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TEN ROMEO NEWSLETTER

CIRCLE OF FRIENDSHIP & PEACE, Report 1

December 15, 1990

Dear Friends:

This report should reach you in January so I'll wish you all a belated Merry Christmas and Happy New Year!

My last report of October 14th gave only a hint of the excitement of that unexpected dream I stepped into in Moscow on June 8th.

By way of review, I had failed to get my flight of eight Bonanzas into Moscow as planned due to a number of problems, the most serious of which was the lack of communication on a timely basis regarding our clearance into Soviet air space and the cost of the Soviet navigator(s) who might be assigned to our flight.  Two of us, in our Bonanzas, did reach Sheremetyevo on June 7, 1990.

I had preplanned a meeting with my Soviet Sport Pilot friends at Chkalov Field some ten miles from the center of Moscow the day after our arrival.  This report will deal in more detail with the remarkable dream of my Soviet friends wanting to bring a flight of seven Soviet civil aircraft from Moscow to the States via the Aleutians.

An interesting group met at Chkalov Field including my wife, copilot John, Reinhard and Tanja (the crew of the West German Bonanza), interpreter Elena, and my friends, the Kesas.  The Soviet Sport Pilot group included Commissioner Alexander, General Yuri, President Peter of the local Chkalov Sport Flying Club, and engineer Oleg plus a half dozen others, all of whom had been at the April meeting in that same room when I discussed my "WINGS OF FRIENDSHIP AND PEACE" flight.

I described the formation flight I had recently flown across the North Atlantic with three companion Bonanzas, and mentioned how sorry I was that our squadron of eight had shrunk to only two which actually arrived at Sheremetyevo.  I stressed heavily (since this was my gut feeling) the disappointment I felt in not receiving a timely response from the Soviet Civil Air Board after the time, effort arid expense of the April trip to Moscow to prefile our flight plans for the June 7th flight.

My friends "clucked" sympathetically at my encounter with Aeroflot bureaucracy, and then I asked if they had any questions or comments.

"We are planning to fly seven of our light civil aircraft to Oshkosh this year and we have great apprehension about flying Western skies.  We have never done that and understand it is very complicated with many FAA rules and regulations.  However, our primary concern is navigation of your skies.  It will be a new experience for us."

I could hardly believe what I was hearing!  The Soviets were planning to complete the USA-Moscow-USA circle --- a continuation of the "WINGS OF FRIENDSHIP AND PEACE" flight we had started.

The possibility of Soviet civil aircraft completing the circumavigation of my flight was an exciting concept.  Such a venture would be a first in the history of East/West aviation - what I had been working toward for seven years!  The solution to my Soviet friends' concern came to me in a flash.

I stood up and said, "My friends - I will arrange for your lead aircraft to have the very latest navigation equipment for your flight to and in the States.  We will place a prototype ARNAV R50-i Loran-C in your AN-2M.  This equipment - this "magic box" - has the two Soviet Loran-C chains as a part of its software.  You will fly your skies and ours with new confidence!"

With that announcement, the concern on the faces of my Soviet pilot friends drained away, and was replaced with electric enthusiasm as they turned to one another, nodded, and accepted my suggestion.

Breaking new ground is difficult, and carries risk that I have experienced.  How much greater must have been the concern of these friends of mine who sat before me with only dreams of what it might be like to fly skies outside the Soviet Union!

Excitement reigned as the Soviets embraced us and each other, and warm camaraderie filled the room.

It was General Yuri who asked, "Millard, would you like to fly my YAK-18T?"  I said I'd be delighted to and his next question was, "Will you fly the right seat or the left?"

We adjourned our meeting, went downstairs, and crossed the street to the flying field.  A number of support people appeared, and three YAK-l8Ts were released from their tie-downs.  Each one in my group who wanted to flew one of those interesting four-seat, low wing, retractable Soviet aircraft.  Flying the YAK-18T was an interesting experience.  The cockpit environment is standard except that the brakes are operated at the control wheel.  The rudder pedals are equipped with toe straps.  I've written an article on this experience and expect that it will appear in a flight magazine soon.

After flying we returned to the headquarters conference room where, as if by magic, bread, cheese, and cucumbers appeared, and vodka flowed like water.  It was a great party befitting the new friendships that had been forged.

As I returned to the hotel, my mind was filled with interesting thoughts.  The Soviets had raised three million rubles for their trip.  Had my enthusiasm in April or one of my earlier visits planted the seed of the monumental flight they were contemplating?  No matter - it appeared their plans were well underway.

The promise of the R50-i raised some potential problems.  I  could leave my own prototype for their use, but the thought of flying the North Atlantic on my return trip without it caused apprehension with which I was not comfortable.  Walt Dean would be the ARNAV official who would have to give permission for a "loaner".  Walt has been a good friend from the start of my FRIENDSHIP BRIDGE flying projects.  He is a kind, generous man who more than once had expressed his concern for my well-being as I broke new ground.  He also followed through with direct action that often increased my safety exponentially.  I was sure Walt's proven interest in my being safe could be extended to my Soviet friends with little persuasion.  "Loaner" approval should be no problem.

Getting the "magic box" to my friends in Moscow could be a sticky wicket.  I called a friend who directed the Honeywell operation in Moscow, and asked if I could send the box for my friends to him by overnight DHL.  His answer was quick and positive, "Sure, Mil!  We'll help you out!"  Ten minutes later he called back.  "Mil - that box you are talking about is 'high-tech'.  We can't touch it with a ten-foot pole!"

My next thought was to arrange for it to be sent to my friend John, the Air Attaché in the US Embassy in Moscow.  Careful thought eliminated that possibility, since red tape could be a roadblock - even for a "loaner".  The answer came after serious thought - I would have to hand carry the box personally into Moscow to guarantee its delivery into the hands of my Soviet pilot friends.

Later when I arrived at Sheremetyevo for my departure for Helsinki Valery Shelkovnikov, president of the ASSOCIATION FLIGHT SAFETY FOUNDATION USSR, was there for the send-off.  He knows TEN ROMEO and was responsible for the excellent "surveillance approach" I received when equipment failure occurred on my final approach to Sheremetyevo in poor weather in June of 1987.  He said, "Millard - we have not yet received our official invitation from Admiral Engen for the flight to the States.  We need this for our US visas.  Could you help us with this?"

Don Engen is a good friend, and I said I'd call him to find out what the holdup was as soon as I cleared Soviet airspace.

The dash out of Sheremetyevo in tight formation at tree-top level at full bore was mentioned in the last report.  An exciting departure!

As soon as I arrived in Helsinki, I called Walt Dean and explained that I had promised a prototype R50-i to the Soviets to increase the safety of their epic flight of seven Soviet civil aircraft to the States.  There was no hesitation by Walt, bless his heart!  In the laconic, matter-of-fact way that is pure "Walt", he said, "I guess we can handle that, Mil."

My next call went to Don Engen.  I explained Valery's need for a formal invitation, and discussed the Soviet plans which had been shared with me.  Don said he knew Valery and had worked with him.  He didn't seem surprised at the plans underway, and indicated he'd have the formal invitation on its way as soon as possible.

Ruth returned home by FINNAIR, John also decided to return to the States commercially, and I flew TEN ROMEO to Tallinn.  Information on that delightful trip was provided in the last report.  My flight home alone in TEN ROMEO was uneventful.

*  *  *  *  *  *

Subsequent checking revealed that Admiral Engen had arranged for the formal invitation to be sent to Valery from John Baker, President of AOPA.  The letter was telexed on June 12th, but Valery did not receive it until July 3rd.  This was a clear indication of a major problem - we must find a way to improve communication with Valery and his organization (AFSF) in Moscow.

On July 11th I flew FINNAIR to deliver the "magic box" to Moscow.  I returned with important documents for President Don Engen of the AOPA SAFETY FOUNDATION in Frederick, MD, and President John Enders of the FLIGHT SAFETY FOUNDATION in Arlington, VA, to expedite the normal six weeks mail travel.  Then began complicated preparations for Valery's flight to Seattle

Once I returned home from the trip as courier to Moscow, it seemed obvious that the Soviets' lead aircraft should also have a transponder for arrival in Seattle.  I contacted a friend at BENDIX/KING and because of their generosity, arrangements were made for an installation in Fairbanks when the Soviets arrived there.  I called my friend at JEPPESEN, explained the situation, and a full set of maps was sent to Moscow by DHL for Valery's group.

Departure of the Soviet flight ran into continuing delays.  When the "window" for Oshkosh passed, the goal became the Seattle Good Will Games.  (Their arrival actually came after the games due to weather complications.)

Following a quick trip to St. Thomas to help celebrate a beautiful granddaughter's birthday, and handling the arrival of a Moscow artist and agent for a show I had arranged with Pat Whipp in Dayton, I turned my attention to preparing the way for my Soviet friends to have as smooth an entry into US and Canadian airspace as possible.

I was outside the official AOPA invitation loop, but knew that AOPA involvement with the Soviet flight was a small part of their overall activity.  The Soviet trip had 100% of my attention for as long as might be required to assure easy transition to US airspace and friends in Seattle.

The first call went to friends at TRANSPORT CANADA.  I explained the Soviet flight, indicating their need to transit Canadian airspace, and suggested that the use of the Aleutian chain should allow the tight requirements for ocean travel to be waived for the Soviets and this was done.  (Equipment rules on General Aviation aircraft flying Canadian skies on intercontinental flights have been properly tightened in recent years.)

The Canadian military headquarters at Yellow Knife was notified of the expected Soviet transit.  (Remember the 440th Canadian Rescue Squadron that met TEN ROMEO at Eureka and monitored my record strike to the North Pole with Steve?  It's nice to have friends!)  Our US military was informed through contacts also developed during TEN ROMEO's North Pole flight.

I knew contact with FAA headquarters in Washington would be well covered by Don as a former FAA Administrator.  I called IAOPA and found there seemed to be room for my assistance in developing program and contacts in Seattle for our Soviet guests.  The northern West Coast is filled with long-term interest in Soviet contact as a result of the 1937 Chkalov flight.  I became acquainted with many of those people during my 1987 COMMEMORATIVE FLIGHT.

On August 8th I called Moscow to speak with Valery and was pleased to talk with my friend Dima, Valery's assistant.  Dima indicated he would fly to meet his colleagues in Providencia, Siberia, the next day with the US visas.  They planned to depart for Nome, Alaska on August 10th; I departed for Tacoma, Washington, on August 10th to help prepare for their arrival.

My son Kirk and his family are located in Tacoma.  Kirk is an MD and a partner in the Tacoma Western Clinic where he set me up in the office of a vacationing partner.  I had use of a typewriter, FAX, Xerox, telephone, and support staff who were pleasantly attentive.

Two fortunate events occurred that in retrospect guaranteed the success of the Soviet visit.  Kevin, my friend at BENDIX/KING, informed me of a leading aviation electronics specialist in Seattle with an interest in Soviet contact.  Lloyd Lounsbury became a kingpin in our local reception committee with his electronics and flight shop on Boeing Field as the reception center and home base for the Soviet group while they were in Seattle.

The second stroke of luck was the AOPA appointment of Ray Costello to handle AOPA technical support of the Soviet visitors.  Ray serves as Northwest representative of AOPA, and was a dynamo in his planning and arranging of details to properly serve our guests from Moscow.

The ten days I spent on the West Coast helping to arrange the reception for Valery and his group were usually 12-to-14 hours long with constant telephoning, FAXing and local meetings with those working together to plan an exciting time for the Soviets.

As weather delayed the Soviet arrival, there was time to tighten our plans.  Fortunately, John Baker and Don Engen had suggested that Valery not attempt the flight to Oshkosh on this trip.  The hope of general aviation in the USSR is centered on ultralight and experimental aircraft built by individuals.  They wanted to visit the EAA Museum to see what has been accomplished that could be used in the USSR.  The flight to Oshkosh would have been lengthy since the Soviets' plan was to fly only in daylight with VFR weather.  We hoped their EAA Oshkosh Museum flight would be scheduled for another year, but until they arrived we were not certain of their decision.  This required daily contact with EAA officials to keep them posted.

My telephone and FAX log for time spent on the West Coast attests to the concentration of that exciting period.  Contact with Alaskan Flight Service was extensive; arrangements were made for the 17 Soviets to RON (Remain Over Night) through the Alaskan swing; contact was required to coordinate the installation of the BENDIX/KING transponder in the lead AN-2M; coordination with the Alaskan Pilots Association was implemented.  There were intense efforts by the planning committee in Seattle to devise a program the Soviets would enjoy.  A dinner cruise in the bay, a visit to a local ultralight operation, and small personal parties would serve the group well.

As I worked with the Seattle planning team, I suggested that it might be well to contact the West Coast Chkalov group.  While the Chkalov Moscow to Vancouver, Washington, flight had occurred 53 years ago, there is a museum and an active group maintaining the aura of that early epic flight.  This seemed like a good idea, and I made a half dozen calls - to the museum, the chairman of the group, etc.  I then called a friend with a specific request. I explained Valery's project of flying seven Soviet civil aircraft into US skies and asked, "Through your organization, do you have friends in Seattle who might enjoy having a Russian pilot or two for an overnight?".

The news of a "second" Soviet flight to our West Coast generated great excitement!  Not only was contact made in the Seattle area, but my friends called everyone in Washington they knew, I think, to share the good news including their State Department contacts.  It wasn't long before the FBI got into the act, perhaps wondering about this planned "invasion" by seven Soviet civil aircraft.  I made a quick, strategic phone call, and all concern was removed.  (Al and Priscilla - I LOVE your enthusiasm.')

With delay after delay because of impossible weather, I found myself maintaining an open telephone line much of the time to the Nome Flight Service.  The Soviets' plans had been shared with me in Moscow on June 8th.  Their trip would be flown in formation, in daylight, and only during VFR weather conditions.  With unfamiliar terrain, and the lead aircraft carrying the primary navigation responsibility, this was wise planning.

My telephone contact with Dima in Moscow on August 8th gave me a Seattle arrival estimate of August 14th.  Without the dangerous weather, this date might have been accurate.  With the heavy weather delays there was concern about the visa dates.  A couple of phone calls locked in the flexibility that might be required if weather caused the visa dates to be overridden.

Finally, it appeared that Valery and a flight of four aircraft - three remained in Fairbanks - would arrive on August 22nd.  Admiral Engen and Steve arrived on the 21st, and we had a delightful meal that evening.  Those who had worked so hard on behalf of the Soviets' arrival, along with the AOPA leadership, spent a pleasant evening with good food and warm fellowship.

I returned to Delmar the evening of the 21st on the "Red Eye Special".  While it was disappointing to depart without seeing my Soviet friends, I had been away from my office far longer than anticipated, and there would be no seat available for departure for the next three days.  Besides, the work was done, and the Soviets' arrival and program was really an AOPA event.

I learned later how difficult the Soviet arrival had been, and how critical the transponder was that BENDIX/KING had provided.

Valery and his group were weathered in at Victoria, BC, about 125 miles north of Seattle.  John Baker, with local help, had arranged for a retired airline captain to fly with the Soviets to Seattle, but familiarity would be required to "scud-run" the last leg with the poor weather present.  Weather improved slightly in the afternoon and a young lady became a heroine.

Lloyd Lounsbury has a beautiful, bright daughter named Christine who is a flight instructor and helps run his operation.  Christine knows the Seattle area and environs like the back of her hand.  As the weather became slightly improved in the afternoon, Christine flew instruments to Victoria, landed, and then led the Soviet flight into Seattle.  I understand the weather encountered gave them a stressful time.  The FAA controllers were briefed on the Soviet flight (along with half the North American Continent, I think).  It's just possible that the Soviet flight reached Seattle only because of Christine's skill, the extraordinary assistance of the FAA who provided a discrete frequency, and the generous cooperation of the Whidbey Island Naval Air Station controllers who opened restricted air space to Christine (the only route with adequate visibility crossed their approach path).  Without the transponder in the Soviet, AN-2M, control might not have been tight enough, and the flight group might have been turned back.

The Soviets spent four exciting, action-packed days in Seattle, and it would take a book to properly recount THAT story.  Suffice it to say that romance blossomed.  (Could I, should I, share with you a delightful Russian love letter to his new American girl friend?  Probably not.) A wonderful time was had by all and the Soviets departed for their trip home in much better weather than they had encountered upon arrival!

*  *  *  *  *  *

In retrospect, there are a number of thoughts to share with you.

1. The technical feat accomplished by the Soviets was phenomenal!  Seven aircraft and 17 Soviets flew 18,000 miles averaging 100 mph, made 75 landings, flew formation only in daylight and only in VFR weather.  The trip was flown without mechanical incident and in complete safety, with much of the flying in an unfamiliar environment.  This is certainly an outstanding achievement, one they can be proud of.  This group of Soviets made new friends with everyone they met in their short stay with US hosts.  Not only did they complete the USA/USSR/USA circumnavigation "WINGS OF FRIENDSHIP AND PEACE" flight, but they built new FRIENDSHIP BRIDGES which will remain to be reinforced in the years ahead.  They have said, "We will return!".

2. I was pleased with Valery's positive comments regarding Don Engen.  Everywhere I go on my international adventures, I find people who know Don, recount his visit with them, and tell me the good things he is doing in Finland, Germany, and the USSR.  During WWII we came across the small stick drawing, with the comment "Leroy was here", in the most unlikely places.  When I travel to Beijing later this year to plan my Washington to Beijing FRIENDSHIP BRIDGE, Don, I expect to find on the outside of the Chinese Flight Headquarters a small stick drawing saying, "Engen was here!".

3. The amount of effort expended to bring this FRIENDSHIP BRIDGE to a successful conclusion on the Soviet side as well as the American side is probably not realized by many.  My telephone bill on this project alone was $838.74, and my guess is that AOPA's phone bill for Roy Costello's efforts in Seattle was probably more than this.  The support by Lloyd and his colleagues had to be considerable.  My special trip to Moscow to deliver the magic box", and the return trip in October to retrieve it, were carried out without the "Courtesy Crew" status formerly enjoyed with FINNAIR.  (While I haven't mentioned it, FINNAIR support was dropped during their merger plans with Swiss Air and SAS.  Now that such major reorganization is complete, there may be the possibility of my former status being returned to me, but my Soviet FRIENDSHIP BRIDGE work is too important to close down until that support returns.)

4. In Moscow on June 8th, as I learned of my Soviet colleagues' dream of flying to the States, I assumed I had entered into that dream downstream, with all but a few details accomplished.  In hindsight, it's more likely to have been given its first big push with my presence in Moscow.  This is simply further confirmation of my basic perception of dealing with those in the Soviet Union.  It cannot be done by mail or by telegram, and using the telephone is difficult because of the language differences.  Successful Soviet projects can best be arranged, moved ahead, and/or implemented by direct contact, face to face, in Moscow.  It has been my commuting to Moscow that has allowed me to accomplish a list of seemingly impossible projects with my Soviet colleagues during seven years.  This project reconfirms my thinking.  My June 8th meeting in Moscow facilitated Valerys flight.

Working with the Soviet flight group while in Moscow, becoming acquainted with a new group of fellow flying enthusiasts on the West Coast and in Alaska, the generosity of equipment sponsors and AOPA who contributed to Valery's safety, and "sweating out" the progress of seven Soviet civil aircraft through an 18,000 mile flight, brought pleasure and satisfaction.  There is a great future for general aviation in the Soviet Union given the enthusiasm, technical ability, and determination of our Soviet friends who flew our skies.  We must work with them to make sure Soviet skies have the freedom and easy access as do US, Canadian, and Australian skies.

*  *  *  *  *  *

An interesting trip to Moscow was made in October to retrieve the R50-i.  My friend Walt Dean went with me on that "pick-up" mission.  My next report will share with you the details of that experience.

*  *  *  *  *  *

As I've thought about the problems which resulted in only two of eight Bonanzas reaching Moscow in June, additional thoughts have come to mind.

Early on, my friends at the USSR Ministry of Civil Aviation attempted to move me into a partnership with the Soviet Sport Flying Clubs.  At the time they made that suggestion, I had considerable contact with the Chkalov Field group.  I learned there were 17 members of that Moscow group, and, in my questioning of the leadership, I came to believe that Soviet Sport Flying pilots fly as a hobby, with little experience with instrument conditions, and next-to-no experience with serious cross-country flying.  I preferred not to cast my 5,000-plus hours of commercial, instrument flying with what I perceived as the amateur status of the Soviet Sport Flying members I met in 1983-4.  It was my belief that US owner-operated single-engine aircraft deserved to be handled similarly to the general aviation aircraft that fly into Sheremetyevo with Westerners involved in joint ventures with Soviets.

I tried to keep TEN ROMEO distanced from Soviet Sport Flying Club partnership, but apparently Ministry perception had tagged me and my aircraft as "amateur" from that first flight to Sheremetyevo in 1985 when Sport Flying Club leadership met me at Sheremetyevo to certify my speed record time.

Soviet Civil Aviation personnel can not comprehend the scope of general aviation in the United States, or the number and skill of Americans flying their own privately owned aircraft.  US commercial air carriers register 5,660 aircraft; US general aviation registers 210,266. These figures are beyond the imagination of our Soviet colleagues.  They can not perceive a society in which opportunity and freedom allow a 5,000-hour, commercial, instrument-rated pilot to not HAVE to make his living from the left seat of a commercial airliner.  Requiring our "WINGS OF FRIENDSHIP AND PEACE" flight to carry two Soviet navigators placed us in the category of amateur pilots.  This Soviet Ministry policy must change to make Soviet skies attractive to Western pilots.  (In time, more Soviet Sport pilots may have the experience of General Yuri - 5,000 hours with 2,000 on instruments, most in Mig-21s.)

*  *  *  *  *  *

I leave for Moscow commercially January 22nd to take food to Soviet friends.