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TEN ROMEO NEWSLETTER WINGS OF FRIENDSHIP FLIGHT, Report 1
March 12, 1990 Dear Friends: On January 17th, 1990, Walter S. XXXXXX (Taylor), my friend and a TEN ROMEO sponsor, was injured in a highway accident in Florida where he winters with his family. His van was struck from the rear and, in this unfortunate event, his neck was broken. Walter survived the accident, and is now recuperating in Dallas, Texas, as a quadriplegic. Many see Walter as a crusty, hard-shelled, irreverent but talented and artistic man who for two decades has delighted in twisting the tail of the corporate giant, COCA-COLA. Those of us who know Walter see a concerned, thoughtful, generous, innovative human soul and friend under that mantle which he has deliberately assumed to attract media interest. Walter's antics have been referenced in a number of previous TEN ROMEO reports. Many of you on our mailing list - sponsors, advisors, friends and family - have received from Walter at one time or another a bottle of champagne, wine or his special Oshkosh run of grape juice called "CYLINDER HEAD". Walter is showing improvement. His lungs have cleared, and he seems to be regaining a bit of movement in his extremities. He, his wife Lillian and the children need our prayers. Walter would appreciate receiving a card from you. His address is: President Walter S. XXXXXX (Taylor) HANG IN THERE, WALTER. WE'RE ALL PULLING FOR YOU! YOU ARE AN INSPIRATION! * * * * * * * * Plans for the "WINGS OF FRIENDSHIP" flight are progressing nicely, and our group seems to be shaping up well. A special request has been made to the USSR MINISTRY OF CIVIL AVIATION asking for our formation flight to be handled as a single entry into Soviet air space, and to allow me to serve as navigator for the group. While we will be filed IFR, we will depart Helsinki only when the weather appears good enough to fly the route VFR. A copy of Communication #2, which was sent to members flying with me in June, as well as those who might have an interest in our progress, will be found on page eight of this report. I'm looking forward to my visit with the MINISTRY on April 10th. It will be interesting to see what has transpired in the midst of current major changes within the USSR. Will the en route costs for communication be relatively similar to 1987 charges? What about parking at Sheremetyevo? If it continues to be possible on a selective basis for Western sport pilots to fly Soviet skies without a Soviet navigator, there will be many more requests presented to the MINISTRY. On April 10th I will prefile for June. At the beginning of the year, a decision was made on a replacement engine for TEN ROMEO, and a rebuilt IO-520-bb was ordered for the excitement ahead. The delivery date was to be February 28th, but the strike at Continental complicated matters. When I learned that delivery was indefinitely delayed, I was relieved. My present engine is proven, and it would have been tight to place enough hours on a new installation to feel comfortable about an ocean crossing. We will check out the present engine very carefully before departure. What a delight this flight will be! No record-strike time lines to fly, no concern regarding verification reports to the NAA, and the flight territory is familiar; just the opportunity to acquaint a number of flying friends with Soviet skies and Soviet friends, and enjoy Moscow for a few days. I can't wait to start the trip! * * * * * * * This report is reaching you far sooner than you or I expected. There is often six months between TEN ROMEO NEWSLETTERs. However, as soon as I learned of Walter's problem, it became imperative to provide information to our total network as soon as possible. Walter will benefit greatly from the prayerful, concerned support of TEN ROMEO's "cheering section" scattered around the world. There is a second reason for this earlier report. I've always said you'd be contacted immediately if new TEN ROMEO "breakthroughs" occurred. One has. To place TEN ROMEO's new excitement in proper perspective requires a bit of historical review. * * * * * * * * By 1975 I had flown TEN ROMEO for five years with its primary task to transport my five children to visit their grandparents in the Midwest several times a year. The pride I had in that aircraft and the Beech Corporation that built it may have been disproportional. Perhaps the magnitude of the miracle of my owning TEN ROMEO pressed me to such strong feelings of pleasure and satisfaction. When I bought TEN ROMEO it was universally acknowledged as leader in the single-engine aircraft field! As I looked ahead, however, I became concerned about the B-36 being able to maintain that leadership. I knew what Piper had on the drawing board; I knew what was planned for the Cessna-210, and the Mooney team had great plans for the future as well. Thus, in 1975 I began my campaign to convince Beech to take dramatic steps to give the B-36 the chance to dominate, performance-wise, the single-engine aircraft field of the 198O's. I remember pressing President Hedrick of Beech Aircraft Corporation for a newly configured Beech-36 as strongly as I knew how, without being obnoxious to the point of being thrown out of his office. "You have everything available on the shelf, Frank", I said. "Take the pressurized P-Baron cabin, put a pair of wet wings on it, and add the PT6 you've been placing in T-34's for twenty years. This will guarantee Beech continued leadership in the single-engine high-performance field for twenty years!" President Hedrick was the polite, generous host he bad always been, but I found no way to generate interest in Wichita for the new aircraft I dreamed of. Then, in time, Raytheon bought Beech Aircraft Corporation. I had lived in Newton, Massachusetts, for many years and was comfortable with Raytheon leadership. Once the Raytheon acquisition of Beech was complete, I made the same proposal to the Lexington leadership that I had made to Hedrick for a new B-36 with all components straight from the shelves of their FAA-certified inventory. The logic of what was needed to retain leadership in the single-engine field, and the potential of all components being certified and available on the shelf, carried the day and the LIGHTNING project was launched! With commitment to the LIGHTNING project, I developed an action proposal entitled "PROJECT SILVERSTREAK" in which I outlined what I intended to do with the first LIGHTNING to come off the production line. I indicated in that proposal, "With the LIGHTNING, the world will see the most effective single-engine aircraft imaginable. I will fly the LIGHTNING to an ultimate altitude record, take every speed record we care to target, and establish new norms in efficient, effective light aircraft travel except for endurance!" (I recall mentioning parenthetically that I had used a "relief tube" in the Army Air Force in WWII enough to have no desire to go for endurance records.) My friend, President Tiny Wilmot of Page Airways, committed for the first three production models of the LIGHTNING, one of which was for me to carry out the objectives of "PROJECT SILVERSTREAK". A number of you on TEN ROMEO's mailing list received a copy of "PROJECT SILVERSTREAK" and may recall my excitement as the possibility of that beautiful LIGHTNING moved closer to reality. But - it was not to be! Perhaps I, as well as the Raytheon leadership, was naive to believe the Beech development team would be satisfied with a quick amalgamation of approved components for a swift and simple LIGHTNING. In fact, once Beech committed to the LIGHTNING project, the evolution of this new aircraft - in spite of the engineering involved being 30 years old - became similar to the effort required to bring the C-90 into being. (Too much time and effort committed to 30-year-old engineering - a reason I've been told caused the original lack of interest on Hedrick's part.) The cost of the LIGHTNING skyrocketed, production plans were cancelled, and now we have only a memory of that magnificent dream. The death knell of the LIGHTNING came when it was determined that the PT6 exhaust should be ducted under the bottom of the aircraft. This complication, in my estimation, became the straw that broke the financial back of that beautiful machine. * * * * * * * * Plans were in place to take early retirement on April 1st, 1983, to prepare for my record assaults with the LIGHTNING. Cancellation of the LIGHTNING production run was a great disappointment. Still, I owned TEN ROMEO which, while a fine machine, was not inherently capable of any ultimate records. To fly my dreams with TEN ROMEO, I would have to modify my flying technique to bring visibility and credibility to my aircraft and the Beech Aircraft Corporation which built it. Much coffee was consumed with a small number of trusted friends as we considered options of reaching scaled-down objectives of "PROJECT SILVERSTREAK" with TEN ROMEO rather than the LIGHTNING, and the following objectives were hammered out: 1. Configured special fuel tanking for TEN ROMEO so most record strikes could be more than 1,000 miles duration. This would reduce the likelihood of Sunday morning recreational pilots becoming airborne, find the winds favorable, and strike down TEN ROMEO's records. 2. Since TEN ROMEO was not capable of ultimate records in its stock production-line configuration, make up in volume what was impossible in quality. Accumulate the most flight records of any man in the world. 3. Target unusual locations in the world for record strikes - areas the average pilot might not care to fly - such as ocean crossings, the North Pole and the Bermuda Triangle. 4. Fly every record strike, regardless of where and when, flat out with everything to the fire wall. Few people care to do this, feeling such heavy usage may shorten their engine life. Not true! When targeting dates for record strikes and then meeting them (a "must" for generating media interest and following), weather conditions will remain a factor beyond the pilot's control more decisive than one's flying skill or throttle usage. 5. Review flying techniques to ascertain ways of flying TEN ROMEO closer to the edge of its performance envelope. (This was first done while flying the 1983 GRAND PRIX AIR RACE where as much as possible of the 2100-mile route was flown on the deck - 50 to 250 feet above the ground - to use the full 285 horsepower of my Continental engine. I finished the course first, averaging 22 gals. per hour. A telling figure to those who know the I0-520!) With these five concepts as guides, a step by step series of projects built an increasingly impressive platform of accomplishments under TEN ROMEO. Soon "pride" entered the picture again and simply telling my Soviet friends about TEN ROMEO was not enough - I had to SHOW them my magic machine. And thus it was General Von Kahn, President of the NAA, who indicated on camera for the one hour PBS documentary TV film on TEN ROMEO's FRIENDSHIP FLIGHT to Moscow, "TEN ROMEO has become the first light aircraft we know of to prominently figure as an instrument of detente across the Iron Curtain!" TEN ROMEO's speed record and mission of friendship to Moscow broke new ground. Many would follow TEN ROMEO's example in the years ahead. And as friendship and speed records mounted, there was always the search for ways to build ultimate record capability into TEN ROMEO. * * * * * * * * In the fall of 1989 I reevaluated TEN ROMEO's accomplishments, and considered what excitement might be planned for the future. The aircraft had accomplished every task I had targeted and more, while providing me with protection, safety and comfort. I have often thought, "Someday I must write a book. It will be a love story between a man and his machine!" I restricted my flying in 1989 as TEN ROMEO's engine neared its run-out time, and turned to seriously reviewing the many options available for the most appropriate replacement engine for the exciting flying ahead. In October I net by telephone, at a friend's suggestion, Van Carpenter of FLITECRAFT TURBO. Van has a "normalized" turbo system he is placing in Bonanzas that I had learned about at the previous two annual conventions of the American Bonanza Society. I told Van I needed a rebuilt engine very soon. He mentioned he had just received word that one of his units had pushed a Bonanza to 289 mph at 30,000 feet. That got my attention mighty fast, as I quickly considered what such a speed would do for TEN ROMEO in head-to-head speed competition with the Malibu and Cessna P-210. In December Van called to suggest that he'd be willing to hang my rebuilt engine in TEN ROMEO at no charge if I'd decided which engine I wanted. I indicated I had decided on an I0 520-bb, and was close to placing the order. I also mentioned that I was impressed with his system and intended to have one eventually, but there was no way I could cover the cost of a rebuilt engine and his $21,000 turbo unit in the same year. "Mil - stay where you are, and I'll call you back in ten minutes." In ten minutes he was back. "I've just spoken with my turbo supplier, and he says he'll contribute a turbine to TEN ROMEO. It's time for FLITECRAFT TURBO to join your sponsor team. We should target those Malibu records NOW!" From that moment we were on our way to an exciting new adventure. The engine order was placed with a delivery date of February 28th, and for the next several weeks Van and I leapfrogged one another, conceptually, in stretching our imaginations to make TEN ROMEO capable of whatever ultimate records in light aircraft we might want to go after! * * * * * * * * The ultimate high altitude record for light aircraft was a major objective of "OPERATION SILVERSTREAK". I'd have to fly to 55,000 feet to be successful in such a quest, and such an altitude would be extremely hostile to me and my equipment. Many problems would have to be resolved satisfactorily for TEN ROMEO to capture THAT record! Van's turbo system is FAA certified to 25,000 feet, but a way would have to be found to carry the full 285 hp to at least 50,000 feet. There would be major "mach" problems with the prop at 50,000 feet. Wing configuration might have to be modified, and I'd have to have a modicum of pressurization to survive for even a few moments at the altitude I am planning to take TEN ROMEO. That beautiful BENDIX/KING panel of mine is cleared to 31,000 feet, but what should I expect at 50,000 feet? TEN ROMEO's airframe could be modified. By extending the wing spar, an additional three feet could be added to each wing with increased flyability at high altitude. The heft of all standard windows should be increased (I have three D'Shannon replacement units already). Pressure door seals would help and building an internal web-type composite shell might allow a pound or two of cabin pressure. The engine would have to be double-turboed. The prop would have to have a wide blade but reduced diameter. I called Mike Smith to whom I loaned a quick release Bonanza door mechanism for experimental work he had planned for one of his modifications. He still has the unit and will return it for installation on TEN ROMEO. As we discussed what I was planning, I found Mike a tremendous resource. "You know, Mil, I took my jet (that's the SMITH PROP JET) to 48,000 feet, and at that altitude the Bonanza wing on my jet was still flying! I could have gone higher, but my body was telling me in many ways it was time to leave that altitude, and I did!" Mike is a man of few words, and it took a while to get the full story. Mike had no protection on that flight other than a pressure oxygen system. His PT6-41B developed 850 hp on the ground but at 48,000 he figured he had, due to lapse rate, only 250 to 300 hp. He couldn't speak, and his tongue swelled to the point of almost choking him. I, and the whole aviation community, came close to losing a good friend that day over Kansas! But I understand Mike and what he was doing. He had built that aircraft himself - it carried a Bonanza wing, and the same power plant placed on the LIGHTNING! Why not test its limit? I called Van immediately. "Let's drop all thought of modifying TEN ROMEO's airframe. Mike Smith has flown the Bonanza airfoil to 48,000 feet and it was still flying when he prudently decided to come back down! Pressurizing might cause damage - we'll leave TEN ROMEO with the pristine and classical beauty it had coming off the production line as a stock aircraft. Let's concentrate on providing me with protection and leave the aircraft configured as it is! With that wing still flying at 48,000 feet on 300 hp over Kansas, I can get to 55,000 feet in standard configuration by riding the California wave!" The SR-71 was recently decommissioned. There should still be a few people in Washington and/or the Pentagon who remember that General Millard Harmon ran the Army Air force in WWII. That recollection should allow me to borrow a surplus flight pressure suit for my record attempts. Investigation revealed the support equipment for the SR-71 flight suits weighed 280 pounds, so Van brought specialists on board our project with the capability of providing an improved, light, pressurized flight suit. (We are negotiating for further depth in this area!) The propeller will have a wide blade with four inches milled off the tips to reduce mach problems. My friends at BENDIX/KING reminded us that my gyros will need bleed air to function. My King-197 transceiver will "arc" at 50,000+. We'll have to pressurize it, or carry an experimental transceiver. Van's in-depth experience with his turbo system will stand us in good stead as we develop increased engine capability. TEN ROMEO's rebuilt engine will have 1200 series magnetos which will be pressurized. We have arranged for a 100 amp alternator and will use a 337 field approval for it. A double turbo will be required - probably with a separate turbo for each bank of cylinders. Or - we may use a new turbo fan which is reported to be 80% more efficient than standard equipment. WHAT EXCITEMENT! * * * * * * * * TEN ROMEO has just completed its annual inspection, and is probably in as good shape as the day it rolled off the assembly line. After 20 years of safe flying, it seemed appropriate to go beyond the parameters of a normal annual in preparation for the excitement ahead. All hydraulic lines were replaced, both wheel disks were replaced, the elevator control rods were rebuilt, 22 bolts were replaced in the rudder, and, with 4500 hours of flying, it seemed prudent to replace all wing bolts. Cylinder compression is excellent and my crew chief, Bob Jennings, tells me the engine is in good enough shape to run to 2000 hours without being touched. (I'll still be happy, Bob, to have that rebuilt engine as soon as it's available!) The cost of this special attention is five times a normal annual inspection, but with the new demands to be placed on TEN ROMEO, it is time and money well spent. On March 20th I'll start west in TEN ROMEO. There will be a quick stop in Akron for attention to the boot system, then a press conference in Dayton on the 21st. The 22nd I'll be in Dallas, Texas, and then fly north for a few days at the BENDIX/KING hangar for installation of a pre-select altitude system with an improved altimeter. Then to Pagosa Springs, Colorado, where Van will go over my engine with a fine tooth comb before the North Atlantic crossing to Moscow. Van also will make a number of modifications in preparation for the excitement ahead. New windows will be installed, and the windshield reset. Pressure seals will be placed on the doors, the quick release unit installed, and a review made of the internal tanking system - there may be more effective bladders available for TEN ROMEO. I'll leave TEN ROMEO with Van and return for the pick up on April 19th or 20th following my return from the Soviet Union. I'll fly home from Colorado commercially for my departure to the USSR. While in Tallinn I'll preach for brother Olav, and visit with the Kesas. In Moscow I'll prefile my flight plan for the June trip, check on interest in the joint USA/USSR air mail stamp, do some research on the Soviet Loran-C system for my friends at ARNAV, and do some preliminary investigation on how to proceed on inviting Soviet military aircraft to the States to take part in a number of Air Shows. If we are successful in establishing visits by the more routine Soviet aircraft, we might start a trend in exchange visits. The Soviet heavy carrier at Oshkosh was spectacular, but why not a few CUB AN12s - their equivalent to our C-130s - as well? My next report will reach you following my April Soviet travel. Keep safe and well, dear friends! ----------------------- MEMORANDUM March 2, 1990 To: Adventurous Pilots - Bancroft, Buchaly, Haile, Kuhlmann, Webb, White and Wisner From: Mil Harmon Dear Friends: I've been in touch with Superintendent Don McQuinn of AIR TRANSPORT CANADA. Don is responsible for Aviation Licensing of aircraft using Canadian airspace, and I've enclosed his list of "Major Changes" in requirements for flying the North Atlantic. If you need the full "TRANSATLANTIC FLIGHT REQUIREMENTS PAMPHLET", please make your request to: Superintendent Don McQuinn, Aviation Licensing Branch, TRANSPORT CANADA, P.O. Box 42, Moncton, N.B., E1C 8K6, CANADA. Several of us who fly Canadian skies have waivers (approval) from Don's office which we carry in our aircraft, and thus will not be a part of the clearance function on this trip. Don has indicated he'll work closely with us on clearance of those in our group new to Canada. Those without clearance may want to arrive in Albany early. The flight up to Moncton and back is a pleasant day's excursion. I am also negotiating for "Crew Status" for our stay in Helsinki, which would drop our room rate from $220.00 to $110.00 per night. We'll see. Because of the complexities of hotel arrangements in Moscow, we have decided to lock in our needs with INTOURIST, the Soviet state agency for all foreign travelers, for our time in Moscow. I have every expectation that approvals for our formation flight into Moscow will proceed smoothly with my serving as navigator for our group. If there is any "hitch" in our expected plans we can park our beautiful Bonanzas at Helsinki while we fly FINNAIR into Moscow for our visit. This means scratch Alaska as an alternate. As mentioned earlier, I have arranged for Ms. Marjorie Brandon to handle our visa and INTOURIST accommodations. You should contact her individually for the number in your party, and the kind of accommodations you would like. Margie will make every effort to place us in the same hotel. We are planning one or two group activities such as a general tour of Moscow and a trip to one flight-related facility. The rest of the time you'll have fun exploring on your own, To be booked together in Moscow, we must lock in INTOURIST accommodations as soon as possible. Margie will request a $200.00 deposit and her address is: Ms. Marjorie Brandon, FIVE STAR TOURING, 60 East 42nd Street - Suite 612, New York, NY 10165. Her telephone is 212-818-9140 or 800-792-7827. Enclosed is an address list of those flying with us, a time-line for our trip, and a flight plan guide. I'll prefile our flight in Moscow in April. I'll look forward to any comments or suggestions you might have! cc: To those as needed.
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