WWI Naval Aviator Group - ID Cards and Photos

[KASTAUFFER]

This is an interesting little Naval Aviation group I just found on E-Cheap . I was drawn to it because of the early Naval Aviator Certificate with the original leather wallet. Any of these from before WWII are very scarce.

 

Leman Babbitt graduated from the US Naval Academy in 1913. He received his LTA ( lighter than air ) Naval Aviator rating in January 1918 as # 283 . His HTA rating was earned in 1922, which is what these cards are as # 3030 .

 

During WWI he served at Liverpool England, Paulliac France , and Bordeaux France . He served until 1928, retiring at a Lt. Commander. He passed away in 1965.

 

 

I really like the photos of him wearing his Aviation Green uniform! I have blown up the wings so you can see them better.

 

 

[KASTAUFFER]

[KASTAUFFER]

[KASTAUFFER]

[KASTAUFFER]

[KASTAUFFER]

[KASTAUFFER]

[KASTAUFFER]

I found this interesting list of names in an Aug. 1916 Aviation magazine showing him as performing as an Aviation officer at Pensacola. He must have had aviation duty, but hadnt earned his wings yet. The list of names is a " Who's Who" of early Naval Aviation.

 

 

[KASTAUFFER]

Also found this interesting reference about him him flying Airships during WWI in France.

 

He commanded a U.S. station for airships near Gujan-Mestras (between Meyran and hamlets

Ruade). Kick). The first sailors arrived on 1 February 1918 were housed in a sardine cannery.

On November 11, 1918, 245 men and 11 officers were under the command of lieutenant L.L. Babbitt The station was decommissioned 15 January 1919.

 

 

 

World War I Operations during WW I were conducted exclusively in the North Atlantic and some of its connecting bodies of water, such as the English Channel, Bay of Biscay, Gulf of Mexico and Caribbean Sea. There were two theaters of operations: the eastern seaboard of the Americas and European waters. Convoy duty was the connecting link between the two. On the eastern seaboard of the Americas, LTA was operational at Naval Air Stations: Chatham (non-rigid airship and kite balloon); Key West (non-rigid airship and kite balloon); Cape May (non-rigid airship); Montauk (non-rigid airship and kite balloon); Coco Solo (kite balloon); Pensacola (non-rigid airship and kite balloon); Hampton Roads (non-rigid airship and kite balloon); Rockaway (non-rigid airship and kite balloon); and Halifax (kite balloon). The air station at Akron was devoted exclusively to training, and NAS Pensacola primarily to training with a brief period during the war when its secondary mission involved some operational patrolling. NAS Hampton Roads served as a training and experimental stationduring the early part of the war, later becoming an important patrol station for seaplanes and LTA. Several other air stations served in a training capacity as well as in their primary mission of patrol. NAS Rockaway trained some dirigible pilots and was the primary advanced training center for kite balloon pilots. The need for patrol stations was envisioned prior to America’s entry into the war. Plans were drawn up to establish air stations to patrol and defend the eastern coast of the United States and adjacent waters against the submarine threat and to minimize the damage against shipping. Some of the air stations were engaged initially in training and later included patrol duty. The first positive data concerning The Capitaine Caussin, in her hangar at NAS Guipavas, France, was one of several different types Germany’s decision to wage submarine of French airships operated by U.S. Naval Aviation forces in France during WW I and in the post- warfare in the western Atlantic was war period. received in May 1918. Prior to this, U.S. Naval Aviation had concentrated on providing trained aviation personnel and 11 Right, an LTA hangar at NAS Hampton Roads, Va., circa 1918. Note the airship being inflated in the hangar. Below center, close-up view of the Capitaine Caussin’s control car and its crew. equipment overseas to take part in the dirigibles on patrol consisted of the antisubmarine warfare (ASW) campaign following: Lewis guns and bombs (bombs against German subs in European were fused for contact or hydrostatic waters. settings); radio transmitters and Airships and kite balloons were used in receiving apparatus; flashlights and patrol operations by the nine air stations flares; very pistols with red and green listed above. These were primarily cartridges; life preservers, emergency American-built. However, some of the rations and water; aircraft signal books kite balloons were of British or French and local charts; carrier pigeons; and design built in the U.S. All the airships photographic apparatus. assigned to air stations in the United The three types of patrol missions States were of the B-class except the assigned to LTA craft operating off the British dirigible O-SS, bureau number A- coast of the United States were standard 1029. The O-SS was destroyed by a fire patrol (routine search in an assigned in the summer of 1918 shortly after it had area); emergency patrol (flown in been received at NAS Hampton Roads. response to the sighting of a submarine, The LTA craft (airships and kite to an SOS, or on a search and rescue balloons) were used in conjunction with mission); and escort patrol (escort for seaplanes and flying boats to help protect ships and convoys). shipping by detecting the presence and The majority of naval patrols conducted position of submarines and warning during the submarine campaign of 1918 surface vessels of the threat, as well as off the East Coast of America produced attacking the submarine with bombs or very few encounters with German guns. The location of mines and their submarines. The patrols were destruction were other important successful, however, because they were missions for LTA. The dirigibles were a deterrent to offensive operations by used to great advantage in patrol and German submarines. escort work. The cruising radius was The connecting link for Naval Aviation much wider than that of seaplanes, between the eastern coast of the United which provided longer escort capability States and the shores of Europe was and thus more protection. Their ability to primarily the kite balloon. The balloons hover enabled them to detect objects were used in a limited role by ships that which might otherwise have escaped the escorted the convoys across the Atlantic. vigilance of observers in the more rapidly U.S. Naval Aviation’s LTA activities in moving planes. the European theater began with the The B-type dirigible was handled by a assignment of Lieutenant Zachary crew of three: a pilot, an assistant pilot Lansdowne and Lieutenant Junior Grade and an engineer. The kite balloon was Ralph Kiely to England for dirigible pilot designed to carry as crew a kite balloon training in August 1917. Both men pilot and an observer. In many instances, completed their training and were during actual operations, the kite balloon graduated at Cranwell, England, on held only one person who probably acted November 15. In September 1917, Cdr. as both. Armament and equipment for McCrary and Lt.Cdr. Maxfield were 12 Left, a view of NAS Brest, the primary American kite balloon station in France. Note the kite balloon in the upper right-hand corner. Below, one of the French- built and American- operated airships on patrol off the coast of France during WW I. assigned to the U.S. Aviation Detachment in Paris. The two men represented the U.S. Navy during conferences with the French on the establishment of a U.S. dirigible station in France. The first contingent of dirigible pilots arrived in Europe in November 1917 — all were from the first LTA class at Akron. They included: Ensigns Strader, Talbot, Whitehouse, Brewer, Little, Deland and Hamlen. Ens. Hamlen was ordered to Headquarters, Paris, for duty in connection with dirigible operation, schools and training. The other six were ordered to Paimboeuf for LTA operations. This was the beginning of U.S. LTA Channel and St. George’s Channel. The operations in Europe that continued until U.S. naval air stations were Brest, December 1918, when two U.S. airships Paimboeuf, Guipavas, Gujan, La Pallice, escorted President Woodrow Wilson on La Trinite (all located in France) and his arrival there after the war ended. Castletownbere (Berehaven) located in In the European theater during WW I Ireland. Several other air stations had LTA operated only from air stations in been planned but they never France and Great Britain, carrying out materialized. ASW, patrolling and escorting convoys in NAS Paimboeuf was the most the waters of the Bay of Biscay, English significant station for dirigible Two French airships, the AT-1 and VZ-3, on the field at NAS Paimboeuf, France. These airships were transferred to U.S. naval forces and played an important role in patroling the Bay of Biscay. the second round, the firing spring broke became operational. She was flown by dirigible station under U.S. Navy control and the gun was out of commission. pilots and crew from NAS Guipavas prior were discussed in October 1917 However, the airship continued on to her to her transfer from the French to U.S. between the French and the Americans patrol station. The AT-13 picked up a Naval Forces. represented by Cdr. McCrary and Lt.Cdr. northbound convoy and began providing NAS Guipavas became operational on Maxfield, but progress was slow. escort coverage. In order to avoid an November 11, 1918, and Capitaine Lieutenant F. P. Culbert was assigned to approaching storm, the airship left the Caussin was officially ceded to the U.S. Paimboeuf for flight duty with the French convoy for a short time, and it was during Naval Forces on November 23, to be on November 10, 1917. He was followed this time that she sighted the U-boat. The maintained and operated by American by an American detachment on submarine immediately fired on the AT- station personnel. The Capitaine Caussin November 30, 1917. Permission was 13. There was no damage to the airship and AT-13 flew out of the air station in obtained on December 2, 1917, for Lt. and, unable to return fire because of her support of President Wilson’s arrival on Culbert and three other personnel to inoperable gun, she rejoined the convoy December 13, 1918, the last official flight receive flying instruction in French to warn them of the submarine’s of U.S. dirigibles in Europe. dirigibles at Paimboeuf. On January 4, presence and pursue her escort duties. LTA activities in Europe also involved 1918, Maxfield arrived to take command The airships out of NAS Paimboeuf kite balloon operations at several air of the American detachment there. The continued their patrols during the stations, including NAS Brest, La Trinite French Astra Torres dirigible (AT-1) remainder of the war but no other in France, and Berehaven (Castletown- arrived on January 30 from Rochefort submarines were sighted. bere) in Ireland. A kite balloon station with Americans comprising part of the When the Armistice was signed on was under construction at La Pallice, crew, followed on February 3 by the November 11, NAS Paimboeuf had three France, but never became operational. A Zodiac Vedette dirigible (VZ-3) French airships in its operating kite station had been planned for Lough transferred from the French station at inventory. They were the AT-13, VZ-7 Swilly, Ireland, but the plans were later Guipavas. and VZ-13. The VZ-3 had been abandoned. An LTA station that had The first patrols were made on transferred back to the French on been planned for Rochefort, France, was February 24, 1918, while the dirigibles September 26, 1918, and the AT-1 had never developed by the U.S. because of and air station were still under French been deflated and sent to the U.S. on the German offensive in March 1918 and control. As more Americans arrived, the September 10, 1918. During the war, the France’s need for the station. French gradually withdrew their airships operating out of NAS Paimboeuf U.S. LTA activities in Great Britain personnel for duty elsewhere. During established record flight times for during the war centered on the training of this period of transition, the station was airships on station; an endurance flying Naval Aviators and personnel, and on kite under dual control. record for one of the French-type balloon operations at NAS Berehaven. Paimboeuf was established as an dirigibles; and second best to the other American Naval Air personnel received American naval air station on March 1, French airship stations for total hours on some dirigible training at Royal Naval Air 1918, the same day the French ceded the station during the month of October. On Station (RNAS), Cranwell, England, while dirigible AT-1 to the Americans, the first December 16, 1918, the AT-13 returned many kite balloon pilots were trained at to be received by U.S. Naval Aviation to Paimboeuf after flying escort for the RNAS Roehampton. There were no Forces in France. Lt.Cdr. Maxfield was arrival of President Wilson in France. operational patrols by U.S. dirigibles in designated commanding officer, Lt. Two other air stations had been Great Britain. However, a British-built Culbert executive officer and six designated to operate airships in Europe, airship of the Submarine Scout Zero type members of the first LTA class from Guipavas and Gujan. Gujan was was received and operated by the U.S. for Akron were assigned as pilots there. The established on February 3, 1918, and AT-1 under American control made her construction work began on February 20. first flight on March 3. On March 20 the Lieutenant L.L. Babbitt was assigned as French transferred the VZ-3 to American commanding officer. The air station was control. scheduled to operate two dirigibles, but NAS Paimboeuf engaged in a variety of Gujan never became operational and operations with its assigned dirigibles. never had an airship assigned. When the Besides patrol duties and training, the air Armistice was signed there were three station performed experimental work. On pilots detailed to the air station. June 9, a submarine listening device was Construction on Guipavas began on tested aboard the AT-1. The Assistant March 11, 1918 and, on April 11, Secretary of the Navy, F.D. Roosevelt, Lieutenant J. F. Maloney reported aboard visited the station on August 17, 1918, as commanding officer. He was relieved and made a flight in the AT-1. by Lieutenant Commander Z. Lansdowne On October 1, 1918, another of the on October 30. Lieutenant Junior Grade airships under American control, the AT- M. P. Delano (a member of the first LTA 13, encountered a German submarine class at Akron) also arrived on October 30 during patrol operations. The airship had for duty as commanding officer of the escorted a southbound convoy from Brest Capitaine Caussin a French T-2 (Chalais- and then returned to her area of patrol. Meudon) type dirigible. The Capitaine En route, the AT-13 had conducted Caussin was scheduled for assignment practice shots with her 47mm gun. On to NAS Guipavas when the air station 14 training purposes at RNAS Cranwell. NAS Brest, France. war. This was not necessarily because This airship type was the only one to Berehaven later became a kite balloon there was more enemy submarine operate in Europe during the war with an station, again, supporting operations activity in the Bay of Biscay. In fact, the aircraft bureau number assigned, A- aboard HMS Flying Fox in late July and most vital areas needing aerial ASW 1030. All foreign-built airships operated early August 1918. Berehaven then support were the waters adjacent to the by the U.S. Navy in Europe used the switched to support of balloon operations coasts of England and Ireland. U.S. naval original manufacturer’s designation and on board the American battleships Utah, air stations were established in France did not receive aircraft bureau numbers, Nevada and Oklahoma from late August after the arrival of the First Aeronautical except this one. She operated as a U.S. through m i d - O c t o b e r . T h e t h r e e Detachment. training airship for only about a month battleships, operating from Bantry Bay, Lieutenant Kenneth Whiting had been (January-February 1918) at RNAS Ireland, had been sent to Europe to ordered to France as the officer-in- Cranwell and then she was transferred to protect the Allied convoys approaching charge of the detachment, with very France. In England the majority of LTA Britain. In the latter part of October 1918, vague instructions as to his duties once activities involving Americans included preparations were being made to move he arrived. He initiated arrangements Naval Aviators and associated personnel LTA operations from Berehaven to with France to establish many of the air assigned to British units operating British Queenstown to make kite balloons more stations that eventually came into airships out of Royal naval air stations. accessible to the ships located there. existence. If the Allies had jointly, instead NAS Berehaven, the only U.S. LTA air When the Armistice was signed, of separately, worked out a station in Great Britain, had been under Berehaven had 16 kite balloons on board. comprehensive plan for the establish- construction by the British prior to being The air station had been established in ment of U.S. air stations in Europe, more turned over to the Americans. It was April 1918, began operations in May and, U.S. stations might have been developed designed to operate as a kite balloon less than a year later, was disestablished in Great Britain because of the station and provide destroyers with kite February 12, 1919. submarine threat in English waters. balloons for convoy and patrol duties. The U.S. LTA operations in Great Britain U.S. Naval Air forces were successful British ceded Berehaven to the U.S. on were not as extensive as those conducted in working with French air units to April 26, 1918, with Ensign Carl E. by U.S. Naval Aviation forces in France. eliminate the submarine threat from Shumway as its commanding officer. It The extent of American LTA development French waters, specifically the Bay of was operational by May 21. Practice is pointed out by the differences between Biscay. When the Armistice was signed, balloon flights were made from towed Great Britain and France in the number of there were six U.S. LTA stations trucks, since the air station was not stations and activities. At the time of the operating or under construction in located close enough to Queenstown, Armistice, one American dirigible station France. where the destroyers were based, to was operating, one ready to begin Three U.S. air stations in France were permit easy transfer of kite balloons operations and another under dedicated to the operation of kite between station and ship. Berehaven construction in France. There were none balloons: La Pallice, La Trinite and Brest. was not very active because of the in Great Britain. Two kite balloon stations La Pallice was under construction transfer problem and the operational were in operation and one under when the Armistice was signed. requirements imposed on destroyers construction in France, while there was Construction had started on June 23, which did not permit time for kite balloon only one active kite balloon station in 1918, and was expected to be completed operations on board. In July 1918, most Great Britain. by the end of November. But progress of the U.S. LTA personnel and kite In contrast to Great Britain, France had was seriously hampered by the delay in balloon equipment were transferred to more American LTA stations during the receiving building materials. A Caquot M-type kite balloon used by American Naval Aviation forces in Europe during WW I. 15 The British-built submarine scout Zero-type On June 17, 1918, Lieutenant Junior detachment consisted of 12 kite balloons (O-SS) was used by American Naval Grade J. H. Dashiell assumed duties as and accessories, 40 men and two officers Aviation forces. Note the difference in the construction of the control car compared commanding officer. Four kite balloons to support the kite balloon operations. to the airships built in France. and two kite balloon pilots were on board The detachment initially operated from the station on November 11, 1918, the French kite balloon station at preparing for the start of operations. Lanninon adjoining the U.S. station. 13 when USS Benham experimented After hostilities ended, La Pallice was Later that year, equipment and with the Mumford steam winch and an R- disestablished on January 5, 1919, and operations were switched to the U.S. type kite balloon. transferred to the U.S. Army. hangar at Brest, on October 19. At the end of the war, six destroyers, Arrangements were made on March A Goodrich M-type kite balloon was were operating out of Brest that were 14, 1918, for the establishment of the inflated and flown from a French trawler capable of conducting kite balloon kite balloon station at La Trinite and on July 11. It was the first flight of an operations: Cushing, Benham, Ericsson, construction began in April. The location American kite balloon in France. Further O’Brien. Wilson and Sigourney. of the air station had been selected to flights were conducted in which the kite Several other destroyers had been enable it to provide kite balloon support balloon remained aloft for the entire day. equipped with a winch for kite balloon for convoys operating between Brest and Modifications had to be made on the U.S. operations. However, the necessary La Pallice. destroyers before they were capable of alterations had not been made to make Ensign C. M. Johnson was placed in towing kite balloons. On July 20, 1918, them serviceable. command, La Trinite was reported ready the first trial flight was made on USS When combat operations drew to a for operations on October 1, 1918, and Cushing. The equipment functioned close on November 11, 1918, there were the first kite balloon was inflated on successfully and after several kite 18 kite balloon pilots and 22 kite balloons October 18. Flights were made for balloon transfers they were returned to assigned to NAS Brest. The air station practice and instructional purposes, but the hangar at Brest. was disestablished on February 15, there were no active operational flights The successful operation of the kite 1919, and transferred to the French. because there was no towing boat to balloon on Cushing was followed by a Three types of American-built kite carry the kite balloons out to destroyers five-day operational trip aboard Cushing balloons were sent to France: M, R and C. escorting convoys. La Trinite had four kite beginning August 1. A kite balloon, four Several French Nourrice balloons had balloons on board and one kite balloon officers and seven men were aboard. been ordered but were not completed pilot when the war ended. The station Observational activities were limited due before the Armistice was signed. was demobilized on February 5, 1919, to the bad weather, but the trip provided LTA operations in Europe did not get off and the site was evacuated. useful experience. the ground as quickly as heavier-than- Brest was the most active of all the kite Cushing’s trip was followed by several air. However, their contribution to the balloon stations in Europe. Lieutenant other kite balloon excursions on other war effort should not be underestimated. Junior Grade G. R. Romulus arrived in U.S. destroyers. On August 14, a kite Out of the 15 operating U.S. air stations Brest on October 7, 1917, to begin balloon detachment left on USS Ericsson involved in sea patrol missions, there preparations for establishment of the air and had 64 hours of observation time were only three that had patrolled more station. Construction was contracted from the balloon’s basket during a I00- sea miles than the LTA station at through the French and work began in hour period at sea. Further experiments Paimbeouf. These were Killingholme, January 1918. The station was designed and testing were carried out on other U.S. England, and Ile Trudy and Le Croisic in to support two functions, kite balloon and destroyers. USS Sigourney experi- France. seaplane operations. mented successfully with the The dirigibles operated by the LTA activity began with the arrival of a Lidgerwood steam winch for kite balloon Americans did not have any U-boat kite balloon detachment from NAS operations on August 18. One of the last sinkings to their credit, but neither did the Castletownbere on July 4, 1918. This tests to be conducted was on November convoys they escorted have any losses to 16 U-boat attacks. It appears that the immediately upon her arrival in the U.S. trained in the operation of the airship and surveillance support afforded the in 1919. This Zodiac type (ZD-US-1) was others were utilized for experiments. The convoys by the dirigibles and fixed-wing the first dirigible built for the Navy with training flights were also used to prepare aircraft kept the U-boats from operating her bridge entirely enclosed. In 1922, the personnel for manning future rigid successfully. Navy transferred the ZD-US-2, which had airships proposed for the Navy in its 1920 While no American-built airships been kept in storage, to the Army. The VZ- fiscal year budget. operated in Europe during the war, a 7 and 13 (A-5592 and A-5593) arrived in Experimental flights conducted by the variety of French and English-built the U.S. in early 1919. They were later Navy’s non-rigids during the postwar airships were operated in Europe by U.S. assigned and shipped to NAS Coco Solo. period included: problems introduced by Naval Aviation. On October 6, 1919, Coco Solo requested the use of helium in place of hydrogen; The Submarine Scout Zero type that these two airships be stricken from investigation of static discharges; operated for a short time as a training the inventory because their condition did minesweeping tactics; development and airship in England with the designation not warrant repairs. Most of the foreign testing of torpedo launching equipment; O-SS and was assigned bureau number built airships sent to the U.S. after the testing new instruments and new fabrics A-1030. Other airships which operated war remained in storage until they were for envelopes; mooring mast under the American flag were the Astra- surveyed and removed from the Navy’s developments; water ballast recovery Torres types AT-1 and AT-13; the inventory. procedures and equipment development; Chalasis-Meudon type T-2 (Capitaine No German U-boats were sunk by meteorological experiments; rescue Caussin); and the Zodiac Vedette types Naval Aviation during WW I. However, procedures; refueling and regassing of VZ-3, VZ-7 and VZ-13. aviation is credited with providing dirigibles from surface craft; and ground The U.S. had several foreign dirigibles positional data to destroyers and other crew handling procedures and use and shipped to America during the war for surface craft that resulted in successful development of special equipment for experimentation, research and testing. attacks against the U-boats. The handling airships. Non-rigid airship These airships included the O-SS (A- evolution of LTA operations during WW I activity began to slow down somewhat in 1029). AT-1 (A-5472) and the SS-Z-23 led to a postwar period of important the postwar period as the Navy began to (A-5563, previously A-1030). With the developments in the Navy’s LTA turn more of its attention to developing cessation of hostilities, the Navy shipped program. Various foreign-built airships the rigid airship. back several other foreign airships that were purchased for experimentation and had operated in Europe or had been evaluation. New American airship contracted for prior to the close of the designs, some based on European VI. The C-class war, including VZ-7, VZ-13, NS-1, AT-13, developments, were constructed and AT-17, ZD-US-1, ZD-US-2 and Capitaine their capabilities evaluated. Airships The evolution of the C-class non-rigid Caussin. The CM-5 had been accepted by continued to operate during the postwar was the result of the need for a better the Navy but remained in France until she period, however, there was an extensive ASW platform for convoy and patrol was sold to Goodyear in 1920. The ZD- cutback in operations. Many of the flights duties against the German U-boat. lt was US-1 was transferred to the Army were made primarily to keep personnel designed in the spring of 1918 by the The French Astra-Torres type airship, AT-13, at the main American LTA base in Europe, NAS Paimboeuf, France. 17 The F series consisted of only one airship. It was originally constructed for commercial purposes by Goodyear and then acquired by the Navy. Bureau of Construction and Repair’s distance flights. Lt.Cdr. Coil, in his report on the C-5 Aircraft Division and was a major A C-class airship, the C-5, also was flight, indicated that the performance of advance over the B-class. The used in an attempted flight across the the C-5 between Montauk and St. John’s improvements in the C-class provided Atlantic. She was modified for the made a nonstop transatlantic crossing increased endurance for longer on- scheduled crossing and Lieutenant entirely feasible. Had it not been for the station time for convoy and patrol duties; Commander E. W. Coil was assigned as weather and the fact that a mooring mast more power for additional speed to commander. On May 14, 1919, the had not been developed, the C-5 might handle head winds; and more power airship lifted off from NAS Montauk, with have been the first aircraft to cross the reliability with the addition of twin a crew of six, and headed for St. John’s, Atlantic. engines. It also had a much larger useful Newfoundland. This flight was part of the When the Armistice was signed, only a lift capacity which permitted a greater test to determine whether they would few C-class airships had been delivered load of depth charges to be carried in its attempt the Atlantic crossing. On the to the Navy. Demobilization led to a ASW role. morning of May 15, the C-5 landed at reduction in the number of airships Contracts were placed with Goodyear Pleasantville, St. John’s The distance constructed and, eventually, only 10 and Goodrich for 30 C-class airships. The covered was 1,022 sea miles and the were built of the 30 originally ordered. cars were to be built by the Curtiss time in the air was 25 hours and 50 The last C-class was delivered on March Company. Only a few of the C-class were minutes. The flight had demonstrated 19, 1919. Two were transferred to the completed before the Armistice and so the airship’s long-distance cruising Army. the design improvements were not tested range, and the airworthiness of the C-5 to under actual combat conditions. operate under varying weather VII. New Airship Classes in the The first C-class airship was completed conditions. Post-WW I Period in September and made her maiden flight Permission was granted for the on September 30, 1918. She was Atlantic crossing and the ground crew The postwar period saw developments delivered to the Navy on October 22 after began the work of refueling and gassing in non-rigid airships that were more flying nonstop from Akron to Anacostia, the C-5. Wind conditions were gusty and advanced than the capabilities offered in D.C., where she was refueled and then variable during reprovisioning. After the the C-class. The success of the C-class continued on to NAS Rockaway, N.Y. ground crew experienced numerous was tempered by criticism from pilots This was the beginning of many “firsts” handling problems, it became evident about certain unsatisfactory features. for the C-class airship: the first to carry that the airship had to be deflated. The Criticism was aimed primarily at the an airplane aloft and launch it in flight; to ripcord was pulled but there were control car which was crowded, noisy demonstrate the practicability of aerial problems with the pulloff patch on the due to engine placement, and susceptible refueling from ships at sea by taking on envelope. Before any other action could to propeller blasts. As a result, the D- fuel from a submarine chaser; to use be taken, another gust of wind parted the class design was developed and helium as her lifting gas; to complete a final lines holding the C-5. The airship authorized by the Secretary of the Navy transcontinental flight across the U.S.; drifted rapidly away, heading out to sea on July 16, 1918. Goodyear received a and to make numerous record-setting with no personnel on board, and was lost.

[Belleauwood]

Yet Again, another great little group. Should you decide to let'er go, it would look good here on the East Coast.!!

 

Another nice one!

 

DJ

[BEAST]

Mining on eBay can produce some fantastic nuggets. That's a really nice group Kurt!

[teufelhunde.ret]

Mining on eBay can produce some fantastic nuggets. That's a really nice group Kurt!

Ditto :thumbsup:

 

I know of a collector on the East Coast who would love to have the group... :w00t:

[SEABEEBRIAN]

Impressive

[APO472]

Pretty neat group, Kurt! You don't see these everyday...

[KASTAUFFER]

After owning this group for a year, more stuff just turned up! Here is his Naval Aviator Flight Logbook. I will be posting more pics soon.

 

 

[manayunkman]

Very impressive group especially off ebay. Most impressive though is that, if I read correctly, he served for 3 more years after his death.

[KASTAUFFER]

Very impressive group especially off ebay. Most impressive though is that, if I read correctly, he served for 3 more years after his death.

 

Typo fixed :thumbsup:

 

Kurt

[vicjoy1945]

:thumbsup: :thumbsup: :thumbsup:

 

Nice Kurt...and right up your alley !!!

[dhcoleterracina]

Very cool group, I thought those wallets were a WW2 item [similar to the Army version]. Do you know when they stopped issuing the wallets? Did he also serve in WW2?

[KASTAUFFER]

Very cool group, I thought those wallets were a WW2 item [similar to the Army version]. Do you know when they stopped issuing the wallets? Did he also serve in WW2?

 

Hi Dexter

 

The Navy has been issuing the cards in the leather wallet since before WWI. The earliest one I own is from 1919. I have seen them up as late as the 1950's but they might have been in use even longer. Babbitt retired before WWII started.

 

Kurt

[Wharfmaster]

Kurt:

 

March 1 1919 Navy Directory shows him at NAS Pauillac, France. Great example of sewn down shoulder boards on his AV Green uniform.

 

 

Regards,

 

The Wharfmaster

USMM

 

 

 

 

Enlisted you say? Son, I was BORN in the United States Navy!

[KASTAUFFER]

Just took some shots of his Flight Logbook. The Flights start in 1916 and go up to 1923. The flights from 1916 to Jan 1918 appear to be backfilled into the log, meaning that he didnt have a logbook until January 1918 and once he got the book, all of his previous time was entered into the book.

 

Its interesting to note that his first flight in an airplane was at Guantanamo Bay in a " Curtis type aircraft ". This would have been prior to May 1916 .

 

In 1917 he flew with a " Lt. Geiger USMC" .

 

 

Signed by Floyd M. Bennett , MOH recipient. He was part of Byrd's expedition . He died in 1928.

 

[KASTAUFFER]

 

Lots of Dirigible flights on this page. Also greeted " Senator Harding "

 

 

The page noting he had been certified an HTA Naval Aviator. He was already an LTA one .

 

 

His last page

 

[mark leonard]

Great score Kurt!! Would really like to see more!!!

Mark

[KASTAUFFER]

Great score Kurt!! Would really like to see more!!!

Mark

 

Mark

 

Its too bad we dont live closer. It would be fun to have show and tell at each others houses. I have a ton of Flight Logs I have never posted,

 

Kurt