|
[Home Page] [Newsletters] [About Mil Harmon] [Future Plans] [Sponsors] [Advisors] [News Coverage] [Acronyms]
|
|
TEN ROMEO NEWSLETTER FRIENDSHIP FLIGHT, Report 6 May 20, 1986 Dear Friends: A number of you have called, asking how plans were progressing. It has been a while since my last report to you, but a great deal has been accomplished in recent weeks. Let me bring you up-to-date. One of the most exciting bits of news is that the PBS TV documentary film, "FRIENDSHIP FLIGHT", is complete and scheduled here in the Albany tri-city area for July 9th at 10:00 p.m., and July 17th at 2:00 p.m. Most of you are within range of a PBS transmitter, and if you would like for the film to be shown in your area, it should be easy to arrange. Ask your local PBS people to request the film from Ellis Bromberg, Director of TV Broadcasting, here at WMHT-TV 17. Ellis' phone number is 518-356-1700, and his address is: WMHT Box 17, Schenectady, New York 12301-0017. I understand that there is extensive "sharing" among PBS operations throughout the country, and Ellis indicates he should have no problem sharing a copy with those who have an interest. Additional background on the final format of the film may be of interest. In my Report #5 it was mentioned that the film would be expanded to include comments from officials in Washington, Dayton and Moscow. On a nasty day in early February, I loaded Steve, our producer/director, and his camera crew aboard TEN ROMEO and off we went on a filming mission. Outstanding clips were obtained from friends in Washington and Dayton. How nice to have so many friends willing to say nice things about the TEN ROMEO TO MOSCOW'' project! From the viewpoint of General Aviation, I was most impressed with President Edward W. Stimpson's comments. Ed is a good friend of long standing, is president of GAMA, (General Aviation Manufacturers Association) and has a broad view of the aviation field, world-wide. You will find his comments perceptive regarding the equipment carried by 10R, and his references to the differences between East/West flying insightful. Our expectation of a quick trip to Moscow for additional film clips did not work out. A carefully drawn request was prepared by Steve, but we never did receive sufficient confirmation from the Soviet Embassy in Washington for the Channel 17 administration to approve the funds required for the trip. This is not too different from my experience - communication with Moscow is difficult, at best, from this side of the Atlantic. However, as an eternal "optimist", I fly into Moscow and assume that what I want to accomplish is possible. With few exceptions, this is how it has worked out. I commend the "tough-minded" business sense of Channel 17, and have no problem with their decision. As an innovative producer/director, Steve covered his needs by using film clips of local Soviet Specialists here in the academic community. But - on to other things. A great deal of my test flying of 10R equipment is done in a triangle from Albany down to Long Island, up to Boston and back to Albany. Within this area there are a number of FAA Control Centers that I am in contact with on a repetitive basis. These folks are great to work with - they are always willing to be helpful, and give me considerable latitude in operating off airways as I check out the AVA-1000 and its Great Circle capability. Last fall, while flying the BERMUDA TRIANGLE CHALLENGE project, careful NAA and FAA records were kept of the overflights of Bradley, Block Island, Quonset, Martha's Vineyard, and Nantucket. This was done deliberately, and as a result, TEN ROMEO now has a speed record from each of these locations to Bermuda. Arrangements have been made with Col. Brown, of the NAA, and a good friend in the FAA, for my individual record plaques to be presented to the above stations. The next time there is a retirement party, or some similar occasion, I'll jump in 10R and fly down for the presentation. "Have plaques, will travel." (Thanks, Rich!) My experience indicates FAA Flight Controllers are doing an outstanding job. Their work is complicated, demanding, and carries far less recognition than they should be getting. This is a small way of saying, "THANK YOU" to a dedicated group of guys and gals who are always there when you need them! Milt agrees with me and sees the NAA as benefiting in this kind of sharing of awards. The FAA personnel really appreciate this kind of recognition, too. Following my record run from Denver to Albany in the summer of 1984, I called Don Early, of the Kansas City FAA, and asked if they had a wall to hang a record plaque on if I were to send them one as a small "Thank You" for the excellent assistance they had given me in allowing me to fly "Great Circle" through their control area. What a response Don had, - "Dr. Harmon, if we don't have one now, we'll build one!" Speaking of awards -------- . Thirty years ago I was surrounded by friends who knew of some of the activities I was involved in, and they suggested they would like to nominate me for a Jaycee award. I was flattered, said fine, and was as surprised as anyone when, in 1956, I was identified as one of the TEN OUTSTANDING YOUNG MEN OF THE NATION. Once again, I seem to be surrounded by generous friends who have suggested that the accomplishments of TEN ROMEO might well qualify me for a number of interesting awards. I find this rather mind boggling - here I am having a "ball" doing exactly what I most want to do, and all of this might qualify for an award? This is UNBELIEVABLE! While I have indicated to my friends that I feel the full time military pilots have an inside track to the awards mentioned, I have taken the time to document my aviation commitment and have passed this background on. (Many thanks Pat, Don, Glenn and Bob.) A further comment about records and awards. As you may have noticed, Chuck Yeager continues to chase me as the top man in the speed record business. While no one can touch the quality and depth of Chuck's records - he really is in a class by himself - he carries the backup support of Piper Aircraft and Bantam Books. His book "YEAGER" is a best seller, and he spends at least part of his time flying to "Author Parties" setup by Bantam, in an aircraft provided by Piper. When the distance and weather is right, why not go for a record? I knew that Col. Brown, of the NAA, was working closely with Chuck in that whole process, so I called Milt and asked him if he could open the door a crack for me at Bantam Books. He did some phoning, provided a bit of background information on what I was doing, and called me back with a name to contact at Bantam. I immediately sent off a note to the person he suggested, and included an outline of what I had in mind for a small book on the BERMUDA TRIANGLE CHALLENGE. In no time at all, I got a call from Bantam! It turns out that Bantam would like to have an adventure series for 14-to-18 year-old males - something that could be used as a gift to a young man that might carry his interest. Subsequent flights of TEN ROMEO were discussed as a possible series, with the North Pole flight as a follow-on to a Triangle book. Additional information was provided, and I really felt that Milt had done more than "open the door a little crack"! We will see how this turns out. I know the whole editorial board of Bantam must approve the concept, but I seem to have a mighty strong mentor to carry that concept to the whole group. (Many thanks, Milt!) Speaking of writing, -- the five-part series carried by the KNICKERBOCKER NEWS here in Albany last December was sent to a number of friends in Moscow, and subsequently I learned that it had been reprinted in the Moscow press. A significant part of that series dealt with insight into Soviet thinking about world events which was provided by Vladislav Trapeznikov, of NOVOSTI NEWS. I had some concern about how Vladislav might feel about my extensive quote of his comments and had not obtained a tight approval from him for clearance of as much material as I had used. My concerns were set to rest this spring, when I received a phone call from a student at the University of Rochester who had just returned from a visit to the USSR. "Our student group was addressed by Journalist Trapeznikov, and following his presentation I spoke with him on a question or two. When we were about finished, he asked me to call you and give you his warmest regards. He said it was his hope that he would see you in Moscow again soon." I interpreted that message from Vladislav as carrying his approval of what I had used in my series from our conference in November. It is possible for me to share additional information at this time on a topic raised in Report #5. You may recall that I mentioned my hope of borrowing an aircraft to strike for three records. The aircraft I wanted to borrow was the Beechcraft LIGHTNING. That bird, the EJ-1, was a single-engine propjet designed and built by Beech. By any standard one would care to use, that was one of the finest pieces of machinery ever built. Engineering costs escalated to the point that it seemed unwise to establish a production run of that aircraft, however. At the 1984 ABS (American Bonanza Society) annual convention in Denver, I indicated to President Blue, of the Beech Aircraft Corporation, that I was hopeful of borrowing the EJ-1 for a strike at three records. At that time we knew it was cost prohibitive to produce the aircraft, but often prototype units are destroyed. Linden was noncommittal regarding my request, but promised the EJ-1 would not be destroyed. With appropriate "visibility" and "credibility" established in TEN ROMEO to perhaps qualify for support of Beech leadership, I made a formal request to borrow the EJ-1 for two "time-to-climb" records, and an assault on the altitude record presently held by the Cessna P-210. James Walsh had replaced Linden Blue as president at Beech, and his response to my request this spring carried unhappy news - the LIGHTNING had been dismantled! With this turn of events, I have increased my efforts to configure TEN ROMEO into the "propjet single" that will enable me to undertake the flight projects planned for 1987 and beyond. Some of you know that the week after I purchased TEN ROMEO, I explored with Allison the possibility of placing one of their turbines on my bird. That was many years ago. There was little interest then, although an Allison Bonanza is flying today. However, for two years I've had my eye on an experimental turbine that would be cost effective, and serve efficiently the 10,000 Bonanza owners who might care to update their aircraft. And - within the last week two events have brought me closer to success in turning TEN ROMEO into a propjet. First, I have located a "quick-release" door that would be required for testing TEN ROMEO when modified with a propjet, and second, I have located a friend who has the capability and willingness to work with me on the conversion. (Now to obtain the turbine unit I want!) With the new conversion, TEN ROMEO will be known as a SILVERSTREAK BONANZA. Does that have a familiar ring? Some may remember "Project Silverstreak", that small package I put together in the early 80s in which I planned to take the first production model of the LIGHTNING and fly it against every record in the books. Obviously, there is no way I can turn a BE-36 into a LIGHTNING. TEN ROMEO is not pressurized and this presents complicated problems - particularly on an altitude record attempt. However, there are ways in which these complications can be met, and these will be a challenge. Those of you who have been receiving these reports for any length of time know that a circumaviation has always been in my plans, but I do not intend to fly such a project with a reciprocating engine. Pre-positioning 100LL gas throughout Siberia and China would present major problems. If kerosene can satisfy fuel requirements (it's available almost everywhere) then my concentration could be focused on flying and improving record times rather than logistics. Once the circumaviation is complete, the real fun starts! Every time the Malibu picks up a record, I'll fly the same route and take it away from it. Time to put that dream on the shelf for a while, and come back to earth to look at what will be happening soon. On May 28th I will, once again, be on my way to Moscow. This will be a short trip, with a return on June 5th. There are a number of objectives that I hope to accomplish on this trip, including the following:
This last possibility raises a number of interesting logistical questions. If the P-39 is delivered, it will be necessary to arrange for a spot on the airport to erect a small hangar. Preliminary contacts have not been encouraging, but there will be an appropriate direction for these matters to be resolved in time. Our unofficial reading of how the Soviets might respond to the P-39 loan has been favorable. The Summit meeting has opened many new opportunities for unusual American/Soviet linkages. Speaking of such linkages, my May 28th trip to Moscow has the possibility of setting in place a format that may be useful in the months (and years?) ahead. As you know, in my nearly a dozen trips to the USSR in the last 28 years, I have used many carriers and travel agencies. I have submitted a modest project proposal for USIA funding to enable me to pursue my exchange interests between American and Soviet teachers and students. As a result, I have undertaken a partnership with FINNAIR, and this trip will be using the FINNAIR expertise extensively. I have been impressed with the service received in the past from these delightful people, and am finding that there is great flexibility in what may be arranged through them. If we receive the quarter million requested from USIA, it will be exciting to once again put in place the visitation plans of a year ago. You may recall I had found that my educational colleagues here in New York State were pleased with the prospect of having Soviet guests. And, my Soviet friends, teachers from School 29, were excited about coming. Unfortunately, I was unable to arrange "standby" status for them with Aeroflot to Montreal, and thus plans were temporarily shelved. You have probably noticed that in recent months there have been many Soviet visitors to our shores. The Summit has made it easier for established US groups to do this, but since I have been operating independently, I don't have the machinery, or funds, to move quickly to take advantage of the improved atmosphere. I have every expectation that in time I will be able to arrange for my Soviet friends to visit me and my educational colleagues here in New York State. But - now back to flying! As you know from Report #5, TEN ROMEO's next exciting project will be a record dash up to the North Pole. We expect to make this project a part of Albany's Tri-centennial celebration, and plan to make the trip the second week in August. In my last report, I mentioned that I intended to have a GPS (Global Positioning System) in TEN ROMEO before the dash to the Pole. This has not worked out, and I think - with hindsight - there were two reasons. First, my contact with the new, exciting, small company I had located was with the VP for sales. This was probably a tactical error. In all other cases, my arrangements with Equipment Sponsors have been with the president or chairman of the board. The last person in a company who can afford to be generous is the person responsible for sales. (I really knew better.) Second, the last three failures of our space efforts have delayed a functional GPS system for probably an additional two years. This has to be a factor to a small, innovative company tooling up for service to GPS needs. Sooooo - I've turned to other sources to provide protection for that exciting trip north! My friends at ARNAV are doing some special thinking about configuring my AVA-1000 for operation off of the single most northern transmitter in the Norwegian Loran chain. The Greenland Ice Cap may be too high for this to be possible, but we are exploring the possibilities. ARNAV is also working with us on another phase of that record shot to the Pole. As you know, we expect to have a small packet to drop at the Pole which will contain a message from Mayor Whalen, an Albany flag (the trip is a part of the Albany Tri-centennial celebration), and an American flag. In addition, we would like to verify our arrival at the North Pole by a source outside our aircraft. Thus, we are considering a specialized ELT (Emergency Locater Transmitter) as a part of the drop-package which could be read by satellite. Since satellite reading of ELTs is a lifesaving process, it has been suggested that the Soviets might object to this procedure. However, we are configuring the specialized ELT to operate for only three satellite passes, and then it will close down. Also - we expect to modify the message to be sent. It will not carry an aircraft identification, but rather a special code, perhaps NAA. Col. Brown should be able to keep us out of hot water with our own satellite people, and when I'm in Moscow later this month, I'll see if my Moscow friends have any interesting suggestions on how we might use their satellite for verification. We are still looking for a "Sun Compass", and if anyone knows where we can find one, please let me know. (Don - your Canadian "bush" pilots have these. Any way you might help us find one?) We have made a real "breakthrough" in increased safety arid capability for the Pole trip by adding four new advisors for that project. The 109th Air National Guard operates out of Schenectady, right next door to Albany. Their primary mission is to supply our "DEW line" operation, and they make three trips a week into that inhospitable northland. The advice of you and your people, Doug, is greatly appreciated! Everyone receiving this report will probably remember reading about the 109th last year when they brought about the most unusual rescue of the century. ( Steve - you should speak to your Hollywood Director/Producer colleagues. That rescue would make a fantastic movie!) A Fairchild-27 was on its way from Europe to Nicaragua when its fuel switching system malfunctioned and they went in. The 109th diverted from one of their delivery missions, located the downed aircraft and brought the survivors out. Can you IMAGINE landing a LC-130-H on the uncharted Ice Cap beside that wreckage which was hardly discernible as once being an aircraft? And - the people who were aboard and what they were carrying certainly provided intrigue! But - back to TEN ROMEO. Steve Honeybill has asked to go along on this Pole project, and we'll plan for him to once again serve as the NAA Official Observer. He'll also have his camera along to film the project for whatever use might appear later. We have an excellent "Blue Chip" advisory committee: Tom Whitehurst will provide PR support, Roger Hannay will handle linkage with the Mayor's office, (Roger and his father, of HANNAY REELS, provided the first $1,000 support of the "Friendship Flight" to PBS Channel 17-TV which locked in the possibility of the documentary film), and Tony Salerno will help us gain community interest in the trip. We have yet to find a sponsor. We came close with MOBIL OIL. They had a new synthetic oil they wanted to highlight, and are committed to capturing more of the aviation market for fuel. We had a good contact with their eastern representative, but found this year's budget had been committed to the VOYAGER. (Not to worry - Dick and Jeanna need that help desperately. My turn will come!) A few odds and ends. KING RADIO support of TEN ROMEO's panel has been outstanding. The panel continues to be in excellent shape for the trip north. The PAGE operation at Albany continues in place and is appreciated. If we do end up with a P-39, I'll need additional help, Chuck, to find a way to place it under cover. I know the experimental turbine I would like to have in TEN ROMEO. My first proposal in that direction was made a year ago. I'll need some mighty strong support from a number of directions to obtain a final "yes" to that project! I'll close this report with a very special "thank you" to President Don Schein, of Channel 17. I met Don nearly 20 years ago when I first came to Albany. I worked with Don and his people in those early days in selling them on the need for his station to carry "A.M. Weather" which is particularly helpful to pilots. I also worked with Don on some of his fund-raising drives. With the "Friendship Flight" coming on line in July, it has been possible to become better acquainted with Don. Don and I have similar roots back to Boston University, and at about the same time. There is a very special genius about a man who had a dream, 25 years ago, started alone, and has brought Channel 17 to its present level of service and recognition. My hat is off to you, Don! And many thanks for your interest and support of TEN ROMEO as a small instrument of detente. I think the film will be well received. My next report will be to you before the August flight north, and will provide additional information on safety factors which will be built into our project. WARMEST REGARDS TO ALL!!!! ------------ Early Tuesday, April 29, only hours after I learned of the accident at Chernobyl, the following cablegram was sent to the USSR:
-------------- I am looking forward to seeing Vladislav while in Moscow, and thought you might find the cablegram of interest. (By the way - it has taken a while, but I am finally learning how to manage this computer. There are times when I think of it as an unmanageable monster!) |