 missions to assemble, resulting in unprecedented scientific and engineering collaboration among five space agencies representing 15 countries.

Real Hubble Telescope Repair Mission Is Not Real Conspiracy Theorists NASA-SOFIA - https://rumble.com/v4chck3-real-hubble-telescope-repair-mission-is-not-real-conspiracy-theorists-nasa-.html

So Is The Real Hubble Telescope Repair Mission True Or Is It Not Real ? Embark on an extraordinary journey through the captivating saga of the Under Water Hubble Space Telescope Pool ?, from its ambitious launch to the critical repairs in fake space. Explore the story of a tiny flaw that led to blurred images and the heroic efforts of astronauts to rescue this iconic telescope. It's a remarkable tale of human ingenuity, unwavering perseverance, and the relentless quest to unravel the universe's deepest mysteries.

Real Hubble Telescope Conspiracy Theorists Think It's Actually NASA-SOFIA Airplane - https://rumble.com/v4cmncu-real-hubble-telescope-conspiracy-theorists-think-its-actually-nasa-sofia-ai.html

Real Hubble Telescope Conspiracy Theorists Think Why is it that NASA has a plane called SOFIA in the sky with a telescope that can see much more into space than the famously known Hubble? Let’s start with Hubble: The NASA/ESA Hubble Space Telescope is a space telescope (surprise!) in low-Earth orbit, launched into space in 1990 - it is a cooperation between NASA and the European Space Agency ESA. It has a 2.4-metre mirror and instruments to observe the Universe in the ultraviolet, the optical and the near infrared. Using Hubble astronomers were able to peer into the distant Universe - much further than with any other telescope.

Secret Behind Hubble's 100 Incredible Gorgeous Space Photoshop Extraordinary Etc. - https://rumble.com/v4cqa7i-secret-behind-hubbles-100-incredible-gorgeous-space-photoshop-extraordinary.html

The Secret Behind All Of NASA's Gorgeous Space Photos Glowing, Whirling, Pinwheeling Wonder That Is The Spiral Galaxy! Bursts of gas & cosmic dust form one of the most iconic forms of Galaxies. Here's a look at a beautiful spiral galaxy, located 30 million light-years away in the constellation From the glossy, high-res photos, you'd think outer space is a diamond-studded smear of billowing clouds, mixing together like slick oil and rain in a swirling gutter with glass shards and flecks of concrete.

All 6 Apollo Landing Sites Through My Telescope Moon Landing Was A Hoax U.S.A. - https://rumble.com/v4cshlc-all-6-apollo-landing-sites-through-my-telescope-moon-landing-was-a-hoax-u.s.html

All 6 Apollo Landing Sites Evidence NASA Faked Apollo Moon Landing Hoax and Since its founding in 1958, NASA has pushed the boundaries of scientific and technical limits to explore the unknown for all the citizens of our planet. Discover the history of our human spaceflight, science, technology, and aeronautics programs.

Evidence NASA Faked Apollo Moon Landing Hoax How They Do It Complete Video - https://rumble.com/v48btzf-evidence-nasa-faked-apollo-moon-landing-hoax-how-they-do-it-complete-video.html

Evidence NASA Faked Apollo Moon Landing Hoax and Since its founding in 1958, NASA has pushed the boundaries of scientific and technical limits to explore the unknown for all the citizens of our planet. Discover the history of our human spaceflight, science, technology, and aeronautics programs.

Sorry Antarctica We're Closed Our Hidden Flat Earth This Area Is As Big As U.S.A. - https://rumble.com/v3e0jrw-sorry-antarctica-were-closed-our-hidden-flat-earth-this-area-is-as-big-as-u.html

Sorry Antarctica We're Closed Our Hidden Flat Earth This Area Admiral Byrd: “An Area As Big As The United States on the Other Side of the South Pole” According most flat earthers, there’s no such thing as the continent of Antarctica.

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