Benjamin Banneker, the African-American Mathematician Who May Have Saved Washington, D.C.

Wikimedia Commons // Public Domain

 

Many people who have a passing familiarity with Washington, D.C. know it was originally styled after famous European locales by architect Pierre Charles L’Enfant, then completed by Andrew Ellicott after L’Enfant was given the boot in 1792. Too few tourists and history fans, however, know that the U.S. capital might have been a very different place if not for the surveying work of Benjamin Banneker—a highly accomplished mathematician, astronomer, and scholar who challenged Thomas Jefferson and his peers to recognize African-American achievement when it was right under their noses (and feet).

Benjamin Banneker was born November 9, 1731, in Baltimore County, Maryland, to Robert and Mary Banneker. While scholars still debate almost all the specifics of his background and early life, according to the most popular story, both sides of his family suffered under enslavement in the soon-to-be United States. Although records are scarce, it's said that Benjamin’s maternal grandmother, a woman named Molly Welsh, was falsely convicted of theft in England and sentenced to indentured servitude in Maryland (not an uncommon practice at the time). After earning her freedom, she rented land in Baltimore County and purchased two slaves to help farm it. Several years later, after the farming operation was established, she freed both men.

One of them, who is said to have been abducted from a royal family in Africa earlier in his life, displayed a keen interest in astronomy and other scientific subjects. He was called Bannake or Bankka, and Molly Welsh married him, violating state law that forbid marriage to slaves. Later, their daughter Mary and her husband—a Guinean man who’d been abducted, enslaved, and then baptized as Robert and freed—chose to adopt the surname Banneker at the time of their own marriage. Just a few years after regaining his freedom, records show that Robert was able to purchase a 100-acre farm (possibly the same one his mother-in-law rented), where his family would live out much of their lives and where his son’s scholarship would bloom.

Benjamin Banneker grew up as one of only 200 free African-Americans among 13,000 whites and 4000 slaves in Baltimore County. His experience with formal instruction was limited to a brief stretch in a one-room, mixed-race Quaker schoolhouse, but he was a keen study from his earliest years. Perhaps with his doting grandmother Molly’s help, he learned to read and soon became especially interested in mathematics and mechanics, often performing calculations and experiments on his own.

Once he was old enough to work on the family farm, Banneker settled into a lifestyle that combined this work with scholarly achievement. After his father’s death when Banneker was 27, he continued running the farm with his mother and sisters. The horses, cows, garden, and multiple beehives he kept enabled a simple, comfortable life for the family, according to one 19th-century account presented to the Maryland Historical Society. Using crop rotation and irrigation techniques that wouldn’t catch on in the U.S. for many decades, he also raised profitable tobacco crops that were sold alongside his produce in the Ellicott family’s store. Taking heed of food shortages during the Revolutionary War, Banneker also swapped tobacco out for wheat to help feed American soldiers.

Throughout his life, Elizabeth Ross Haynes writes, Banneker “found time to study all the books which he could borrow.” He became well-versed in topics throughout the sciences and humanities. The 19th-century account presented to the Maryland Historical Society remembered Banneker as “an acute observer, whose active mind was constantly receiving impulses from what was taking place around him.”

For example, one rather illustrative 1797 journal entry reads:

Standing at my door I heard the discharge of a gun, and in four or five seconds of time, after the discharge, the small shot came rattling about me, one or two of which struck the house; which plainly demonstrates that the velocity of sound is greater than that of a cannon bullet.

Some historians have speculated that Banneker’s many childhood lessons with his grandmother Molly, who may have gained a sophisticated understanding of astronomy from Bannake, could have fostered his particular expertise with the subject. However, it was his prowess with mathematics for which he first became renowned throughout Baltimore County, according to a 1912 article. As word spread of his exceptional skills, far-away scholars began sending Banneker complex mathematical problems, and they continued to do so throughout his life. Banneker reportedly always solved them, often responding in verse and with a fresh problem.

As a young man, Banneker also gained fame and admiration for miles around due to one of his earliest known mechanical feats: building a working clock almost entirely out of wood from scratch. It may have been the first clock ever assembled completely from American parts, according to Haynes (although other historians have since disputed this). Banneker reportedly only had a borrowed pocket watch to use for reference on clockwork mechanisms, while his wooden version contained functioning, carved-to-scale components. The clock continued working until a few days after Banneker’s death, when a fire destroyed his cabin home and many of its contents—clock included.

However, Banneker’s accomplished scholarship remained mostly unknown outside the region until he encountered the Ellicott family. In 1772, the Quaker Ellicotts purchased the land next door to Banneker’s and began building new gristmill facilities there. Banneker’s fascination with the mill’s mechanics made him a frequent visitor to the site. In keeping with Quaker tradition, the similarly scholarly Ellicotts were adamant proponents of racial equality, and they collaborated with Banneker as well as encouraged wider application of—and recognition for—his unique skills.

George Ellicott, a close friend of Banneker’s for decades, was himself a student of astronomy and eagerly shared both his resources and queries with his neighbor. Banneker took great advantage of the borrowed tools and books in performing exquisite astronomical calculations, such as predicting a solar eclipse near-exactly in 1789. He also began building the foundations for several atlases and technical treatises he’d release in the decades before his death. In 1791, George’s cousin, Major Andrew Ellicott, gave Banneker a national stage, after Andrew had gone to George requesting help with a new job. George, being otherwise busy, suggested Banneker's assistance. The job was surveying land along the Potomac River for what would soon be the nation’s capital, Washington, D.C.

Ellicott's plan for Washington, D.C. Image credit: Leeann Cafferata, Flickr // CC BY-SA 2.0

The plans for the large city were laid out by French architect and engineer Pierre Charles L’Enfant, who volunteered for service in the American Revolution’s Continental Army and was hired for the project by George Washington in 1791. Before long, however, tensions mounted over its direction and progress of the project, and when L’Enfant was fired in 1792, he took off with the plans in tow.

But according to legend, the plans weren’t actually lost: Banneker and the Ellicotts had worked closely with L’Enfant and his plans while surveying the city’s site. As the University of Massachusetts explains, Banneker had actually committed the plans to memory “[and] was able to reproduce the complete layout—streets, parks, major buildings.” However, the University of Massachusetts also points out that other historians doubt Banneker had any involvement in this part of the survey at all, instead saying that Andrew and his brother were the ones who recreated L’Enfant’s plan. It's an intriguing myth, but it may only be that.

Yet Banneker’s valuable contributions to the project drew attention, and set the stage for later correspondence with Thomas Jefferson. During the project, the Georgetown Weekly Ledger made public note of Banneker as “an Ethiopian, whose abilities, as a surveyor, and an astronomer, clearly prove that Mr. Jefferson's concluding that race of men were void of mental endowments, was without foundation."

Gelman Library, George Washington University // Public Domain

In 1791, Banneker had finished his “painstakingly calculated ephemeris,” or table of the position of celestial bodies, which he would publish alongside charts, literature, and humanitarian and political essays in six almanacs with 28 editions in the following six years. Upon its initial completion, he first sent a copy of the ephemeris to then-Secretary of State Thomas Jefferson, along with a famously direct, yet perfectly polite, letter challenging Jefferson’s opinion that African-Americans suffered an innate intellectual disadvantage [PDF]. Among other things, the letter observed:

Sir, I have long been convinced, that if your love for yourselves and for those inestimable laws, which preserved to you the rights of human nature, was founded on sincerity, you could not but be solicitous that every individual ... might with you equally enjoy the blessings thereof, neither could you rest satisfied [short of] their promotion from any state of degradation, to which the unjustifiable cruelty and barbarism of men may have reduced them.

Sir, I freely and cheerfully acknowledge that I am of the African race ... and it is under a sense of the most profound gratitude to the supreme ruler of the Universe, that I now confess to you, that I am not under the state of tyrannical thraldom, and inhuman captivity to which many of my brethren are doomed, but that I have abundantly tasted of the fruition of those blessings, which proceed from that free and unequalled liberty, with which you are favored, and which, I hope you will willingly allow, you have received from the immediate hand of that being ... [and] that the present freedom and tranquility which you enjoy, you have mercifully received, and that it is the peculiar blessing of heaven.

Jefferson’s letter of response the same year was significantly shorter than Banneker’s, and not without traces of the mindset Banneker sought to defeat. But it also documented the scholar’s triumph in gaining some respect for his accomplishments, and in helping to dislodge certain prejudices from the minds of the era’s most learned men.

On August 30, 1791, Jefferson wrote:

SIR,

I THANK you, sincerely, for your letter of the 19th instant, and for the Almanac it contained. No body wishes more than I do, to see such proofs as you exhibit, that nature has given to our black brethren talents equal to those of the other colors of men ; and that the appearance of the want of them, is owing merely to the degraded condition of their existence, both in Africa and America. I can add with truth, that no body wishes more ardently to see a good system commenced, for raising the condition, both of their body and mind, to what it ought to be, as far as the imbecility of their present existence, and other circumstances, which cannot be neglected, will admit.

I have taken the liberty of sending your Almanac to Monsieur de Condozett, Secretary of the Academy of Sciences at Paris, and Member of the Philanthropic Society, because I considered it as a document, to which your whole color had a right for their justification, against the doubts which have been entertained of them.

I am with great esteem, Sir, Your most obedient Humble Servant,

THOMAS JEFFERSON.

The discrimination African-Americans suffered from Jefferson and other bigwigs is well-documented, and Banneker’s brave, considered opposition to it stands forever among his many admirable achievements. The 1854 document A Sketch of the Life of Benjamin Banneker reflected:

He appears to have been the pioneer in the movement in this part of the world, toward the improvement of his race; at a period of our history when the negro occupied almost the lowest possible grade in the scale of human beings, Banneker had struck out for himself a course, hitherto untravelled by men of his class, and had already earned a respectable position amongst men of science.

Records suggest that Banneker also suffered discrimination by lower-profile white Americans, and had his achievements belittled and questioned. Despite the many pushbacks he withstood, however, Banneker remained joyfully curious and generous of spirit throughout his life. According to A Sketch of the Life of Benjamin Banneker, he was able to slough off the bitterness of others in part thanks to his prevailing interest in study. “His equilibrium was seldom disturbed by the petty jealousies and inequalities of temper of the ignorant people,” the book notes, “with whom his situation obliged him frequently to come in contact.”

Benjamin Ellicott, who prepared extensive notes on Banneker’s life for the Maryland Historical Society, remembered him as such in a letter:

Although his mode of life was regular and extremely retired, living alone, having never married,--cooking his own victuals and washing his own clothes, and scarcely ever being absent from home, yet there was nothing misanthropic in his character … [He was known as] kind, generous, hospitable, humane, dignified and pleasant, abounding in information on all the various subjects and incidents of the day; very modest and unassuming, and delighting in society at his own home.

Given Banneker’s wide-ranging interests and enthusiasm, then, it is perhaps fitting that a variety of parks, schools, awards, streets, businesses, and other public and private institutions and facilities all bear his name today. Admirers can learn about the accomplished scholar at Benjamin Banneker Park and Memorial in Washington, D.C., for example, or at Baltimore, Maryland’s Benjamin Banneker Historical Park and Museum. Others can choose to follow in his footsteps by exploring their passions and hobbies at community centers named for Banneker in Washington, D.C., Bloomington, Indiana, and Catonsville, Maryland. It seems possible, however, that the man himself might have been most fond of—or, at least, a very frequent visitor to—Maryland’s own Banneker Planetarium.

Header images via Wikimedia Commons // Public Domain

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Kitty O'Neil, Trailblazing Speed Racer and Wonder Woman's Stunt Double

PHOTO COLLAGE BY DAMON AMATO, MINUTE MEDIA. MOTORCYCLE/CAR/DIVINGBOARD, ISTOCK VIA GETTY IMAGES. PORTRAIT, MIDCO SPORTS MAGAZINE // YOUTUBE
PHOTO COLLAGE BY DAMON AMATO, MINUTE MEDIA. MOTORCYCLE/CAR/DIVINGBOARD, ISTOCK VIA GETTY IMAGES. PORTRAIT, MIDCO SPORTS MAGAZINE // YOUTUBE

Kitty O’Neil could do it all. A stuntwoman, drag racer, and diver, the legendary daredevil's skills were once described by the Chicago Tribune as “full and partial engulfment in fire; swimming; diving; water skiing; scuba diving; horse falls, jumps, drags, and transfers; high falls into an air bag or water; car rolls; cannon-fired car driving; motorcycle racing; speed, drag, sail, and power boat handling; fight routines; gymnastics; snow skiing; jet skiing; sky diving; ice skating; golf; tennis; track and field; 10-speed bike racing; and hang gliding.”

During her lifetime, O’Neil set 22 speed records on both the land and sea—including the women’s land speed record of 512 mph, which remains unmatched to this day. Through it all, she battled casual sexism and ableism, as she was often not only the lone woman in the room, but the lone deaf person on the drag strip or movie set.

"It Wasn't Scary Enough for Me"

O’Neil was born on March 24, 1946, in Corpus Christi, Texas. Her father, John, was an Air Force pilot and oil driller, while her mother, Patsy, was a homemaker. When she was just a few months old, O’Neil contracted mumps, measles, and smallpox, an onslaught of illness that damaged her nerves and caused her to lose her hearing. Patsy, who had packed her in ice during the worst of the fever, went back to school for speech pathology so she could teach her daughter how to read lips and form words. She placed the young girl’s hand on her throat as she spoke, allowing her to feel the vibrations of her vocal cords.

Feeling those sensations helped Kitty learn to talk, while the sensations associated with engines would teach her something else. At the age of 4, O’Neil convinced her father to let her ride atop the lawn mower in what would be a transformative experience. “I could feel the vibrations,” she told the Associated Press. “That’s what got me into racing. When I race, I feel the vibrations.”

But racing wasn’t her first thrill ride. As a teenager, O’Neil showed such an aptitude for diving that Patsy decided to move the family to Anaheim, California, where O’Neil could train with the two-time Olympic gold medalist Sammy Lee. She was on her way to the qualifying rounds for the 1964 Tokyo Olympics when she broke her wrist, eliminating her from consideration. Soon after, she contracted spinal meningitis. Her doctors worried she wouldn’t walk again.

She recovered, but found she was no longer interested in diving. “I gave it up because it wasn’t scary enough for me,” she told the Chicago Tribune.

Motorcycle racing proved to be a better adrenaline rush, so she began entering competitions along the West Coast. It was at one of those races that she met another speedster named Ronald “Duffy” Hambleton, who offered his assistance after O’Neil crashed her bike, severing two fingers. Once she had gotten stitched up, the pair began a professional and romantic relationship. O’Neil moved onto a 40-acre ranch in Fillmore, California, with Hambleton and his two children from a previous relationship.

Hambleton would act as O’Neil’s manager, often speaking to the press for her after stunts or record attempts. However, O’Neil later alleged that he stole money from her and physically abused her during their partnership. In 1988, a Star Tribune reporter would describe O’Neil’s scrapbooks as containing a photo of Hambleton with his face scratched out; she had also written “not true” in the margins of newspaper clippings touting his profound impact on her success.

The Need for Speed

O’Neil wanted to go fast and she didn’t care how. So she expanded her scope beyond motorcycles, setting a new women’s water skiing record in 1970 with a speed of 104.85 mph. Her national breakout arrived six years later, when she drove a skinny three-wheel rocket car into the Alvord Desert. The hydrogen peroxide-powered vehicle was dubbed “The Motivator,” and it was the work of William Fredrick, a designer who normally created cars for movie and TV stunts. When O’Neil got behind the wheel of The Motivator, she quickly smashed the women’s land speed record. Her average speed was 512 mph, over 1.5 times faster than the previous 321 mph record held by Lee Breedlove since 1965.

She believed she could beat the men’s record of 631.4 mph, too, which should’ve been great news for her entire team. Fredrick and his corporate sponsors were gunning for a new record, and O'Neil had already reportedly hit a maximum speed of 618 mph in her initial run. But before she could take The Motivator for a second spin, she was ordered out of the car.

As O’Neil would discover, she had only been contracted to beat the women’s record. Marvin Glass & Associates, the toy company that owned the rights to the vehicle, wanted Hollywood stuntman Hal Needham to break the men’s record. The company claimed it was purely a business decision, as they had a Needham action figure in the works. But according to Hambleton, the company reps had said it would be “unbecoming and degrading for a woman to set a land speed record.”

“It really hurts,” O’Neil told UPI reporters as she choked back tears. “I wanted to do it again. I had a good feeling.” She earned the immediate support of the men’s record holder, Gary Gabelich, who called the whole incident “ridiculous” and “kind of silly.” She and Hambleton tried to sue for her right to another attempt, but she wouldn’t get a second ride in The Motivator. Needham wouldn’t break the record, either, as a storm dampened his chances. Not that he was especially polite about it.

“Hell, you’re not talking about sports when you’re talking about land speed records,” he told the Chicago Tribune. “It doesn’t take any God-given talent … even a good, smart chimpanzee could probably do it. Probably better—because he wouldn’t be worried about dying.”

As the messy legal battle dragged on, O’Neil focused on her budding career in stunt work. According to The New York Times, she completed her first stunt in March of 1976, when she zipped up a flame-resistant Nomex suit and let someone set her on fire. For her second job, she rolled a car, which was practically a personal hobby. (She liked to tell people she rolled her mother’s car when she was 16, the day she got her driver’s license.) O’Neil eventually became Lynda Carter’s stunt double on Wonder Woman, where she famously leapt 127 feet off a hotel roof onto an air bag below. “If I hadn’t hit the center of the bag, I probably would have been killed,” she told The Washington Post in 1979.

Her work earned her a place in Stunts Unlimited, the selective trade group that had, until that point, only admitted men. O’Neil continued racking up credits with gigs on The Bionic Woman, Smokey and the Bandit II, and The Blues Brothers. Although few stunt doubles achieve name recognition, O’Neil was a media darling who inspired her own 1979 TV movie starring Stockard Channing and a Barbie in her trademark yellow jumpsuit.

A Pioneer's Legacy

But by 1982, feeling burned out after watching the toll the work had taken on colleagues, O'Neil decided she was finished. She retired from the business at the age of 36, packing up and leaving Los Angeles entirely. She wound up in Minneapolis and then in Eureka, South Dakota, a town with a population of fewer than 1000 people. She would live out the rest of her days there, eventually dying of pneumonia in 2018 at the age of 72.

O’Neil lived her life as a never-ending challenge—to go faster, jump higher, do better. She always said that her lack of hearing helped her concentrate, eliminating any fear she might’ve felt over the prospect of breaking the sound barrier, let alone self-immolation.

“When I was 18, I was told I couldn’t get a job because I was deaf,” she told a group of deaf students at the Holy Trinity School in Chicago. “But I said someday I’m going to be famous in sports, to show them I can do anything.”

O’Neil did exactly that. Over her the course of perilous career, she carved out a name for herself in a space that was often openly hostile towards her, setting records and making it impossible for anyone who doubted her to catch up.

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.

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