The artifact has some
distinctive aspects which provide important clues to its origin. The presence
of 3/32 inch diameter rivets (the smallest commonly available size) in
a 0.032 inch (relatively thin) skin suggests an aircraft of moderate, rather
than large, size. Also, the absence of a crossing row of rivets in the
skin’s 23 inch length is quite unusual. Other clues to the original structure
come from the way in which the aluminum failed. The edge which has been
fractured by being bent 90° exhibits a straight break indicative
of a crossing internal structural member at that point. Likewise, in the
lengthwise dimension, the change from 3/32 to 5/32 rivets suggests a boundary
with a larger internal structural member. The peaked wave shapes in the ”tab” protruding
from the edge where the sheet tore along the line of 5/32 rivet holes indicates
the presence of another row of similarly sized and spaced rivets approximately
2 inches away. From these observations we can construct a more complete
picture of what the structure must have looked like.
To date, despite extensive
research, no exact match to Artifact 2-2-V-1 in materials and structure
has been found on any aircraft. There is, however, evidence to suggest
that the sheet found on Nikumaroro may be from a repair patch installed
on the underside of the Earhart aircraft on the left-hand (pilot’s) side
of the airplane just forward of the main beam (wing spar).
That such a patch was
installed is documented in Lockheed Repair Orders for c/n 1055 (Earhart’s
Electra) signed off as completed on April 19, 1937. The belly of the Model
10, in this area, features two 0.040 inch Alclad skins, “25R” on
the right and “25L” on the left. When Earhart groundlooped
the airplane in Hawaii, the right side of the belly was virtually wiped
out while much less damage was done to the left side skins. The repair
orders call for the replacement of most of the right side skins, including
all of 25R. For 25L, the decision was made to replace only the damaged
portion instead of replacing the entire skin. Fuselage Assembly repair
item #6, therefore, says to, “Replace left hand bottom skin from a point
9.5 inches aft of slanting bulkhead to main beam – rivet new skin
in place with double row of rivets similar to joint in slanting bulkhead.”
There is no documentation
or known photograph which shows just how this repair was effected, but
if the patch was constructed of 0.032 (rather than 0.040) Alclad and reinforced
with two additional longitudinal stiffeners added between the standard
stringers, the resulting structure would be an exact match to the sheet
found on Nikumaroro.
Pursuing this hypothesis
further, we know that the sheet failed due to area loading from the interior
side – in other words, it was blown outward with sufficient force to rip
the heads off many of the 3/32 rivets and tear the skin through the larger
5/32 rivet holes like paper torn through perforations. Walter Korsgaard,
the FAA’s explosives expert for its investigation of the PanAm 103 bombing,
examined the artifact and felt that it showed deformation typical of a
low-grade fuel/air explosion. If this sheet was once part of the patch
on the belly of NR16020, directly above it was a 118 gallon fuel tank.
Immediately adjacent, on the centerline of the aircraft, and nearest to
the spot of anomalous corrosion on the artifact, was the main battery.
A fuel leak which trapped vapors between the floor and the skin, ignited
by a spark from the battery, or even an explosion of the battery itself,
might result in the weakest part of the structure – the patch – fracturing
in just the manner seen in the artifact. Such a scenario is entirely consistent
with other evidence which indicates that the Earhart aircraft was landed
successfully on Nikumaroro and sent radio distress calls for two days until
the signals abruptly stopped late on the night of July 4, 1937. Still attached
by its rearward edge and some remaining stringers, the hanging flap might
present an inviting piece of metal for a later Gilbertese discoverer to
break and pry off and carry back to the village.
Conclusion: Based
upon the evidence presently available, Artifact 2-2-V-1 appears to have
once been part of the Earhart aircraft.