[Home Page]  [Newsletters]  [About Mil Harmon]  [Future Plans]  [Sponsors]  [Advisors] [News Coverage]  [Acronyms]

TEN ROMEO NEWSLETTER

HEL-SVO SPORT PILOT CORRIDOR, Report 1

September 1, 1988

Dear Friends:

This report will deal primarily with TEN ROMEO news, but first:

FLASH - TELEPHONE CALL INDICATES EASTERN BLOCK NATIONS AGREE 'IN PRINCIPLE' WITH A TEN ROMEO OVERFLIGHT TO INAUGURATE EUROPEAN DMZ.

Have asked for clarification of the DMZ concept and an estimated time for TEN ROMEO's overflight.  Will keep you posted.

Now to the exciting news!

I had flown TEN ROMEO to PALMER AIRMOTIVE in Wellsville, New York, for the elevators to be painted while I was in Moscow for my April trip.  Just hours before leaving the country, I received a phone call from my good friend Jack Palmer.

"Mil, what's your schedule for TEN ROMEO in the weeks ahead should we decide your plane needs a totally new paint job?"

"Jack, I'll be out of the country for the next two weeks, but time is not a factor.  The problem is, I don't have the money for a new paint job at this time.  As you know, I'm planning my China flight and I'm going to be stretched financially to bring that project about!"

"Well, Mil, I'm going to donate a new paint job for TEN ROMEO!  Your plane's beginning to look tacky, and it's been ten years since we last painted it.  Besides, the projects ahead, as well as your air show appearances, require a better looking aircraft!"

Thus, upon my return home, TEN ROMEO was beautifully repainted!

WHAT A SIGHT!  I've never seen such an outstanding paint job in my life.  The color scheme was identical to the old paint to provide continuity, although the large registration numbers now required by law were added.  In the next AP worldwide story on TEN ROMEO, there will be no mistaking the aircraft since it will obviously be the same beautiful bird that had press coverage on the Bermuda Triangle, North Pole and Moscow flights!

Not only has Jack been a close personal friend for many years, but PALMER AIRMOTIVE has been the modification center for TEN ROMEO for the last four years.  The PALMER crew have seen me and the aircraft at their facility often as I have prepared for my flight odysseys.  While PALMER paints all kinds of aircraft, including jets, from all over the world, to me their operation seems like a warm, close-knit family.  It would be hard to find a more enthusiastic group of TEN ROMEO supporters anywhere.  As a result, special attention was provided in many ways which only I would spot.  Suffice it to say, when I brought the plane home to Albany, my maintenance crew checked it carefully and couldn't find a single criticism.

Replacing names of sponsors, flags, and special art work was a real task, but was completed before my air show circuit swing.  TEN ROMEO has, more than ever, become a real showpiece on any airport ramp!  MANY THANKS, JACK, TO YOU AND YOUR WONDERFUL CREW!

This year seems to have been filled with special attention to TEN ROMEO - a need not surprising given the heavy flight experience during the last few years and 154 records.  It started with the annual inspection in December when the magnesium elevator skins were identified as failing.  Replacing with new aluminum skins was the answer.

My January 10th report mentioned briefly that the skins would be replaced in Ottawa, Kansas.  Bob Dodson operates out of Ottawa as DODSON AVIATION, and has been a good friend for over 20 years.  In one of my earlier reports I mentioned my close relationship with DODSON AVIATION, indicating I represented Bob in a purchase offer for a DC-8 at Islip Airport years ago.  I have watched Bob's operation grow over the years, and today he salvages and purchases aircraft all over the world.  When I first learned of the elevator skin problem, I called Bob indicating I had a major difficulty.  His response was typical of his generosity and "can do" attitude.

"That'll be no problem, Mil.  Come on out and visit your mother for a couple of days, and I'll re-skin your elevators!"

On March 16th I departed Albany for Ottawa and the elevator "fix", as well as some help from my friends at KING for a minor modification required for the 3M update of my STORMSCOPE WX-10 to a WX-11.

It was Friday afternoon when TEN ROMEO was pulled into the Dodson hangar and the boys began stripping off the old skins.  I joined Bob in his office, and for two hours had a rare insight into the international aspects of his operation.  During that short time, I was privy to Bob's skill as he sold a Lear Jet to a French corporation, arranged for one of his King Airs to be delivered to a South African purchaser, and worked out the details of a ferry flight of one of his Senecas to West Germany.

Bob's primary business is supplying jet parts to purchasers worldwide, but his experience in the aviation field is extraordinarily broad.  I checked with the boys in the hangar and found a good start had been made on my elevators.  TEN ROMEO was in good hands!

I had made arrangements to have lunch with Bob on Monday, and as our meal started, we discussed options ahead for TEN ROMEO and my remaining record goals.  These sessions with Bob have been ongoing for two or three years.  Bob was one of my advisors who agreed that placing a turbine on a non-pressured single was not the way to go, and he has been looking for a pressurized Baron that we might modify for the three records I've had my eye on for several years.  Last year he located a Baron in Germany for our project, but it didn't work out.  We both agreed that TEN ROMEO should not be modified for extraordinary goals, but be maintained for normal use, and probably the Washington/Beijing FRIENDSHIP FLIGHT.

More than a year earlier Bob had indicated he expected to find a pressurized Baron for the special modifications I had in mind.  In anticipation of having the proper airframe to start with, I contacted a number of shops which have the capability of doing the work required for my personal "LIGHTNING", and shared my results.

"Bob, I've explored the Baron/Bonanza PT-6 package with three locations where I felt the expertise would allow the work to be done.  In each case there seemed to be great interest in the concept, but once we progressed to the BIG question - 'How much money do you need to put the plane together?'  I've drawn a blank.  I get no response."

"So, Bob ---- let me put the same question to you.  How much money do you need to put this dream together?"

"Well, Mil, you have a commitment on the propeller, don't you?"

"Yes. When I learned that Beech had destroyed their LIGHTNING, I assumed they had returned the prop to McCauley and asked my friends at the factory if they would save it for me.  They said it was a standard item, and they would provide one when I needed it."

"And you have mentioned that arrangements are in place for a PT-6?"

"I have been told it would be possible to obtain a PT-6 from the Pratt-Whitney pool, when we need it."

"In that case, Mil, I don't need any money to put that bird together for you!  I have enough crew around to carry such a project without it hurting my operation, - just like we're handling your elevator skins now.  There is excitement in working on a unique bird like we have in mind.  It would be fun."

That was an exciting moment!  With a number of doors being closed in recent months, it was a breath of fresh air.

"Of course," Bob continued, "we will need information on how to mount the turbine, and anything else your friends at Beech and/or Pratt-Whitney might care to provide us as we build a modification patterned after their LIGHTNING."

It was a mighty exciting lunch, as we sketched out our plans!!!

The Baron engine mounts will come off, and those locations will be re-skinned.  Additional fuel bladders will be installed in the former engine locations.  Ice protection could be provided by Lear Jet leading edges (Bob has a set) utilizing bleed air.  Special attention will be given the pressurization, and the panel will be lean.  Flight testing of the new aircraft will be done in Ottawa, and I plan to do it myself.

And so - search for an appropriate Baron-58P will be intensified as we move toward this exciting new "record-breaker".  This equipment should make feasible those three record strikes I've mentioned before.  True - the window for this accomplishment is restricted since it must be done within the next couple of years.  There are exciting new developments in composites with companies moving ahead with new technology.  Mooney's new eight-passenger single, the light twin developed by Beech, and others may leave conventional aircraft in their dust.  But - we'll give it a try!  My hope is to show what the LIGHTNING could have done.  I hope there will be engineering experience coming our way to make this job easier, since "reinventing the wheel" is wasted effort, and may not produce as safe a product.

During the next three days I spent time with the boys re-skinning the elevators.  What a pleasure watching "pros" function.  There are nearly 500 rivets on each side, and the care exhibited in their work was reassuring.  Any rivet that didn't sound or feel "right" was drilled out and redone.  Word of the project traveled swiftly, and throughout the DODSON operation there was considerable excited discussion of the aircraft to be built.

As the old skins were removed from TEN ROMEO's elevators, we found three additional parts needed replacing.  A delay on overnight delivery required that I make a 24-hour round-trip commercial flight from Kansas City to Albany for a speech scheduled weeks earlier.  Flying TEN ROMEO still compares favorably with taking a commercial flight - easy access to a local airport, no need to schedule into "hub" commercial centers - which makes the overall travel time similar.

Upon returning to Ottawa, I test flew TEN ROMEO with the new skins.  With everything checking out fine, I did my full air show routine for Bob and his crew before leaving for home.  They said it looked fantastic!

With plans for the HARMON SILVERSTREAK BONANZA moving forward, it was possible to focus attention on TEN ROMEO once I returned home.

About six months ago I made the decision to drop the idea of placing a PT-6 turbine engine on TEN ROMEO.  TEN ROMEO's third engine now has 1650 hours of its expected 1700 hours before overhaul.  However, it checks out so well that there may be a chance for it to run to 2000 hours.  My next project is the FRIENDSHIP BRIDGE to Beijing, China.  I'll be shooting for a record on that flight, so it may not be prudent to press a tired engine for such a demanding flight.  Thus, I have been reviewing options.

The quick, easy way would be to install a remanufactured Continental 520, similar to what I now have.  (My preference has always been to use a factory engine rather than have one rebuilt in the field.)  Another option would be to install a Continental 550 with its increased power and simple modification.

HOWEVER - I recently saw a full-page advertisement of the new CONTINENTAL VOYAGER 550 which is water-cooled.  This new engine's proof-of-concept was well documented on the VOYAGER's un-refueled flight around the world.  A major plus for this engine is its 50% fuel savings when compared to its air-cooled companions.

I'm investigating.  I'm not sure there is an approval for installation of this equipment on my aircraft yet, but this is the power plant I hope to have in TEN ROMEO for the Beijing trip next year.  The Beijing flight may be flown with my present engine at a reduced power setting, or, if I'm lucky, it may be possible to arrange for a new VOYAGER 550 to be installed.  Obviously, I'd prefer the latter.

Recently I flew out to Hammondsport, New York, to spend time with my friend, Walter S. Taylor, who owns BULLY HILL VINEYARDS.  I have mentioned Walter before in my reports.  He is a remarkable guy who thinks divergently in all kinds of directions, and is a "folk hero" here in New York since he fought the giant Coca Cola Company through the courts for twenty years.  He owns the top line of the Taylor vineyards, BULLY HILL, but when his father sold the bulk of the Taylor vineyard to Coca Cola, the giant corporation determined Walter could no longer use his name with his BULLY HILL product.  He turned that court order to his own use, and now all the labels used on his wine, champagne, etc. are identified with Walter S. XXXXXX.  "They can take away my name, but they can't get my GOAT!"  Thus Walter reigns as "King of the Goats", has a fun time irritating Coca Cola, and finds his way into print in the New York Times on a continuing basis.  He's "off the wall" in his antics, which keep him a live media subject.  A recent request for a feature article in a national publication was arranged with Walter stating in his gruffest voice by phone, "I gotta bring my bodyguard along for the interview, you understand?!"  He arrived with his "bodyguard" - his one and a half year old son - and I guess it was the first time that editor had a diaper changed on his plush executive desk.  The editorial office staff loved it!

I had a good day with Walter - looked over his operation, had lunch at his restaurant, once again walked through his museum, and then turned to serious brainstorming.  We took two rolls of film in preparation for the new line of grape juice Walter is bringing out in honor of TEN ROMEO's 154 speed records.  It will be marketed locally, and will provide a bit more visibility for that beautiful aircraft of mine.

As we thought of ways to highlight the FRIENDSHIP BRIDGES accomplished and being planned, Walter said, "Millard - I think there should be a post card of you and TEN ROMEO available in the card shops of the USA."

An interesting thought!  Walter placed before me several post cards he had developed for his art work, and I was impressed.

Soooo - the grape juice is on its way, and the post card is in process.  Will let you know when cards are available.  Some of you may want a few to send to friends!

The media has profiled Walter as eccentric, obscene, frivolous, and a ragamuffin, but I know him as an intelligent, artistic, kind, generous, concerned human being who is also my good friend.

Since my last report, I have made another happy connection with an outstanding individual.  My friend, Wayne Rosenkrans, has retired as president of JEPPESEN SANDERSON, the flight-mapping experts.  His replacement is Horst Bergmann.

Horst came from Frankfurt, West Germany, and is familiar with TEN ROMEO since he supplied me with all flight maps required for my Soviet flying.  As I became acquainted by phone recently, I learned that he had been negotiating with Aeroflot officials since 1971.  It was a perfect opportunity to check my experience against his more in-depth contact with our Soviet colleagues.  I asked about his perception of Aeroflot officials.

"Millard, I found those Soviets I worked with to be knowledgeable, polite, friendly, pleasant gentlemen.  After all, once you move out of the political, and into the technical area of interest, Soviets are like everyone else.  They enjoy their aviation work, are family men who love their wives and are concerned for their children.  They are similar to my colleagues all over the world.  My work with them was very positive!"

My warm, friendly negotiations with Aeroflot have provided a paradox when compared with the nasty political exchanges which, until recently, dominated the international scene.  How nice to find in-depth confirmation of my positive experience from one whom I trust.  (My report of the April 25th meeting with Aeroflot is on page 8.)

Horst has also had extensive dealings with the Chinese on flight matters, and will be an important information source on the BEIJING FRIENDSHIP BRIDGE!

*  *  *  *  *  *

A few "catch-up" items.

It was a surprise to review and find 34 reports have been sent to friends since 1983.  Few, beyond sponsors and family, have received them all, but they include THE GRAND PRIX AIR RACE, FRIENDSHIP FLIGHT, BERMUDA TRIANGLE CHALLENGE, TEN ROMEO TO THE NORTH POLE, and the DCA-SVO COMMEMORATIVE FLIGHT.  One of these days I'll have to interest a publisher in turning these adventure reports into a book.  With active planning of flight projects, there's never enough time.  Perhaps after the Beijing flight.

Would like to mention an exciting piece of news.  Rodger Baker, a sharp, high-school student, became interested in the DCA-SVO COMMEMORATIVE FLIGHT.  He did research on the Soviet flight of 1937, taped an interview with me on the 1987 flight of TEN ROMEO to Moscow honoring the Soviet pilots, obtained a copy of the PBS documentary film on TEN ROMEO, and turned all of this into a Social Studies Fair project.  He apparently did a great job, since he won a number of prizes and came close to going to Washington for the nationals.  Congratulations, Rodger, on a job well done!

We are fortunate in having Cliff Lloyd join our team as a computer expert.  With his help we have computerized our mailing list.  And C. Bart Whitehouse has become our expert on survival.  It's a pleasure to welcome these two "pros" to our impressive list of "TECHNICAL ADVISORS".

As you know, I've been working toward increased understanding between Soviets and Americans for 30 years.  These thrusts have all been from America to Russia, but as soon as the 1987 flight to Moscow was accomplished, I moved to "Phase 2" of my FRIENDSHIP BRIDGES in which I invited Soviet friends who have been so nice to me to be my guests here in the States for a short visit.  My first invitation went to journalist Trapeznikov, but he was transferred to Prague.  My second invitation was to Elena and Igor Tazabrin, but business obligations precluded their coming.  My third invitation was to Vello and Rita Kesa, the delightful family who have been such wonderful hosts to me in Tallinn.

It now appears that the Kesa's approval may be forthcoming.  If things go as planned, they should arrive at JFK on October 5th and will return to Tallinn on October 16th.  We hope this comes about.  For a FRIENDSHIP BRIDGE to be firm, it should be traveled both ways.  Cross your fingers with us!

On the personal front ----.

My schedule has been mighty full and will continue to be so.  Air show appearances have gone well.  In August, son Roger came home from Europe for two weeks, and with strength and enthusiasm helped me take down five trees that were damaged by last October's snowstorm.  The chicken coop was dismantled and taken to the dump, and the barn was cleared out.  Such major improvements come easily with a delightful partner assisting.

The last two weeks in September I will help son Kirk and his family in their move from Birmingham, Alabama, to Tacoma, Washington.  Then, I will return home by October 1st in time to prepare for meeting the Kesas at JFK on the 5th, hopefully.  After serving as host to these delightful friends, I'll depart for West Germany on October 19th to be with a student group in the Alps.  This will be followed by a lecture tour to schools and flying clubs throughout Bavaria which was arranged through President Strauss' office.  Then - on to Moscow for a meeting with Aeroflot, pursuit of those elusive P63s, and a media event with Andrew Sturua.  When I return home, there are two speaking engagements in St. Thomas, and the planning trip to Beijing will be locked in.  An exciting, busy time!

Before signing off, I should mention a matter brought to my attention a number of times in recent months.  This relates to the rash of ten-year-old children who have received flying records recently.

Last fall I was in West Germany following my successful record flight from Washington to Moscow.  One morning a friend brought to my attention a news report of the record flight across the United States by a ten-year-old.  The surprise on my friend's face was genuine, as he asked how a child too young to qualify for a pilot's license could be issued a flight record by the NAA.  His intent was clear - "I thought you, Millard, with over a hundred speed records, were involved in a MAN's game, and here I find it's no more than 'child's play'!".

True - it was great fun to strap a single-engine aircraft on my back and fly a few oceans "hell bent for election" with everything to the fire wall in quest of a record.  But, if the record business is to be dominated by children with their teddy bears, booster seats, and entourage, some of my colleagues have indicated they will look in new directions for their excitement.  A friend recently announced, "I think I'll strap my Doberman in the left seat of my 210 and let him pick up a record!"

When I returned to the States I called Milt, my friend at NAA, about the youngster's record.  "That was really a certificate of accomplishment, Millard," he said.  "However, we have no control over how the media treats it, or the terms they use in their explanation of the flight."

Those of us in the record-flying business know its a pretty simple sport.  Pick two cities where there is no record, and you get a record by completing the flight, like my Helsinki/Moscow flight of 1987.  Some call this a "cheap shot", but the answer to that is, "It gives the next guy something to shoot at."  And, the vagaries of weather on any record shot can exceed the mechanical differences between equipment of relatively equivalent aircraft.  The cost of sanctions and registrations really makes speed records a rich man's sport.  My records from now on will be limited and carefully targeted.  (Recently I came across a report of children ages nine to twelve solo flying in the 192O's.  Interesting reading!)

The major focus of my flying is not record centered, but targeted toward FRIENDSHIP BRIDGES, and the human dynamics involved with them.  I've always found people more exciting and interesting than machinery, although I do love to fly!  (I must be related to JONATHAN LIVINGSTON SEAGULL!)

Keep well, and I'll report on my Moscow trip when I return home.

------------

MEETING REPORT

Aeroflot Officials and Dr. Millard Harmon

On Wednesday, April 27, 1988, at 10:00 a.m. a meeting was held at the International Relations Department of Aeroflot at 37 Leningradsky Prospect, in Moscow, USSR.

Those present included Chief Victor Shumsky, European and American Division, Aeroflot; Chief Valentin Yeniutin, Ground Handling Department, Aeroflot; and Dr. Millard Harmon, representing Western sport pilots' interest in flying Soviet skies.

Airway communication and ground costs were examined.  The AlP USSR costs as published were given to Dr. Harmon for review.  The differences between Soviet published rates and rates suggested by Dr. Harmon's "Draft Proposal" of March 30th were insignificant.

Of the 3000-ruble fee for Dr. Harmon's June 1987 flight into Sheremetyevo, 314 rubles covered flight and related costs.  The balance of 2686 rubles was required for support of the escort crew, or Soviet navigator, who flew from Helsinki-Sheremetyevo-Helsinki in TEN ROMEO.  The fee was subsequently cancelled by First Deputy Minister of Civil Aviation, Mr. Boris Pansukow.

With clarification of cost allocation, the heavy escort crew costs were examined, and include first-class ticket to pickup point, hotel, meals, and salary of the Aeroflot navigator.  This arrangement is similar to what is required by the US Government when a special flight brings a Soviet official to the United States for consultation in Washington or at the UN.

Dr. Harmon requested that modification of the heavy cost of escort crew (Soviet navigator) be considered for Western sport pilots who are not on government-related business.  The Aeroflot members present pleasantly agreed that modifications might be considered, but such consideration would have to be on an "exceptional basis".  It was indicated that Harmon had proven his ability to properly handle flying "Red Airway One" from Helsinki to Sheremetyevo, and in the future would not be required to have a Soviet navigator aboard for flights into Moscow.  The possibility of Harmon leading a formation of light aircraft into Moscow without the cost of a Soviet navigator would be considered at the time such a flight is planned.  Other ways of determining competency of pilots and equipment may be considered in the future.  Dr. Harmon offered to assist in working out such arrangements and suggested it might be possible for him to represent a prestigious US flight-related organization in future negotiations.

Availability of 100 LL fuel at Sheremetyevo was questioned by Dr. Harmon.  Aeroflot officials indicated they planned to use present quality Soviet aviation fuel at Sheremetyevo in the indefinite future - at least for 25 years.  Dr. Harmon mentioned that in the spring of 1984, TELEDYNE-CONTINENTAL MOTORS, one of TEN ROMEO's equipment sponsors, sent its top troubleshooter to Europe to investigate a rash of pre-detonation problems in Continental engines.  Investigation revealed the damaged engines were the result of commuter aircraft using lower octane Soviet aviation fuels loaded within the borders of the USSR.  Techniques are known for partially protecting Western engines using Soviet fuels when refueling is required.  Dr. Harmon expressed the hope that Aeroflot consider upgrading their 95 octane aircraft fuel, or improve their quality control.  (Fuel TEN ROMEO on-boarded at Sheremetyevo in 1985 was listed at 95, but tested at 87 octane.)

Dr. Harmon indicated that a reasonable flight-insurance carrier had been located.  As the warm, cordial meeting concluded at 11:00 am, he expressed the desire to continue working with his Aeroflot friends and colleagues, suggesting that the next meeting be held on November 3, 1988.