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TEN ROMEO NEWSLETTER

TEN ROMEO TO MOSCOW, Report 3

April 10, 1984

Dear Friends:

My, - time flies, and the schedule is tight, but an update is needed!

Installation work on TEN ROMEO is moving ahead well.  The FUELTRON is installed, and original testing indicates it is, indeed, as accurate as claimed - within 2%.  ( Fantastic, Bob!)  The wingtips are painted and installed and the strobes work.  The "Gap Seals" are on, and what a remarkable improvement.  The backup pressure unit is installed, and an EAM-2, 91, life raft was ordered Friday.  Arrangements are in place for the BF GOODRICH boots to be installed the week of May 14th.

In addition -- the normal small things have been accomplished that are almost too minor to mention - such as the flux-gate control moved to make room for the Fueltron, a backup directional gyro installed, with a subsequent move of the 2nd altimeter, the dual control yoke reversed, and the pilot seat repaired.

Negotiations are under way for the final two pieces of equipment - a primary navigation unit, and a HF radio.  Will keep you posted on progress, and perhaps this is a good time to touch on "philosophy" of equipment acquisition.

Two months ago I Asked two friends in the General Aviation equipment field to donate one of their units to the TEN ROMEO TO MOSCOW project.  Within 24 hours, I found I was becoming uncomfortable with my request.  What if TEN ROMEO swallows a valve and I have to ditch in the North Atlantic, or suppose the Soviets confiscate TEN ROMEO?  (Neither of these possibilities are anything but a very remote risk.)  If such were to happen, my equipment sponsors would have a full loss and nothing to show for it.  Soooooo - I immediately sent off a follow-up letter with a check for 1/3rd the suggested retail price of the equipment in question.  This covers the basic cost of the equipment I need (with satisfaction, probably, to stockholders should a loss occur), but it also makes me a real partner in any equipment that goes into TEN ROMEO.  I should tell you that in every case to date, the arrangement has been acceptable, and my "uncomfortableness" has been eliminated.  Perhaps this is dramatic proof of the interest and excitement being generated by this project.

There seems to be a universal desire to move toward more "people-to-people" contact with the Soviets in the non-government, non-military arena.  The hope that dwells in all of our hearts for a small crack in that formidable "Iron Curtain" seems presently to be focusing upon TEN ROMEO TO MOSCOW as a small step with great potential.  Who knows what the final benefit might be if this project is truly successful?  (And - all of us know that political events a week before my flight into Moscow could have me cooling my heels in Oslo without the Russian Navigator or final approval into the big city.  As you know, contingency plans are in place for such an event, though my expectation is that there is only a 5% possibility of my not reaching Moscow.  If the final approval on the morning of July 4th is not received, I will wait two days and then depart for Basel.)

But - on with today's events.

Gerry Gordon continues to provide supervision of my test flying TEN ROMEO.  Results of these tests will be reflected in my "Plan for Flying" which will reach you in a subsequent report.

My FLIGHT PLAN ROUTE has been modified slightly, and will begin in Denver, Colorado, on June 25th.  I will be leaving from the American Bonanza Society Annual Convention.  There are a couple of major plusses with this modification.  First, I will be able to have the pleasure of contact with my many ABS friends, which I enjoy so much.  Second, it will give me a "first-leg" record shot from Denver to Albany, NY, of 1,622 miles.  This will be my longest leg, and it will be over territory with which I'm familiar.  A good precursor to the North Atlantic swing!

Several interesting points you may find worth reviewing.

Don McQuinn has approved a special flight up to Moncton for equipment review.  This will allow me to return to Albany to start my record runs.

It turns out that the FAA approves a "Ferry Flight" in one direction only, - no "round robins".  We are working on plans for approval to be obtained in Berlin - otherwise a special trip will have to be made to Frankfurt, and the record legs interrupted.  We'll see.

The possibility of a 100 amp alternator has been researched.  It appears there is no such animal for a 12 volt system, so I will live with my 70 amp unit, but take a couple of steps for added protection.  First, an alternator diode monitor has been ordered and will be installed.  Also, I will plan to have a TR-720 hand communicator aboard.  Obviously, this also makes it even more important to obtain the 8 amp alternator backup.  Beech no longer makes the kit, since no one purchased them.  They apparently were purchased as an option during production.  Star Air, and other sources have been checked without success, but I will continue to look, since I need this item.

Dick Murray has been a tower of strength and support as we have worked through electronic needs for the flying ahead.  Once we learned that my present 70 amp alternator would have to do, Dick suggested that the "pop-out" circuit breakers would not be appropriate for the kind of flying I intend to do.  Thus, we are replacing the old breakers with the new, narrow, controllable units.  This will facilitate "load-shedding" should it become necessary.

Several within my "communication network" have asked about progress with the major "PROJECT SPONSORS", and perhaps now is a good time to talk about that.

Following Report # 1, a number of friends suggested that there was no way that I could arrange for four major oil companies to "go-to-bed-together" - at least not four of them appearing on the side of ONE aircraft as sponsors.  (I guess I should have known that!)  As a result, I have been doing some re-thinking of the sponsorship bit.  We expect to have one oil company, and then provide diversification as required to make up the balance of the $40,000 needed.

However, it seems important to me for the aircraft to be reasonably prepared for the flight, and my "wrap-up" trip to Moscow of May 4th to be completed, before the major move for sponsorship is undertaken.

However, three individuals have indicated their willingness to move for sponsorship on my behalf when the above two conditions have been met.  Also - preliminary communication is underway with an oil company "interested in unusual projects to sponsor".

In reference to this last comment, it appears that there may be the possibility of a "follow-on" sponsorship upon my return from Moscow.  If this works out, I may strike for a record every time I fly TEN ROMEO more than 500 miles per leg.  With this as a possibility, I've spoken with Jack Palmer (who knows more about protecting metal with paint than most anyone around) and we will paint the internal tanks of TEN ROMEO to give them a longer useful life.

My next report is scheduled for delivery upon my return from Moscow, May 11th.  I will be in Moscow for a week to work out any final details associated with the flight.  Of course, if I make a breakthrough on a primary navigation unit, or an HF, that would warrant an immediate report.

Let me again thank you for your interest and support.  Without it, this would be a hard, lonely road I'm traveling.  With it, every accomplishment becomes a victory to share.

The other day a good friend said, "Mil - all you need to fly an ocean is a good aircraft, enough gas, a radio, and a cool pilot!"  How true!  But - keep in mind that as I build TEN ROMEO into an inter-continental aircraft, who knows what the next mission might be?  And - even with the TEN ROMEO TO MOSCOW project, I'll be making 100% more crossings than the average ferry assignment.