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Past Issues

Volume 11, Number 2 - 2nd Quarter 2011

LOGBOOK is a quarterly magazine covering the entire spectrum of international aviation history, from the first tentative attempts at flight, to history that was made just yesterday.

LOGBOOK is a distinctive publication in the field of aviation history. At LOGBOOK we certainly enjoy bringing you in-depth articles written by some of the world’s premier aviation historians. More importantly, however, we also enjoy working with, actively encouraging and publishing the first-time, one-time and fledgling author. These are the folks who actually lived the aviation history they are writing about, which lets the reader experience the action from a unique perspective. This allows LOGBOOK to bring you aviation history you will find no other place.

Back Issue: Available

News, Museums, Books, The LOGBOOK and more...

Lts Gordon and Young - 1961 Bendix Trophy winners. Lts Gordon and Young - 1961 Bendix Trophy winners.
While spending an enjoyable day digging through the photo archives at the National Museum of Naval Aviation, looking for Phantom images for Val Johnson’s article, we came upon several other interesting Phantom photos. These images were of two record breaking flights early in the Phantom’s career - Project LANA and Project Sageburner.
When the McDonnell F4H Phantom II first flew on 27 May 1958, the U.S. Navy was justifiably proud of their new fighter. With the Test and Evaluation of the new bird nearly complete, the Phantom began to be introduced to the fleet, and the general public. What better way to show off the Phantom’s capabilities than setting a few records.
After setting the World Absolute Altitude Record - a zoom climb to 98,557 feet - on 6 December 1959, in the second F4H prototype, the Navy went after speed. In September 1960, two records fell - Speed over a Closed Course, 100 kilometers and 500 kilometers - with speeds of 1,390.24 miles per hour and 1,216.76 miles per hour, respectively. Next it was time to go for the Transcontinental Speed Record - the coveted Bendix Trophy.

An Air Force Guy Hits the Boat

McDonnell F-4B Phantom II assigned to VF-101 - the Grim Reapers. McDonnell F-4B Phantom II assigned to VF-101 - the Grim Reapers.
Carrier Qualifications
January 1969
I was pleased when Pete told me that the Navy had authorized his request for me to accomplish day and night carrier qualifications with our next training class. We would be qualifying on the USS John F. Kennedy (CVA-67), which had been commissioned on 7 September 1968. I learned that it was the first time the ship would be conducting day/night carrier qualifications. I was thrilled to know that I would soon have the opportunity to become day/night qualified as carrier deck time was scarce – it was not essential for me to become qualified.
I realized that it was going to be a dynamic challenge for me to safely land on a carrier. As in Vietnam, I would approach this risky undertaking as if it was a formidable game with exact rules that had to be followed at all times. It was critical to master all the ground rules before taking the field and competing on the moving deck of a carrier.
U. S. Air Force Captain Val Johnson tells the story.

The Wonderful Constellation

Climbing out of Kansas City Downtown Airport. Climbing out of Kansas City Downtown Airport.
When I went to work for Trans World Airways (TWA) in 1954, the Lockheed Constellation, known affectionately as the Connie, was the queen of the skies, and TWA had the largest Connie fleet in the world. The Connie was in TWA service for twenty-three years beginning with its famous delivery flight flown by Howard Hughes and Jack Frye in April of 1944, to its final line operation in April of 1967.
I was a young, single co-pilot flying Martin 202s and 404s out of La Guardia airport in New York when I bid an International Co-Pilot vacancy. A notice came that I had been awarded the International Co-Pilot job and must go to Kansas City for Connie school. That was a long, nuts-and-bolts oriented training course. In addition to learning the airplane, we covered international procedures, oceanic weather and navigation. We left that training course feeling that we knew what made this big, complex piece of machinery tick. We spent some time in an early simulator, and we were allowed to sit in an airplane cockpit in the maintenance hangar to familiarize ourselves with the knobs and switches.
I got some landings and a proficiency check and then launched from Idlewild Airport – later to be John F. Kennedy International Airport – for Europe as a qualified co-pilot.
Retired TWA Captain Charles W.Gatschet tells what it was like to fly the Connie - then and today.

Rediscovering the Grumman Albatross

A USCG Grumman UF-2G - Serial Number 7255 A USCG Grumman UF-2G - Serial Number 7255
The family of Grumman amphibians has come full circle from modest beginnings as a private transport. After outstanding military service many are now being restored by civilian owners who want more than just a personal aircraft. The G-64 Albatross, largest in the series of Grumman twin amphibians, and the G-73 Mallard are returning as impressive flying yachts. Of the 92 G-64 – and follow-on G-111 - airframes currently registered in America, over 30 Albatross and an equal number of Mallards, have been meticulously restored and are currently active in the Unites States. In addition 141 of the 464 [plus two XJR2F-1 prototypes] Albatross airframes produced between 1948 and 1961 still exist in some form in museums and bone yards. With the new popularity and interest another dozen airframes are complete enough to possibly be returned to airworthy status.
Grumman has a long established record for building reliable airframes for naval service. To appreciate the quality and reliability of these amphibians we review the Grumman Seaplane family – Goose, Widgeon, Mallard. Albatross – from the beginning.
Patrick Dean surveys the current fleet of active Albatross amphibians.