The Charmed Life and Tragic Death of Snake Handler Grace Olive Wiley

Grace Olive Wiley with reptiles
Grace Olive Wiley with reptiles
Hennepin County Library, used with permission

For the first 30 years of her life, Grace Olive Wiley was deathly afraid of snakes—a strange trait for someone who would come to be known as the most celebrated snake woman of her time. As a child and young adult, she would blanch in horror at even the most harmless varieties. But the story goes that one day in the early 1920s, while working at the Minneapolis Museum of Natural History, a rattlesnake slithered across her hand as she was talking to a visitor. When the reptile didn't strike, she thought that perhaps all snakes could be tamed, and decided she wanted to know how.

It was the dawning moment in a career that would see Wiley amass a collection of over 300 snakes, open her own zoo, and make numerous herpetological breakthroughs—even as working with the creatures would end up costing Wiley her life.

From Bugs to Snakes

Grace Olive Wiley holding a snake in 1935
Grace Olive Wiley holding a snake in 1935
Hennepin County Library, used by permission

Wiley started her career as an avid entomologist. Born in Chanute, Kansas, in 1883, she attended the University of Kansas to study insects. After she received her bachelor’s degree in entomology, she went on research trips in Texas, collecting insects, observing them, sending specimens back to the university, and cataloguing her findings. Based on these studies, she published two papers in The Kansas University Science Bulletin in 1922: “Life History Notes on Two Species of Saldidae (Hempitera) Found in Kansas” and “Notes on the Biology of Curicta from Texas.”

Having shown herself to be a capable and an enthusiastic naturalist, in 1923 Wiley took a post as the curator of Minneapolis's Museum of Natural History, a branch of the Minneapolis Public Library, where she oversaw a collection of reptiles. After the encounter with the rattlesnake that opened her eyes to the potential of all scaly creatures, she built up a private collection—chiefly snakes, but also seemingly unlovable creatures such as the venomous Gila monster.

To tame her snakes, Wiley fashioned a petting stick padded with cloth that she used to stroke them. Gradually, as they became accustomed to touch, she found she could handle them with her fingers—even the venomous species. Wiley also cooed and spoke to her scaly charges, attempting to convey sympathy to them instead of fear. She later explained in a 1937 article called “Taming King Cobras” in Natural History Magazine that “[snakes] are not, as a rule, afraid to trust you first. They believe you are friendly, before you are convinced they have no desire to bite.”

Wiley published two papers in the Bulletin of the Antivenin Institute of America that detailed her success with taming rattlesnakes: the first in 1929 on western diamondbacks and the other in 1930 on a species of pit viper. She didn’t just tame the diamondbacks, however. She also bred two generations of them, becoming the first person to ever breed the species in captivity. Thanks to her work, herpetologists were able to learn the gestation period for diamondbacks and better understand when and under what conditions rattlesnakes lose the segments on their tails.

By 1933, Wiley had decided to make caring for reptiles her full-time job. She wrote a letter to Edward Bean, the director of Brookfield Zoo in Chicago, with an unconventional pitch: She offered the zoo her private reptile collection of over 330 snakes (which included 115 species) in exchange for a job as curator of reptiles at the zoo. Bean accepted the offer, and the zoo set to work building a new reptile house to accommodate their large acquisition. It was rare for a woman to become a reptile curator—so rare that Wiley drew the attention of the national press, from the local Chicago Tribune to The Los Angeles Times, who praised the “lady herpetologist” for her new appointment.

Along with her snakes, Wiley also brought to the zoo her unorthodox methods. Against her superiors’ orders, she continued to handle the snakes without protection, and was generally lax with enclosure protocols. Her failure to close the snakes’ pens resulted in a series of 19 animals escaping, including a venomous Egyptian cobra and an Australian bandy-bandy. The latter escape reportedly disrupted the city, as mothers kept their children indoors and the police scoured the streets for the creature. The bandy-bandy was eventually found in a pile of dead leaves meant to be used as cage decorations.

Wiley had become a liability for the zoo, and the insurance payment resulting from the escape reportedly exceeded Wiley’s annual salary. Acting director Robert Bean fired Wiley in 1935—only two years after she had started.

Grace Olive Wiley's Last Photograph

Wiley left Chicago and moved with her mother to Long Beach, California, in 1937. There, she started her own roadside reptile zoo, which she named Grace Wiley — Reptiles, where visitors could pay to see her collection of cobras, Gila monsters, and monitor lizards. Without the rules and regulations of a formal zoo, Wiley allowed her reptiles—all 100 of them—to roam freely over the grounds. She earned extra money by loaning her tamed 15-foot king cobra, King, out to movie productions; the snake appeared in the Tarzan films, The Jungle Book, and Moon Over Burma.

In 1948, journalist Daniel Mannix visited the zoo to photograph Wiley’s collection. For dramatic effect, Mannix wanted a photograph of a cobra spreading its hood, but her tame cobras didn't spread their hoods—the gesture is usually only displayed out of intimidation or aggression. Instead of posing with one of her familiar cobras, Wiley decided to pose with an Indian cobra new to her collection. During the photo shoot, the Indian struck Wiley in the middle finger. According to a newspaper account of the event, Wiley calmly returned the cobra to its cage while she waited for an ambulance. She died 90 minutes after the bite at the age of 65.

Wiley’s dramatic death, along with her unconventional methods and eccentricities, have often eclipsed her contributions to science. Some scholars have written that it's tempting to see her as more of a showman than as a serious scientist concerned with facts and experiments. Wiley, however, did care about facts, and she contributed quite a few to the study of both insects and snakes. Her detailed notes and observations of the rattlesnakes she kept in captivity helped scientists better understand their breeding, psychology, and development. She also discovered a new species of water strider, and contributed insect specimens to the American Museum of Natural History and other institutions.

Yet sometimes, Wiley found that facts weren’t enough to explain something, and she embraced the unknown. “One may study and observe and know a great many facts,” she wrote in her 1937 article, “but when it comes to the how and the why, one finds one has little knowledge and a great deal of wonderment.”

Turn Your LEGO Bricks Into a Drone With the Flybrix Drone Kit

Flyxbrix/FatBrain
Flyxbrix/FatBrain

Now more than ever, it’s important to have a good hobby. Of course, a lot of people—maybe even you—have been obsessed with learning TikTok dances and baking sourdough bread for the last few months, but those hobbies can wear out their welcome pretty fast. So if you or someone you love is looking for something that’s a little more intellectually stimulating, you need to check out the Flybrix LEGO drone kit from Fat Brain Toys.

What is a Flybrix LEGO Drone Kit?

The Flybrix drone kit lets you build your own drones out of LEGO bricks and fly them around your house using your smartphone as a remote control (via Bluetooth). The kit itself comes with absolutely everything you need to start flying almost immediately, including a bag of 56-plus LEGO bricks, a LEGO figure pilot, eight quick-connect motors, eight propellers, a propeller wrench, a pre-programmed Flybrix flight board PCB, a USB data cord, a LiPo battery, and a USB LiPo battery charger. All you’ll have to do is download the Flybrix Configuration Software, the Bluetooth Flight Control App, and access online instructions and tutorials.

Experiment with your own designs.

The Flybrix LEGO drone kit is specifically designed to promote exploration and experimentation. All the components are tough and can totally withstand a few crash landings, so you can build and rebuild your own drones until you come up with the perfect design. Then you can do it all again. Try different motor arrangements, add your own LEGO bricks, experiment with different shapes—this kit is a wannabe engineer’s dream.

For the more advanced STEM learners out there, Flybrix lets you experiment with coding and block-based coding. It uses an arduino-based hackable circuit board, and the Flybrix app has advanced features that let you try your hand at software design.

Who is the Flybrix LEGO Drone Kit for?

Flybrix is a really fun way to introduce a number of core STEM concepts, which makes it ideal for kids—and technically, that’s who it was designed for. But because engineering and coding can get a little complicated, the recommended age for independent experimentation is 13 and up. However, kids younger than 13 can certainly work on Flybrix drones with the help of their parents. In fact, it actually makes a fantastic family hobby.

Ready to start building your own LEGO drones? Click here to order your Flybrix kit today for $198.

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Bessie Coleman, the Black Cherokee Female Pilot Who Made Aviation History

Photo illustration by Riccardo Zagorodnez, Mental Floss. Plane/landscape, iStock via Getty Images. Portrait, New York Public Library // Public Domain
Photo illustration by Riccardo Zagorodnez, Mental Floss. Plane/landscape, iStock via Getty Images. Portrait, New York Public Library // Public Domain

Early 20th century America didn’t offer many career paths to people like Bessie Coleman. It was a time when women were discouraged from working outside domestic spheres, and opportunities for women of African American and Native American descent were even more limited. When Coleman fell in love with the idea of flying planes, she knew that realizing her dream would be impossible in the United States—but instead of giving up, she moved to France to enroll in flight school. Less than a year later, she returned home as the first African American and the first Native American female pilot in aviation history.

A Determined Beginning

Bessie Coleman was born to sharecroppers in Texas on January 26, 1892. She was one of 13 siblings, and like the rest of Coleman clan, she was expected to help pick cotton on the farm as soon as she was old enough. At 6 years old, she started walking to school: a one-room wooden shack located four miles from her house. Her classroom often lacked basic supplies like paper and pencils, and, like all schools in the region, it was segregated.

Despite less-than-ideal conditions, she excelled in class and continued her studies through high school. In 1901, her father, who was part black and part Cherokee, relocated to Native American territory in Oklahoma to escape discrimination in Texas, leaving Bessie and the rest of his family behind. She knew she couldn’t depend on her now single-parent family to contribute money toward her education, so to save for college, she went to work as a laundress.

After a year at the Colored Agricultural and Normal University—now Langston University—in Langston, Oklahoma, she dropped out when her tuition fund ran dry. Even though she was more educated than many women of the time, there were few opportunities for her in the South. At age 23, she followed her brothers to Chicago, which, though racially segregated, was slightly more welcoming to people of color than Texas had been. In Chicago, Coleman was able to mingle with influential figures in the African American community. She went to beauty school and became a manicurist in a local barbershop.

Chicago was also where she decided she wanted to learn how to fly.

Dreams of Flight—and France

Around the same time Coleman moved up north, World War I erupted in Europe. The conflict quickened the pace of technological advancement, including in aviation. For the first time in history, people around the world could watch fighter planes soar through the skies in newsreels and read about them in the papers. Coleman fell in love.

When her brother John returned home to Chicago after serving overseas, he gave her more material to fuel her daydreams. In addition to regaling her with war stories, he teased her about her new fantasy, claiming that French women were superior to local women because they were allowed to fly planes, something Bessie would never be able to do. He may have said the words in jest, but they held some truth: Female pilots were incredibly rare in the U.S. immediately following World War I, and black female pilots were nonexistent.

Coleman quickly learned that American flight instructors were intent on keeping things that way. Every aviation school she applied to rejected her on the basis of her race and gender.

Fortunately for Coleman, her brothers weren't her only source of support in Chicago. After moving to the city, she met Robert Abbott, publisher of the historic black newspaper The Chicago Defender and one of the first African American millionaires. He echoed John’s idea that France was a much better place for aspiring female pilots, but instead of rubbing it in her face, he presented it as an opportunity. Abbott viewed France as one of the world’s most racially progressive nations, and he encouraged her to move there in pursuit of her pilot's license.

Coleman didn’t need to be convinced. With her heart set on a new dream, she quit her job as a manicurist and accepted a better-paying role as the manager of a chili parlor to raise money for her trip abroad. At night she took French classes in the Chicago loop. Her hard work paid off, and with her savings and some financial assistance from Abbot and another black entrepreneur named Jesse Binga, she boarded a ship for France in November 1920.

The First Black Aviatrix

Coleman was the only non-white person in her class at the Caudron Brothers' School of Aviation in Le Crotoy, France. Students were taught to fly using 27-foot-long biplanes that were known to stall in mid-air. One day, she even witnessed one of her classmates die in a crash. Describing the incident later on, she said, "It was a terrible shock to my nerves, but I never lost them."

Despite the risks, she pressed on with lessons, and after seven months of training, she received her aviation license from the Federation Aeronautique Internationale. She became both the first African American woman and the first Native American woman in the world to earn a pilot’s license.

Coleman completed some extra flight lessons in Paris and then boarded a ship bound for the United States. American news outlets were instantly smitten with the 29-year-old pilot. The Associated Press reported on September 26, 1921 that "Today [Coleman] returned as a full-fledged aviatrix, said to be the first of her race."

In the early 1920s, an aviatrix, or female aviator, was still a fairly new concept in America, and many of the most famous women flyers of the 20th century—like Laura Ingalls, Betty Skelton, and Amelia Earhart—had yet to enter the scene. Coleman's persistence helped clear the path for the next generation of female pilots.

But her success in France didn’t mark the end of her battle with racism. Bessie needed more training to learn the airshow tricks she now hoped to do for a living, but even with her international pilot's license and minor celebrity status since returning home, American flight schools still refused to teach her. Just a few months after landing in the U.S., Bessie went back to Europe—this time to Germany and the Netherlands as well as France to learn the barnstorming stunts that were quickly growing into one of the most popular forms of entertainment of the 1920s.

Upon her second homecoming in 1922, newspapers praised her once again, reporting that European aviators had dubbed her "one of the best flyers they had seen." Finally, she would be able to show off her skills in her home country. Robert Abbott, the newspaperman who helped fund her dream, sponsored her first-ever American airshow at Curtiss Field, Long Island, on September 3, 1922. She spent the next few years touring the country, thrilling spectators by parachuting, wing-walking (moving atop the wings of her biplane mid-flight), and performing aerial figure-eights.

Coleman had become a real celebrity, and she tried to use her prominence to help black people. She gave speeches on aviation to predominantly black crowds and planned to open her own flight school for African American students. She only performed for desegregated audiences—the one notable exception being a show in Waxahachie, Texas, the town where she lived for most of her childhood. Event organizers planned to segregate black and white guests and have them use separate entrances. Coleman protested and threatened to cancel the exhibition unless a single entrance was set up for everyone. Officials eventually agreed, though audience members were still forced to sit on separate sides of the stadium once they entered.

Just when it seemed her career was reaching new heights, it was cut short by tragedy. On April 30, 1926, she was riding with her mechanic William Wills in Jacksonville, Florida, in preparation for a show scheduled for the next day, when a wrench left in the engine caused the plane to spin out of control. Coleman hadn’t been wearing her seatbelt, and she was tossed from the passenger seat at 3000 feet above the ground. She died at age 34.

Bessie Coleman never achieved the same level of name recognition as some of her peers, but the impact she left on aviation history is undeniable. Even if they’ve never heard her name, Chicagoans living near Lincoln Cemetery have likely heard the sounds of jets flying overhead on April 30. Every year on the anniversary of her death, black pilots honor Coleman by performing a flyover and dropping flowers on her grave.