Russian aviation. The world's first non-stop flight over the North Pole, the legendary pilot Valery Chkalov Documentary film: "Chkalov's feat."
In the first half of the 20th century, the most scientifically and technically advanced countries sought to win the straight-line distance record (the shortest distance between takeoff and landing points). France, England, USA, Italy, Germany competed with each other. So, in 1931, the United States won the record (8560 kilometers), in 1932 he moved to England (8544 kilometers), then to France (9104.7 kilometers). At the end of 1931, the USSR decided to create an aircraft capable of overcoming large The design bureau of A.N. non-stop flight distance record in a closed circle.
In August 1935, the Hero of the Soviet Union, polar pilot S.A. Levanevsky, co-pilot G.F. Baidukov and navigator V.I. Levchenko attempted to fly on an ANT-25 aircraft on the route Moscow - North Pole - San Francisco. But the pilots failed - a malfunction in the oil pipeline forced them to return back. Levanevsky lost faith in the possibility of a transatlantic flight on a single-engine aircraft. The co-pilot, Baidukov, believed in the reliability of the design and engine of the ANT-25 aircraft. He captivated the legendary fighter pilot V.P. Chkalov with the idea of flying over the North Pole to the USA. In the spring of 1936, the formed crew - V.P. Chkalov (commander), G.F. Baydukov (co-pilot) and A.V. Belyakov (navigator) - turned to G.K. Ordzhonikidze with a request to allow them to fly from Moscow through the North Pole to America. The decision of the Government is to allow the flight, but not through the North Pole, but along the route Moscow - Petropavlovsk-Kamchatsky. On July 14, 1936, the Decree of the Council of Labor and Defense (STO) "On non-stop flight on an RD aircraft" by Chkalov's crew was issued. Due to the fact that the range to Kamchatka is much less than the ANT-25 could overcome, the crew convinced the government to approve the route Moscow - Victoria Island - Franz Josef Land - Severnaya Zemlya - Tiksi Bay - Petropavlovsk-on-Kamchatka - Sea of Okhotsk - Island Sakhalin - Nikolaevsk-on-Amur, with a landing in Khabarovsk or Chita.
The flight began at 2:45 GMT on July 20, 1936. Passed in severe weather conditions. The crew initially flew in the direction of the North Pole to Victoria Island (82 degrees north latitude) in order to reconnoiter the Arctic conditions. Having passed the Arctic expanses and Yakutia, the plane ended up over the Sea of Okhotsk. The crew reached Petropavlovsk-Kamchatsky and dropped a pennant over it. The task was completed, but the supply of gasoline allowed us to fly further. Chkalov sent the plane to the mainland, but in a powerful and extensive cyclone over the Sea of Okhotsk, the aircraft was subjected to heavy icing, and the crew was forced to land. Chkalov managed to land the aircraft on a piece of land much smaller than what was required for a normal landing of the ANT-25. The flight ended on July 22, 1936 on Udd Island in the Bay of Schastya, near the city of Nikolaevsk-on-Amur.
The flight of Chkalov's crew across the Arctic Ocean to the Far East surprised the aviation world. The single-engine ANT-25 covered 9,374 kilometers in 56 hours and 20 minutes, of which 5,140 kilometers flew over the Barents Sea, the Arctic Ocean, and the Sea of Okhotsk. The English Air Marshal John Salmond then said: “The flight of Chkalov and his companions strikes the human imagination with its grandiosity. The power of aviation technology is wonderful, which makes it possible to overcome such colossal spaces without stopping, which, moreover, are clearly inaccessible to another mode of transport. The flight was made by Soviet pilots in a Soviet car with a Soviet engine. This demonstrates to the whole world the brilliant technical equipment of the Soviet country. After the successful completion of the flight, V.P. Chkalov, G.F. Baidukov and A.V. Belyakov were awarded the title of Heroes of the Soviet Union. On August 13, 1936, the Politburo decided to rename the islands of Udd, Langre and Kevos in the Bay of Shchastya to the islands of Chkalov, Baidukov and Belyakov, respectively.
On June 18, 1937, the crew of Valery Chkalov began a non-stop flight from Moscow over the North Pole to America.
In the early 1930s, Soviet aviation progressed rapidly. Pilots and aircraft designers were ready to take aim at the most prestigious world records, including flight distance records.
In December 1931, the Council of Labor and Defense of the USSR instructed the Central Aerohydrodynamic Institute (TsAGI) to start developing an RD (range record) aircraft specially designed for making a record flight.
The concept of the aircraft was developed by aircraft designer Andrey Tupolev, and the study of all the details of the project was entrusted to a team of engineers led by Pavel Sukhy. For the aircraft, a new AM-34R engine was developed, the creator of which was the designer Alexander Mikulin.
The first achievement of ANT-25. 
Pilot Mikhail Gromov was engaged in testing the new machine, which in its final form was called ANT-25. In total, two such machines were built, which were tested almost simultaneously. The ANT-25, which made its first flight in 1933, was an experimental, "raw" machine, and it still had to be brought to perfection in order to carry out record flights.
On September 10, 1934, the crew of Mikhail Gromov, Alexander Filin and Ivan Petrov began an experimental closed route. The flight lasted 75 hours, during which the ANT-25 covered 12,411 km. In terms of range, this was a world record, but it was not counted, since the USSR was not yet a member of the International Aviation Federation (FAI). 
But the main thing is that the flight was carried out along a closed route, that is, in fact, the pilots did not move to a critical distance from the base, making, figuratively speaking, "circles around the stadium." The most prestigious category among distance records was considered to be flying in a straight line. In order to achieve a result in this form, in fact, the ANT-25 was built.
Nevertheless, for this flight, the crew members were awarded the Order of Lenin, and the commander of the ANT-25, Mikhail Gromov, was awarded the title of Hero of the Soviet Union.
The failure of Sigismund Levanevsky. 
The question arose about the implementation of a record flight to a distance in a straight line. Among the options were flights Moscow - Australia, Khabarovsk - Morocco. The most promising in terms of chances for success was the route Moscow - South America, proposed by Mikhail Gromov.
Gromov's version had only one, but a very serious minus - it required coordination of the right to overflight with a number of countries, and the refusal of even one of them could destroy all plans.
However, the pilot Sigismund Levanevsky offers an ambitious, albeit extremely risky option - a flight over the North Pole to America. Soviet leader Joseph Stalin, who favored Levanevsky, approves of his plan. He was given the ANT-25, and the flight itself was scheduled for August 1935. 
On August 3, 1935, the ANT-25 aircraft with a crew of Sigismund Levanevsky, Georgy Baidukov and Viktor Levchenko begins flying along the route Moscow - North Pole - San Francisco. However, after 2000 km, oil began to leak into the cabin. Levanevsky decided to stop the flight and lie down on the return course. ANT-25 landed near Novgorod.
As it turned out, the oil leak was caused by the fact that it was poured too much, and it began to foam. There was nothing fatal in this, but Levanevsky declared the ANT-25 an unreliable machine, and refused to fly Tupolev's planes in the future, declaring the designer a "pest". To Andrei Tupolev, these statements by Levanevsky cost a heart attack.
Moscow - Udd Island. 
Georgy Baidukov, who disagreed with Levanevsky, said that the ANT-25 could complete the task. But after Levanevsky's refusal, he needed the first pilot in the crew. Baidukov managed to persuade his friend, one of the best test pilots in the country, Valery Chkalov, to become one.
The third member of the new crew was navigator Alexander Belyakov.
In the spring of 1936, Chkalov's crew asked for permission to fly across the North Pole to America. However, Stalin, remembering the failure of Levanevsky, appoints another route: Moscow - Petropavlovsk-Kamchatsky.
July 20, 1936 ANT-25 starts. After 56 hours and 20 minutes, the plane landed on the sandbar of Odd Island. Chkalov landed the car in the most difficult conditions on a small patch. In order for the plane to take off from the island, the military who arrived to help had to build a wooden runway 500 meters long.
In Moscow, the pilots were met personally by Joseph Stalin. The entire crew was awarded the title of Hero of the Soviet Union.
Who will be the first to fly to America? 
The question of flying across the North Pole to America arose again. But the Soviet leadership decides that such a flight can be carried out during the operation of the drifting polar station "North Pole". Polar explorers will have to provide pilots with accurate data on weather conditions in the Pole region, which will increase the chances of success.
The work of the polar station "North Pole-1" under the leadership of Ivan Papanin began on June 6, 1937. By this time, everything was ready for the flight to America. 
At the preparation stage, the question again became - who will fly first? The crews of Valery Chkalov, Mikhail Gromov and Sigismund Levanevsky were considered as candidates.
Levanevsky was the author of the flight plan, Chkalov had a flight to Udd Island behind his back, and Gromov knew best of all the ANT-25, on which he set a record for the distance of a flight along a closed route.
Levanevsky again confirmed that he would not fly on Tupolev's cars. As for Chkalov and Gromov, it was decided to send two crews on two ANT-25s with a difference of half an hour.
Comrade Alksnis' precaution. 
But a few days before the flight, the engine was suddenly removed from Mikhail Gromov's ANT-25. The crew was told that it had to be transferred to Chkalov's plane, where problems were discovered. Instead, a new engine ordered from the factory was to be installed on Gromov's plane.
This meant that Gromov would not fly with Chkalov. Experts doubt that the engine from Gromov's plane could really be rearranged to Chkalov's car. Rather, it was an excuse to detain Gromov's crew. 
According to Gromov himself, Yakov Alksnis, Deputy People's Commissar of Defense for Aviation, who oversaw the flight, could have made the decision. He was worried about possible competition between the two crews, which threatened to lead to excessive risk during the flight.
As a result, it became completely clear that Valery Chkalov's crew would make a new flight attempt.
Flight to the edge. 
At 04:05 on June 18, 1937, the ANT-25 aircraft with a crew of Chkalov, Baidukov and Belyakov took off from the Shchelkovsky airfield. 
The flight took place in very difficult conditions. The plane often entered the zone of cyclones, clouds, as a result of which it was covered with a layer of ice. While one pilot was at the controls, the other had to almost continuously pump anti-icing fluid. In addition to the severe frost (the temperature in the cabin dropped below minus 20), the crew had to face oxygen starvation. Scientists believed that the height of the clouds in the region of the pole would not exceed 3500 - 4000 meters, which means that the pilots would not need to rise higher. In practice, everything turned out differently, and I had to fly at altitudes where you can not do without an oxygen mask. This led to an oxygen deficiency, which became acute in the second part of the flight. 
It was not possible to receive a weather report from the station "North Pole-1". Just during the passage of this area on the ANT-25, the radio antenna failed.
Georgy Baidukov's feat. 
For a very long time, the plane had to be piloted almost blindly, and the experience of Baidukov, who was a master of such flights, came in handy here. Of the more than 60 hours of flight, two thirds were at the helm. 
Departing from the next cyclone, the ANT-25 was forced to overcome the Rocky Mountains at an altitude of over 6000 meters, that is, almost at the maximum altitude for this aircraft. Chkalov and Belyakov gave the rest of the oxygen to Baidukov, who was at the helm, and they themselves lay down on the floor, trying to save strength in conditions of oxygen starvation. 
June 20, 1937 at about 15:15 Moscow time, in conditions of low cloud cover and rain, ANT-25 reached the American Portland. The crew decided to land on the northern bank of the Columbia River, at a military airfield in Vancouver. Despite the fact that the runway was a bit short for the ANT-25, the landing was successful. And after a few minutes, the Soviet pilots were surrounded by enthusiastic Americans, who were not stopped by the fact that the airfield was a military one, and the entrance to its territory was closed to outsiders. 
The first of the officials who met Chkalov's crew in the United States was the head of the garrison, General George Marshall. This is the same person whose name will be named after the plan for the post-war reconstruction of Europe.
The world record was set by Mikhail Gromov. 
In the 1930s, Soviet-American relations were on the rise, and hero pilots were greeted with enthusiasm throughout America. The flight over the Pole was indeed an outstanding event, and the Americans appreciated it at its true worth. In Washington, Chkalov's crew was personally received by US President Franklin Roosevelt.
At home, Chkalov, Baidukov and Belyakov were greeted as winners. Behind these stormy celebrations, one fact remained almost unnoticed - it was not possible to achieve a world record in the flight distance in a straight line. The indicator of 8582 km was the record of the USSR, not the world. 
This gap was eliminated by Mikhail Gromov. On July 12, 1937, the second ANT-25 with a crew of Gromov, Andrei Yumashev and Sergei Danilin began its flight. Gromov tried to take into account all the shortcomings identified in Chkalov's flight.
After 62 hours and 17 minutes of flight, Mikhail Gromov's ANT-25 landed on a field near San Jacinto, California. The flight range in a straight line was 10,148 km, and this was an unconditional world record. Having calculated the remaining fuel after landing, the pilots found out that they could even reach Panama, since there was still fuel in the tanks for another 1,500 km. 
In the history of the American city of Vancouver, even after 80 years, the arrival of Soviet pilots in June 1937 remains the main event. One of the streets of the city bears the name of Valery Chkalov.
Chkalov in America
Visiting an American General
We raced through the streets of the small city of Vancouver, where a rainy morning was growing. According to some signs, it was possible to determine that many quarters were inhabited by the military.
We stopped near a two-story mansion. We were warmly greeted by the general's wife and daughter, apparently warned by him.
Introducing us to his family, the general called Valery a "chief pilot", me a "co-pilot", and Belyakov a "navigator". The hosts have already prepared breakfast. We were invited upstairs to the second floor to eat and rest.
General Marshall understood from the conversations that we would like to change our warm flying clothes. He immediately began to bring us civilian suits from his wardrobe. The general and I laughed for a long time when, trying on Sir Marshall's trousers, I had to fasten the buttons just below the chin. Even Alexander Vasilyevich, the tallest of us, had to refuse the general's kind offer because of the enormous size of the host's suits.
Soon Valery was invited to the telephone. He hurried to the machine. The general himself held the phone.
I called San Francisco, where Alexander Antonovich Troyanovsky, the USSR plenipotentiary in the United States, was waiting for us (as the Soviet ambassadors used to be called).
I report that the task of the government has been completed. We were ordered to fly over the pole and land on the American continent. Stalin said: it is enough if we sit down in Canada. We flew over it and landed in the USA. After breakfast we took a bath and shaved. True, the reporters still managed to photograph the unshaven Chkalov next to General Marshall.
As we were getting ready to sleep, an interpreter came in and asked for a member of the crew to answer the phone. Moscow called.
For the first time in history, a radiotelephone conversation took place between Moscow and Portland.
Moscow. Who is speaking?
Portland. At the Baidukov apparatus.
Moscow. Members of the government commission, People's Commissar for Communications P. A. Khalepsky and Deputy People's Commissar for the Defense Industry, M. M. Kaganovich. Congratulations on a successful flight. How are you feeling?
I replied. All are healthy, sat down safely. On behalf of the crew, I convey greetings to the party, government, Comrade Stalin, members of the Politburo, and the socialist Motherland.
Moscow. We all hug you, kiss you, send you a warm hello!
Soon we were fast asleep.
Meanwhile, a telegram was flying from Washington to Moscow: “On June 20, at 16.30 GMT, at 19.30 Moscow time, Chkalov landed at the Baracke airfield, near Portland (Washington). Umansky.
The flight headquarters prepared a text, which was signed by members of the Government Commission for the organization of a non-stop flight, and handed over to the press for publication. Here are some excerpts from it.
“Report of the Government Commission for the organization of a non-stop flight Moscow - the North Pole - North America.
... The unparalleled non-stop flight Moscow - North Pole - North America has been completed. The dream of humanity has come true.
The heroic crew of the ANT-25 aircraft as part of the Heroes of the Soviet Union vol. Chkalov, Baidukov and Belyakov, flying out on June 18 with. at 4 hours 5 minutes Moscow time from the Schelkovo airfield (near Moscow), flew along the route: Moscow - Onega - White Sea - Kola Peninsula - Barents Sea - Franz Josef Land - Northern Pole - Arctic Ocean (pole of inaccessibility) - Patrick's Island - Cape Pierce Point (northern coast of Canada), crossed Canada (Fort Simpson, Alberta, British Columbia). The crew decided to cross the Rocky Mountains here and went to the Pacific coast; passed to Tillemook Bay (Oregon), entered the United States, and on June 20 at 19:30 Moscow time landed at the Baracke airfield, near Portland (Washington).
The plane was in the air for 63 hours and 25 minutes. During this time, over 10,000 kilometers of ground travel and 12,000 km of air travel have been covered. The plane passed over the oceans and ice 5900 km. The flight altitude for most of the journey was 4,000 meters or more due to cloudiness and bad weather…
... An excellent crew showed exceptional art, Bolshevik courage and courage, having truly brilliantly completed the greatest flight in history, conquering the most severe, most difficult part of the globe, opening a new era of man's conquest of nature.
Government Commission for the organization of non-stop flight.
Apparently, due to the loss of regular radio communication between the aircraft and radio stations in Canada and the United States, some details in the report about the flight of Chkalov's crew turned out to be inaccurate.
But we learned about this official announcement much later. In the meantime, the whole trio, led by chief pilot Chkalov, slept peacefully on the second floor of General Marshall's mansion.
At this time, the residents of Vancouver, photographers, correspondents and the military made such a fuss near the house of General Marshall that he simply lost his head when he saw cameras with "Jupiters" installed along the walls, radio operators with microphones. Messengers from the Western Union agency came running one after another with congratulatory telegrams addressed to Chkalov. Blonde and as tall as her father, the pretty Miss Marshall took mail and gave interviews to numerous journalists, whom she seated at a large round table and treated them to cocktails.
Like a bolt from the blue, the Soviet envoy Troyanovsky appeared in the Marshall mansion, delivered by plane from San Francisco to Portland, despite the bad weather. The general got even more excited. But the very calm, friendly tone of the Soviet plenipotentiary immediately relieved the tension. Troyanovsky streamlined the entire further procedure for the stay of the ANT-25 crew in the area of the landing site.
The general said that he had emptied all the wardrobes, but nothing fit the Soviet pilots, and so he called tailors from Portland stores with ready-made suits. The plenipotentiary approved this and asked:
Are the pilots still sleeping?
Marshall expressed his concern: on the one hand, guests sleep no more than three hours, and on the other, continuous calls from all cities in America and Canada and other countries.
You have seen, Mr. Ambassador, what is happening below: America wants to see Chkalov and his companions on the screens of our cinemas, to hear their voices.
The general led the plenipotentiary to the window, and Troyanovsky saw a large crowd. Bright open umbrellas swayed against the background of the fresh greenery of firs and cedars.
Yes, I feel sorry for the guys, - the plenipotentiary sighed, - but you need to wake them up.
Then Troyanovsky told how difficult it was to wake up our crew.
The first was pushed aside by the chief pilot, and he immediately recognized the plenipotentiary:
Comrade Troyanovsky! Well, thank God, we finally met.
Seeing Chkalov coming out of the bathroom in a general's dressing gown, the skirts of which he tucked into his belt, our amazing boss, our smartest lifesaver, Alexander Antonovich Troyanovsky, understood the whole comic side of the situation. He went out with the general, and after 15 minutes he returned, accompanied by some people with boxes and suitcases. They were representatives of various firms in Portland, who brought suits and tailors to fit new clothes to our figures.
Well, my dear guests,” Alexander Antonovich said smiling, “let's dress up.
In less than two hours, we were re-equipped in the latest American fashion.
Troyanovsky immediately noticed that Chkalov was especially skilful in choosing the color and style of his suit and deftly knotted his tie.
You, Valery Pavlovich, dressed with great taste, - Alexander Antonovich approved.
This is one of the Moscow dandies, - I noticed.
And you, Yagor, change your tie, - Chkalov seriously advised me.
While the outfit was going on, General Marshall, through Troyanovsky, asked Chkalov to give the owners of clothing stores until tomorrow our flight suits, which they wanted to hang in their windows for viewing and advertising. Troyanovsky, looking with intelligent brown eyes, conveyed to us the request of the American businessmen and advised us to respect it.
So our leather jackets and trousers found their way into the fashionable ready-to-wear stores in Portland.
Dressed in American fashion, chief pilot Chkalov was very elegant, he fit perfectly into the surroundings. The "diplomatic work" of the ANT-25 crew began.
In the meantime, Troyanovsky took out some material printed on a typewriter from his briefcase.
Here, my dears, are the first correspondence from Pravda special correspondent R. Johnson about your arrival in America.
New York, June 20 (special correspondent for Pravda). Chkalov's plane landed at the Vancouver Barracks. This is a military airfield located near Portland ...
... Due to strong headwinds, the plane had to use up more fuel than expected. Threatened the possibility of a forced landing in an unknown and poorly adapted place. Therefore, Chkalov decided to land in Portland.
Here, in the USA, great importance is attached to the fact that the USSR-USA air route has been installed across the North Pole. This is the first and main meaning of the victorious heroic flight.
Secondly, the significance of the flight, in the opinion of the broadest circles in the United States, lies in the fact that for the first time an absolutely unexplored region of the Western Hemisphere was crossed by an airplane and at the same time, for the first time, the magnetic pole was crossed by an airplane.
Thirdly, they note that the flight took place in extremely difficult conditions ... The most dangerous section was between 84 ° and 50 ° latitude. During the flight over this section, there was absolutely no two-way communication. The crew was guided mainly by their astronomical instruments.
Fourth, since Lindbergh's flight 10 years ago, no other flight has evoked such universal, literally nationwide admiration and excitement in the United States. All American radio stations are broadcasting very detailed reports of the flight, and this is what everyone is talking about today. Newspapers are filled with reports on the progress of the flight. Chkalov's name is on the lips of all America. Soviet pilots are waiting for an enthusiastic reception.
New York (special correspondent for Pravda). Your correspondent has just spoken to Comrade Baidukov, who reported that both he and comrades Chkalov and Belyakov were in the most vigorous and cheerful mood, despite their fatigue. Tov. Baidukov asked to convey warm greetings from the entire crew to the working people of the Soviet Union through Pravda.
All three have taken a bath and lie down to rest.
The plane landed brilliantly and was admired by all. Thousands of people began to pilgrimage to the airfield, who, despite the pouring rain, flock here to see the plane, and if possible, the pilots.
The design of the aircraft, its dimensions are of great interest to American pilots and the public ... "
How, Valery Pavlovich?
If we discard the details, then, in general, Johnson is apparently close to the correct estimates.
What do you disagree with, Comrade Chkalov, in Johnson's essays? - asked the plenipotentiary.
Alexander Antonovich! After all, you are a Russian person and you understand that the constant exaltation of your heroism makes you a superman. And this is very unpleasant, - Valery answered seriously.
There was no need to fly to the USA, and even across the pole! Troyanovsky said smiling.
The conversation was interrupted by the appearance of the owner of the house. General Marshall invited the Soviet plenipotentiary and the crew of the ANT-25 to the dining room, where the table had already been set. Chkalov was gallant and attentive, smiled sweetly at the hostess and her daughter, through Alexander Antonovich said a few compliments to them, thanked the entire Marshall family for their hospitality, and apologized for the disturbance we had caused by our air intrusion.
Miss and Mrs were pleased, and the general said frankly:
What a worry! You have no idea how lucky I am: I, an old warrior, have been sitting in this hole for a long time. But in the last war, I commanded a division in Europe! With you I gain popularity, and in America this is more expensive than money ...
Chkalov took a picture with the general, and in conversations with reporters, he emphasized in every possible way the participation of the general and his family in the heartfelt reception "Russian Flyers", as the Americans now called us.
During dinner, they brought a bundle of telegrams. General Marshall suddenly began to smile and excitedly began to say something to Troyanovsky.
Yes, my friends, - said the plenipotentiary, - you have done something incredible ...
Anything broken? Valery asked uneasily.
You overturned centuries-old traditions by forcing the president himself on Sunday, when usually the entire public life of the United States freezes, to send you a greeting.
Troyanovsky looked at the telegrams given to him.
Less than ten minutes later, an agitated messenger from the Western Union agency entered the dining room and handed the plenipotentiary a package. Troyanovsky became agitated when he glanced at the text of the telegram sent from Moscow. He got up and read the telegram from the Politburo of the Central Committee of the party.
"USA. Washington State, City of Portland. The crew of the aircraft "ANT-25".
Chkalov, Baidukov, Belyakov.
We warmly congratulate you on your brilliant victory.
The successful completion of the heroic non-stop flight Moscow - the North Pole - the United States of America evokes the love and admiration of the working people of the entire Soviet Union.
We are proud of the brave and courageous Soviet pilots who know no barriers in achieving their goals.
We hug you and shake your hands."
Here we were not up to dinner, and if we talk about Chkalov, then he was not up to America, since the telegram of the Politburo of the Central Committee of the All-Union Communist Party of Bolsheviks took all his thoughts to his homeland, which entrusted him with such a flight.
Soon they brought a telegram from the Secretary of the Komsomol Central Committee A. Kosarev and dozens of telegrams from all over America.
Americans want to see and hear Chkalov
Chkalov went up to the window. The rain continued to fall. Valery saw a huge crowd, covered by a swaying mosaic of umbrellas and parasols.
Troyanovsky and General Marshall invited Chkalov's crew to come out to the audience.
As soon as the chief pilot appeared on the balcony, the crowd of many thousands became even more lively: hats flew into the air, applause thundered, powerful shouts were heard:
Hurray, Russian Flyers! Ur-ray…
The largest American radio company, the National Broadcasting Corporation, has already prepared everything for the broadcast, which, as the representative of the radio company told Troyanovsky, will be listened to by at least 12 million Americans. First, the organizer of the broadcast warmly welcomed the Soviet pilots, and then questions followed to the crew commander and his answers, which were immediately translated into English by our plenipotentiary.
Question: What is the purpose of your flight?
Chkalov: We have set ourselves the goal of proving the feasibility of air communication between the USSR and the USA across the North Pole along the shortest straight line.
Question: Do you think that it is possible to organize regular air traffic along the same route in the future?
Chkalov: Undoubtedly. I think that such a project is quite feasible if aircraft with a sufficient ceiling are put on this line - about 10 kilometers and at a decent speed.
Question: At what average altitude did you fly?
Chkalov: From 4 to 5, sometimes over 5 kilometers.
Question: Could you fly to Auckland if the weather allowed you? (According to a report from Vancouver, at the time of landing, visibility did not exceed 2 kilometers; in other places of the route, further south, visibility was zero, clouds completely covered the mountainous area, and it was clear only in the San Francisco area.)
Question: What were the weather conditions during the flight?
Chkalov: The best conditions were over the Barents Sea, in the region of Franz Josef Land, partly above the very pole, further in the region of Patrick Island.
Question: How did you eat along the way?
Chkalov: We had a three-day supply - mostly fruits, vegetables, sandwiches, in addition, an emergency supply in concentrated form for a month.
Question: How was the radio communication?
Chkalov: Radio communication was satisfactory, except for the section starting from Patrick Island. (Chkalov, with modesty inherent in a Russian person, a Soviet hero, does not mention that, in fact, along the flight route, starting from Patrick's Island and up to landing in Vancouver, the plane was unable to receive meteorological reports for 22 hours.)
Question: A flight of such unprecedented proportions undoubtedly required lengthy preparation. How long did she take?
Question: What are your plans now?
Chkalov: We are going to take a little tour of the United States, the cities, some factories, to get acquainted with your technical achievements.
The radio announcer gave the floor to me and Belyakov, and then to Troyanovsky. After that, General Marshall came up to the microphone and said:
"I am flattered to have the honor of hosting brave gentlemen in my home."
The Americans did not disperse for a long time, continuously greeting the Soviet pilots. They expected that Chief Pilot Chkalov would say a few words as parting. And Valery made a short brilliant speech. He said that there are the Columbia and Volga rivers, which are located on different continents, have a different temper and character, their banks are surrounded by different mountains and forests, but they flow on the same planet, do not interfere with each other, and ultimately are elements of the same oceans. So our peoples - the peoples of the Soviet Union and the peoples of the USA - must live peacefully on the same globe and decorate the ocean of human life by joint work. He ended his speech like this:
Please accept from our great people the wishes of happiness and prosperity to the peoples of great America, which we brought on the red wings of the ANT-25, having overcome all the intrigues and obstacles of the natural elements.
After the radio broadcast, we said goodbye to the audience gathered in front of the general's mansion, and went down from the balcony to the first floor, where we immediately fell under the bright rays of the Jupiters - filming began. These shots appeared on the screens of America the next day. Until late in the evening, cameramen did not give rest to Chkalov's crew, Plenipotentiary Troyanovsky. And Chkalov many times invited the owner of the house to stand next to us, remembering that this was so important for the general.
We hit hard that day. And even more trouble fell on the lot of Troyanovsky, who acted not only as an plenipotentiary, but also as our translator and adviser. Chkalov was already patiently and accustomed to writing autographs on sheets of paper, in notebooks and albums, assuming the right position in front of cameras or cameras, and even praised the Coca-Cola drink. Only at 10 pm did the last visitors leave, and Chkalov, taking off his formal clothes, said:
Well, Alexander Antonovich, how meticulous your Americans are - they gave both you and us work that is no easier than flying across the Pole.
This is just the beginning, - Troyanovsky said with a smile. - Further, all this will increase hyperbolically, since you really surprised the Americans, and they, I would say, fell in love with you.
Yes, what is it for? - Valery was surprised.
Well, first of all, for getting to them despite the assurances of the Hearst press, which trumpeted the inability of the Soviets to carry out such an enterprise, especially after the death of Willie Post, who tried to prevent Levanevsky's flight over the Pole in 1935, and Levanevsky himself was forced to return from the route.
Well, what else? Chkalov inquired.
The ordinary American realized that he had been deceived in the most brazen way until now. It is no coincidence that yesterday the representatives of the press were amazed to see an engine of Soviet origin on the ANT-25. The Americans were convinced that it was possible to fly on a single-engine aircraft if it were American or English ...
During the conversation, a messenger again came with telegrams to Valery Pavlovich from Olga Erazmovna and her son.
The next day, the Soviet pilots had much more worries than yesterday.
After breakfast at General Marshall's, the crew left for the Barake airfield to complete a number of formalities.
Several US officials arranging the flight disapproved of the crew's decision to give away anything that was not a structural part of the aircraft for free. Many shook their heads ruefully, saying that the Russian pilots clearly missed the opportunity to get rich on souvenirs.
From the airfield, General Marshall took the crew of Chkalov and the Soviet envoy to his office, where we were given high official honors. By order of the general, ranks of soldiers were lined up, in front of which American banners fluttered. Nearby were old cannons. In honor of the Soviet envoy and Russian Flyers, a parade was given, which was hosted by Troyanovsky. Nineteen traditional shots from ancient guns created such a smokescreen that the parade ground, and the dense grove, and even the troops participating in the parade disappeared from our eyes.
After that, we got into cars and, accompanied by an escort of policemen on motorcycles, rushed at breakneck speed through the streets of an agitated city of Vancouver. This trip to the city government building through narrow streets crammed with people and cars was accomplished with such unsurpassed skill that it seemed to us; we're driving through the circus arena.
Do not be surprised, friends, - said Troyanovsky, - all this is done in a purely American spirit.
The day was sunny and hot. Hundreds of autograph lovers, film and photo reporters gathered in front of the City Hall. We were greeted with a whistle. This is how Americans express approval and goodwill.
We didn't stop at the Mayor's of Vancouver, because we were supposed to be at the Portland Chamber of Commerce shortly, where we rushed across the Columbia Bridge to the sirens of police circus motorcyclists. The Washington State Police saluted us at the end of the bridge, as Oregon police were already waiting for us on the other side of the river. The sirens of the Portland police were even more desperate.
Well, damn it! How they rush, - said Valery, shaking his head.
The reception at the Portland Chamber of Commerce, where the guests were greeted by the state governor himself, was broadcast throughout America. Speaking in response, the commander of the ANT-25 said that our country respects American efficiency, the high skill of workers, and high-quality equipment.
We learn all this from everyone, and first of all from you. But we give our word not only to catch up with you in the competition for the development of technology, but also to overtake you. And we ask you to forgive us for the fact that we, Soviet pilots, were the first to cross the Pole to you.
When Troyanovsky translated this speech, the applause did not stop for a long time in the Portland Chamber of Commerce. Then Belyakov and I spoke, our plenipotentiary behind us. He was followed by the governor of the state. By the end of Charles Martin's speech, three beauty queens appeared in the hall with wreaths of white roses. Smiling sweetly, the beauties put these wreaths on the Soviet pilots. Valery accepted this honor without much surprise, although he did not imagine that the Americans borrowed such a custom from the Hawaiians and that it serves as a sign of the highest honor and respect for distinguished guests.
After a gun salute, the mayor of the city asked Chkalov's crew to go to the square, where a huge celebratory crowd had gathered.
Accompanied by the plenipotentiary, the governor of Oregon, the mayor of the city of Portland and many officials, Soviet pilots with wreaths around their necks went through the streets filled with citizens.
We were accompanied by screams, whistles, exclamations of "Urey, Russian Flyers!", gestures blessing Chkalov, and smiles, smiles, smiles.
A comfortable Douglas passenger plane of United Airlines accepted the ANT-25 crew to take them to San Francisco, as was planned for their future stay in America.
The plane, in addition to the USSR envoy to the United States and the crew of Chkalov, had on board representatives of all three telegraph agencies of the United States, the press, including the TASS correspondent Duranty. Naturally, during the three hours of flight, the ANT-25 chief pilot had to conduct enough conversations and give many interviews. When asked what the most important scientific result was achieved by flying through the North Pole, Chkalov replied:
In my opinion, the meteorological discoveries were the most significant achievement of the flight. We found that the average height of the Arctic clouds is 6-7 kilometers instead of three, as previously assumed.
TASS correspondent Duranty asked Chkalov:
How serious were the icing events?
There was a moment when, within a few tens of minutes, - answered Valery, - our red-winged giant iced up so much that it took 15 hours for the ice to weather under the influence of the sun and the oncoming air flow.
Chkalov's conversation with reporters was interrupted by a very pretty stewardess, who brought coffee, tea, sandwiches and a huge magnificent cake with the flags of the USSR and the USA and a friendly inscription in Russian into the passenger cabin: "Hello to Soviet pilots."
At this time, Troyanovsky, the USSR envoy to the United States, received a telegram from the president of the New York Explorers Club addressed to Stalin and Molotov.
“On behalf of the workers and members of the New York Explorers Club, I have the honor to extend my congratulations on one of the greatest feats in aviation history, combining exploration and flight. Explorers around the world bow to your government for the active and continuous support that has been given to Arctic explorers over the years.
Williamour Stifanson.
A TASS correspondent showed the Daily Worker newspaper greeting the plenum of the Central Committee of the Communist Party of the USA to Chkalov and his crew: “The Plenum greets you with joy and pride, our heroic comrades, on the occasion of this historic flight, which is an outstanding triumph of the ingenious achievements of Soviet science and aviation. All of America, the whole world admires your miraculous feat of conquering hitherto unconquered regions of the Arctic. But we know, just as you know, that such feats can only take place in a country of socialism under the leadership of the Bolshevik Party…”
After listening to the telegram, Chkalov said:
This is from another America, Yegor ...
TASS correspondent Duranty drew attention to the greetings to the ANT-25 crew published in Soviet newspapers on June 20, 21 and 22. Kind words were said by Alexei Stakhanov, the founder of the great movement of the working class in our country, the noble steelmaker Makar Mazai, the famous machinist Pyotr Krivonos, the heroine of collective farm work, the tractor driver Pasha Angelina.
Paying tribute to the American pilots who brought us to San Francisco, Valery Pavlovich, through Troyanovsky, arranged with the stewardess to transfer part of the cake presented to the Soviet pilots to the Douglas crew. Chkalov, together with the stewardess, went to the pilots.
The American pilots were very touched by the attention of the "Chief Pilot Russian Flyers" and almost until the very landing they forced Valery to try to pilot their plane, then they treated him to cigarettes and many times asked for autographs on a variety of paper products. The crew of the Douglas presented Chkalov with a fountain pen illuminated by a tiny battery so that the pilot could take notes without turning on other light sources at night.
About fifteen minutes before landing, the weather became sunny, without a single cloud, as it should be for the state of California. Two big cities appeared on the horizon: San Francisco and Oakland. Against the background of the shining ocean bay with countless giants of steamships, forty-story skyscrapers and the majestic famous bridge connecting two neighboring cities stood out sharply.
The pilots of the Douglas plane gently landed the car on a huge concrete strip. TASS correspondent Duranty and Troyanovsky explained to us that the magnificent US pilot Willie Post once took off from this airfield, Amalia Earhart took off from here, setting off on a round-the-world flight along the equator.
The plenipotentiary and American representatives of wire agencies and the press asked Chkalov's crew to get off the plane wearing wreaths of roses, which were presented by the beauty queens of the states of Washington and Oregon. Valery Pavlovich tried to protest, but then he agreed and even gave the stewardess a rose.
To my protests: it’s not very modest, they say, to fly to another city with wreaths donated in Portland, our commander reacted decisively and violently:
Don't make a fuss, Yagor! Since diplomatic considerations demand, then, dear, you need to think ...
Thousands of people filled the airfield, brightly lit flags of the Soviet Union and the United States of America and a banner with a golden inscription: "The Communist Party of California salutes the heroic pilots for their outstanding socialist achievements" attracted attention.
This is another, working America that meets us, - Sasha Belyakov noted. And now, seeing the sea of human heads, the crowd frantically expressing their delight, he remained imperturbable.
Chkalov, on the other hand, was shocked by the cries of joy, and the dashing whistle, and the rain of scarlet roses and bouquets of carnations that fell under our feet.
In luxurious cars, under the howl of police escort sirens, we slipped through the famous 43-kilometer bridge spanning the Golden Gate Bay. Far below, warships of the Pacific Fleet, commercial passenger steamers, the Alcotraz federal prison flashed by.
Our automobile column raced furiously through the streets of San Francisco, a beautiful, strictly planned city with huge skyscrapers, countless cafeterias and shops, and the richest marble mansions. And all this sparkles in the lights of advertisements. And the streets either steeply go up, then go down, crowded with buses, tens of thousands of trucks and cars. And in all this multi-colored flashing crampedness, we rushed forward to the sonorous howling sounds of miracle sirens.
Here is the Soviet consulate - a corner of the Motherland in a distant foreign land. But even here photographers and reporters were waiting. Chkalov, embracing us, posed without grumbling, he was in a good mood.
At 9:50 p.m. we were called from Moscow for a radiotelephone conversation. Representatives of the Soviet press gathered at the Central Interurban Telephone Exchange in Moscow.
Late at night on June 21, 1937, the meeting of Chkalov's crew with the Soviet comrades ended, who, far from their homeland, carried out daily difficult and painstaking work in the interests of its defense and development.
At night, Chkalov woke up from sounds strange for peacetime: a large-caliber machine gun was scribbling somewhere. Valery even woke me up to listen to the night sounds of California's main city.
You have hallucinations, - I answered a friend, turning over to the other side.
In the morning it became known from sensational newspaper reports that one of the San Francisco banks was robbed by bandits late at night. In this skirmish, both the police and the bandits even used armored vehicles.
After breakfast we received Russians living in San Francisco.
The day was filled with official receptions. First, the ANT-25 crew was received by the mayor of Oakland, then the ANT-25 crew was given a reception in the Oakland Chamber of Commerce, later in the San Francisco Chamber of Commerce, where, in addition to the civil authorities, the military was also present, represented by the commander of the military district, General Simos and the head of the naval base, Admiral Smith. In honor of the Chkalov crew, General Simos ordered 19 artillery salutes to be fired.
In honor of the Chkalovsky crew, salutes sounded more than once in all cities, large and small, they were met by thousands of crowds. Everywhere there were flowers, smiles, enthusiastic exclamations and armies of correspondents and reporters. We shook thousands of hands, left tens of thousands of autographs, gave more than one interview.
Chkalov was always impressed by meetings with workers. So it was on the way to Washington, in Ogden, where the Soviet pilots were greeted by depot workers, in Chicago, where a real demonstration was waiting for the train on the platform. Among them were many communists and immigrants from Russia. Those who greeted me with great feeling sang the Internationale.
in Washington
On June 27, at 8:25 a.m., Chkalov's crew arrived in the US capital. He was met by the entire Soviet colony, representatives of the authorities, the press and, as usual, an army of photographers and correspondents.
After the coolness of the air-conditioned compartment, one immediately felt the damp, intoxicating stuffiness of the American capital.
Again flowers, smiles, greetings. Umansky, an adviser to the embassy, said that today the head of the US Army Air Force, General Westover, invites us to a reception at 17.30, or rather, to a cocktail.
Tomorrow will be an extremely busy day. At 11.35 Foreign Minister Hull will be waiting for you, at 12.00 - a meeting with the President of the United States. At 13.00 breakfast at the Mayflower Hotel, where the Association of Journalists will ask you to answer a series of questions. At 15.30 we will go to the Minister of War.
Hearing this, Valery Pavlovich noted that appropriate equipment is needed for official visits. It turned out that Umansky had already taken care of this. Needless to say, among his fellow citizens, Chkalov became a more cheerful and accessible person. The conversations did not stop until lunch, then we went to an appointment with the head of the US Air Force, General Westover. Below average height, stout, dressed in a white civilian suit, the general received us very kindly. Despite the hot and stuffy weather, the rest of the American pilots were in uniform. The reception was hosted by the US Army Air Corps Officers Club at Bolling Field. Among the 200 guests, in addition to pilots, there were many prominent representatives of the US Army command.
When we returned to the embassy, the Minister of Agriculture G. Wallace, a well-known political figure, a presidential candidate, who was later elected vice president, came to visit us. The minister spoke about the organization of a meteorological service in the United States and promised that the forecasts would be more accurate on our next flight.
After the meeting with G. Wallace, a meeting of the Soviet colony in Washington was held at the embassy club.
The second day of life in the American capital was even more stressful for us. There were important visits.
The first visit of the ANT-25 crew was to US Secretary of State Hull. At 11.30 Chkalov, Belyakov, Troyanovsky and I entered Mr. Hull's office. We were met by a gallant, tall, slender old man who spoke in a high tenor. He politely greeted everyone, congratulating us, the pilots, and our country on the great achievement of aviation. Troyanovsky easily led the conversation, at the same time acting as an interpreter.
The US Secretary of State was interested in the details of the flight and especially in how the crew solved the problems of air navigation between the Pole and the coast of Canada. The Minister of Posts and Telegraphs was also present.
Mr. Hull asked Chkalov's opinion about the possibility of installing air communication across the pole.
I think that this can become a reality with a significant increase in flight altitude, say, up to 9-10 kilometers, with a cruising speed of a car of 300–400 kilometers per hour, and finally the creation of a number of polar bases in the Canadian part of America, such as our base on Rudolph Island in the Franz Land archipelago -Joseph.
At 12 o'clock we were already at the White House. We were immediately taken to the president's office. Roosevelt was sitting in a special chair at a huge table filled with models of ships, aircraft and other machines, as well as books. He positioned himself near an open window overlooking the garden, and was dressed in a light white shirt with the collar unbuttoned. I remember a big gray-haired head, a friendly smile. When we approached the president to shake his hand, two men lifted Roosevelt by the arms above the chair: his legs were paralyzed. Noticing that we were carefully examining the paintings in his office, the President said:
You are pilots, and I am a sailor. Therefore, I have a lot of all sorts of things related to the marine service.
Valery casually replied to Roosevelt:
You miss our Aivazovsky here...
Troyanovsky, smiling, translated his words to the president, who perked up and said:
I really, really love Aivazovsky...
In conclusion, the President wished us continued success and asked us to be guests of America. Chkalov thanked for the warm hospitality and wished the President and the peoples of the United States happiness, prosperity and friendship with the Soviet Union. Roosevelt was very fond of these words. At parting, he shook Chkalov's hand for a long time.
More than two hundred writers, journalists and other representatives of the literary world attended the gala banquet at the Mayflower Hotel, hosted by the leaders of the National Press Club. American National Radio Company broadcast nationwide and internationally for all performances.
Many greetings were announced to the Chkalov crew, including a telegram from Admiral Byrd, a great expert on the Arctic and Antarctic:
“Please convey my most cordial, friendly greetings and warmest congratulations to the great Soviet pilots who accomplished a remarkable, historic feat that will forever remain in the annals of world aviation. The flight from the USSR to the USA is a flight brilliantly planned and brilliantly executed.”
The banquet was followed by a meeting at the War Office.
In the evening, Plenipotentiary Troyanovsky gave a big reception in honor of the ANT-25 crew at the Soviet embassy.
More than 800 people attended the reception. Among the invitees were members of the diplomatic corps headed by the doyen - the British ambassador Lindsay, Secretary of Commerce Roper, Secretary of Labor Perkins, Chief of Staff of the US Army General Kreng, Chief of the Army Air Corps (in our opinion, head of the Air Force) General Westover, about 70 members of Congress, in including Senators King and La Follette, Assistant Secretary of State Carr, Head of the Far East Division of the State Department Hornbeck, Director of the Civil Aviation Bureau Fagg. Among the guests were journalists, writers, representatives of the business community, military pilots who flew in from other states of the country, representatives of major aircraft factories and US civilian airlines.
For the first time, the crew of the ANT-25, led by its commander, found it difficult in the United States, since each of our three had to shake more than 800 hands when meeting guests and the same number when parting with them.
The chief pilot was magnificent: elegantly dressed, handsome, amiable, he distinguished himself as a dancer as well.
On June 29, we paid visits: to the Minister of Commerce, Roper, who is responsible for civil aviation, and to the meteorological office of the Ministry of Agriculture, where we were received by Dr. Clark. Here the conversation was interesting in business. Mr. Clark, holding in front of him a map of North America - with the route of our flight marked on it, said:
You maneuvered admirably to the right to cross the Rocky Mountains at the shortest distance and enter the airspace of the Pacific coast. It was a very correct decision.
The fourth visit was to the Canadian Embassy. The crew of the ANT-25 expressed gratitude to the ambassador for his assistance in the flight over the territory of this country.
The evening was devoted to exploring Washington.
On the morning of June 30, we boarded the Washington - New York train and in 4 hours drove 400 kilometers separating these two cities.
In New York
The greatest city of America solemnly welcoming the crew of "ANT-25".
Vancouver, Portland, San Francisco, Chicago and Washington have already prepared you to meet the giant city and its inhabitants. And yet Chkalov was excited by such a stormy display of friendship on the part of the Americans.
After a brief speech by the commander of the ANT-25, his crew was put into an open car and, accompanied by a police escort, they rushed through the streets of the city to the town hall, where Mayor La Guardia was waiting for us, who uttered a few words of welcome in broken Russian.
On the way from the town hall to the Soviet consulate, the police had a hard time, although they changed the route of the Chkalovsky crew, announced in the New York morning newspapers. Many times we were forced to stop in front of large crowds of people blocking traffic along the street.
To the surprise of people who knew America well, the popularity of Chkalov and his crew did not decrease.
Once our guide Misha Milsky, driving a car himself, when we were driving to Coney Island in the cramped city streets, did something wrong, and a policeman immediately stopped us.
The usual rude and often not objective scolding of the driver by the police began. Mikhail apologized, saying that he was in a hurry to take three Soviet pilots who had flown over the Pole to the appointed place.
Chkaloff? Nordpol? .. - the inspector asked incredulously. He immediately went up to the car, opened the door and, seeing Valery Pavlovich, smiled and, turning to Milsky, already in a different tone asked that the Soviet pilot give him an autograph on a slip sheet of a penalty pad. Valery Pavlovich signed and shook hands with the burly Irishman; he, taking under the visor, got on his motorcycle and led us under the howl of a police siren at high speed through the streets of New York.
The press aroused no less surprise: continuously, for many days, it spoke in enthusiastic tones about our flight, about the Soviet Union.
“The flight of Soviet aviators from the USSR to the USA deserves a place of honor in the history of aviation. They took the shortest route to get here through the North Pole and the ice-covered top of the world. It seemed impossible to mankind, but the Russians have shown that it is possible,” wrote the Philadelphia Public Ledger. The Cleveland Plane Dealer noted: “Three men whose names will be engraved in history flew over the top of the world from Moscow to the United States within 63 hours. New horizons have opened up for aviation…” “The feat performed by the Russians is a miracle of skill and hardening. The obstacles along the way were great, the risks incredible, the natural difficulties terrifying. Only the imagination can foresee the practical results of this flight. So far, this is a striking indicator of Russian courage and ingenuity and a significant demonstration of the possibilities of long-distance flights, ”the Detroit Free Press said.
Once, when Troyanovsky translated several articles for us in a row, Chkalov pleaded:
Fire, dear Alexander Antonovich! Fire! During these three days, I realized: I have become such a historical value that I even feel how my body turns to stone and is covered with a coating or mold of the cellars in which documents of the past are stored.
When Troyanovsky showed Chkalov the program of his stay in the USA, he ruffled:
Yes, what did you think? For a whole month? Time to go home! They are waiting for us there.
Consul Borovoy, holding a telegram in his hands, said:
The government, Valery Pavlovich, has extended your business trip, and we have arranged everything with the expectation that our trips around the USA will be completed by July 25th.
Chkalov was taken aback, then he murmured with renewed vigor:
As tourists, we still have time to come here and travel as much as we can. And now that's it: please plan our fastest return home. Here is my story, and let Sasha and Yagor confirm it ...
Belyakov, having got acquainted with the project of a trip to the USA, objected:
It seems to me, Valery, that one cannot refuse absolutely and from everything, since the Americans are asking our crew to visit ...
And for this, Sasha, a week is enough! Chkalov answered.
At that moment, Consul General Borovoy placed some new paper in front of Troyanovsky. Alexander Antonovich glanced at her and said with a smile:
All our disputes are useless. Here, Valery Pavlovich, is the order of the government - your crew is to stay in the USA until Gromov arrives.
This is a completely different matter! And then excursions and guests, - said Chkalov and hurried to find out the schedule of transatlantic steamers.
Fabulous! Valery boomed. - Fabulous! I feel: Gromov will take off on the tenth and will be here on the twelfth. We will meet him and immediately pass on the baton of trips around America. But we will not return to the Pacific coast - it will take too much time, and Yegor and Sasha will travel along the Atlantic coast.
And where are you going? I asked Valery.
I’ll be on guard for Gromov’s departure and the Normandy steamer, so that you, those who like to see, look and listen, you, the devils of that kind, whistle in time, otherwise you’ll be late home.
Belyakov just waved his hand and, sitting down next to me, began to develop a plan for our trips, based on the new deadline - all excursions to be completed by July 10–12.
On the same evening, a meeting was held with famous travelers, geographers, military and civilian pilots, and Arctic explorers. Honoring Soviet pilots, organized on the initiative of the Explorers Club and the Russian-American Institute for Cultural Relations, took place in the huge hall of one of the best hotels in New York, the Waldorf Astoria. Here were people whose names were well known in the Soviet country - Vilyamur Stifanson, president of the Explorers' Club, one of the few honorary members of which was our Otto Yulievich Schmidt; pilots Hetty and Mattern, who flew through the USSR; Negro Matyo Hanson, member of the Ppri expedition to the North Pole; member of Ellsworth's expedition to Antarctica pilot Kenyon and many others. One of the American journalists said that this was a "gathering of celebrities" and that a book could be written about each of them.
Chapter 23 You are the bride. but already in America So, your plane, after a long flight across the ocean, landed in America. You can breathe a sigh of relief, but it is not yet the time to fully relax. Before you fall into the arms of a loved one, there is one more small
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Valery Chkalov Probably, I will not be mistaken if I say: in the pre-war years, the most popular pilot in the country, a person elevated to the rank of a legendary hero during his lifetime, was Chkalov. All my generation of pilots, who began flying in the late thirties, were recruited into
CHAPTER THREE. In America In the spring of 1930, I attended a meeting of the American Commission of the Comintern, convened by my husband. He chaired the meeting himself. Manuilsky, Pyatnitsky and Evert participated, from the Americans - William Foster, Jay Loveston, Earl Browder and two
OUR CHKALOV Pilot-innovator For the first time I observed Chkalov's flight at the air parade in honor of the 10th anniversary of the Great October Socialist Revolution. When it became known that Chkalov would fly for members of the government and representatives of foreign embassies, there was no
Valery Chkalov I knew many good pilots, but one excelled everyone in skill and courage. It was Valery Pavlovich Chkalov. In those years, I served on the Don in aviation. With pilot Anatoly Vinogradov, we were sent to Moscow to receive from the factory and test in the air
VALERY PAVLOVICH CHKALOV - That will be the effect! - Valya anticipated in advance. - The navigator almost died, and suddenly he had already managed to receive the order. Indeed, the effect was colossal. A perfectly healthy navigator entered. They began to talk to us differently. At a meeting of the commission on
CHAPTER 7 JOURNEYS IN AMERICA Madame Blavatsky never kept a diary, so it is difficult to date her travels. According to Sinnett, she was in America three times: in 1851 she traveled from Canada to Mexico via New Orleans, in 1853-55 she made her way from
Chapter Ten In America A rally-meeting in New York. - Speeches about the "immediate cessation of hostilities on the fronts." - "Reactionary imperialist Entente" in progressive "Germany. - The coming "world revolution". As soon as it became known that Trotsky was coming to
Chkalov crashed On December 15, Valery Chkalov crashed. A man with the heart of an eagle and the mind of a scientist! Our older brother! A man who knew the technology of the aircraft and its capabilities, like none of us! What happened?! Serov sobbed like a child. Always strong-willed and courageous, Anatoly at the first
As the USSR warned everyone that we
As the USSR warned everyone that we have long wings
The flight of Chkalov, Baidukov and Belyakov across the North Pole to America, whose 80th anniversary is celebrated in June, became almost epic even then, in the summer of 1937. By sharply raising the international rating of the USSR, it turned out to be our long-playing geopolitical move. It may well be included in a similar "brand" series of Russian achievements, such as the discovery of Antarctica, the feat of the first drifting station among the Arctic ice, Gagarin's breakthrough into space.
The Soviet region, which turned the catastrophe of the cargo ship "Chelyuskin" into a victorious heroic epic, needed loud and unconditional victories of planetary significance. It’s not a little that ten years earlier, the main citadel of the “free world” in the person of Charles Lindbergh, who made the world’s first solo transatlantic flight, was marked as such. In 1935, Amelia Earhart consolidated American leadership by establishing an air route over the Quiet Ocean. The distance record, however, was soon challenged by England, followed by France.
But what about red Moscow? Our aircraft industry was on the rise. In 1932, Andrei Tupolev and Pavel Sukhoi created an excellent ANT-25 machine with the code name "RD", which meant a range record. The engine was chosen completely domestic - AM-34R Alexander Mikulin with a maximum power of 874 hp. And they didn't miss. The thirteen-meter graceful bird with a wingspan of 34 meters proved to be excellent, flying in 1934 with the crew of test pilot Mikhail Gromov without landing more than 12 thousand km, setting a new world record for the range of non-stop flight along a closed route.
Levanevsky, Gromov, Chkalov were eager to take part in a transpolar flight. Stalin knew a lot about such accomplishments, but he also understood well the price of a possible failure. In August 1935, Sigismund Levanevsky, on a converted ANT-25 for polar circumstances, already gave a false start, flying from Moscow to San Francisco via the North Pole. However, it rolled over the Barents Sea due to an oil leak in the engine. I did not take risks, following the strict order of Ordzhonikidze ...
No, now there should be no misfires, the leader decided. And so, a year later, the new RD crew - commander Valery Chkalov, co-pilot Georgy Baidukov and navigator Alexander Belyakov - were allowed to fly not to America, but to the Far East. The route was named "Stalin" and was brilliantly overcome in 56 hours. The titles of Heroes of the Soviet Alliance, the Order of Lenin, cash prizes, the reception of victors in the capital - all this was prestigious and beautiful.
But the top of the planet remained unconquered by aviators. The leadership of the region hesitated, waiting for the start of work of the drifting station "North Pole-1", which would be able to transmit the long-term weather reports necessary for such a flight.
On May 25, 1937, Chkalov, Baidukov and Belyakov were demanded to the Kremlin. Finally, it was decided that the crew would be the first to fly the ANT-25 across the North Pole to Canada or the USA. Gromov and his team will follow the same route. An unfortunate accident at the Shchelkovsky airfield almost disrupted the flight. At the beginning of June, a small I-5 fighter, landing carelessly, crippled the cover of the giant ANT, which was standing on the runway, with its landing gear. The employees of Tupolev and Sukhoi, who urgently rushed to the place of emergency, reassured the pilots that the repair was simple and short. Forecasters suspended for another week: not the most favorable weather covered the Arctic. Another Moscow forecast hung like a sword of Damocles: heat at once after June 18 - and for a month. Cooling radiators were specially redesigned for arctic conditions, and in hot weather, the cooler with oil would simply boil on takeoff. Chkalov gave orders to prepare the aircraft and fill the tanks with fuel. The authorities all pulled with a go-ahead - no one wanted to lose their heads, if something went wrong ... The commander had to reach the leader himself. He replied: "The crew knows when it is better for them to take off."
Finally, the historic moment has arrived. On June 18, 1937, in the light, an 11-ton ANT with a white fuselage and red wings broke away from a specially built runway, heading north. Chkalov had previously bickered furiously with the doctors and other specialists who were preparing the flight, reducing the supply of food and other things in favor of an extra liter of gasoline. And he agreed.
At first, they flew regularly and cheerfully, resting in turns, exchanging jokes. The evenly humming motor was affectionately nicknamed "Mikulin's symphony". The eldest of the crew was 39-year-old Belyakov, by that time Chkalov had turned 33, Baidukov - 30. The first in the circle of friends was called "Chapai", since he fought in the Civil Division in Chapaev's division. And Yegor Baidukov Chkalov stubbornly called on the Nizhny Novgorod habit of "Yagor". They could only move around the plane by crawling, squeezing between boxes and bags. They joked about the rusty axis of the earth sticking out of the pole, and about the impending meeting in America.
When the continent was left behind, and a boundless icy sea with floating ice stretched ahead and behind as far as the eye could see, the jokes died down. Cyclones attacked the plane from nowhere. Avoiding icing, they had to fly around, wasting fuel and time. Only a day later, Franz Josef Land appeared below. The crew made an unpleasant discovery: the clouds over the Arctic reached a height of six and a half kilometers, although scientists assured that there would be four. I had to climb "higher and higher." The temperature in the cabin at such an altitude dropped to minus nine, there was not enough atmosphere, they put on oxygen masks. In the clouds, the propeller, wings and cockpit quickly seized with ice, despite the injection of anti-icer. However, at times, in the words of Baidukov, they climbed "into the very hell" - through a continuous cloudy front. A centimeter-long ice crust was felled from the cockpit windows with a fin, sticking a hand through the open window.
Often they flew blindly, according to instruments, while the magnetic compasses, as expected, began to go crazy at the pole. It's not bad that the designers installed a solar course indicator on the engine hood. At some point, it turned out that the radio station was not working: the lights were blinking, but there was no reception. Already after the flight, Chkalov, laughing, admitted that later they discovered: one of them, fidgeting around the car, accidentally cut off the antenna. But in Moscow, ten hours without communication with an airplane clearly did not seem ridiculous. The main problems nevertheless lay ahead, and each could end in tragedy.
This is how Baidukov describes one emergency situation in his memoirs: “It was necessary to descend to the ground, the icing would probably stop ... I began a quick descent, almost diving. At this moment, something suddenly splashed from the front of the engine hood. Accident! Obviously, the water froze and broke the tube through which it entered the engine cooling system. This means that in a maximum of 20 minutes the motor will shatter into pieces, and a fire will start. We urgently need to pour water into the cooling system. The pilot began to work frantically with a hand pump in order to fill the cooling system, and noticed with horror that there was nothing to pump - the reserve tanks with coolant were empty. Chkalov quickly poured out the remains of unfrozen fresh water from the trunks, but this was not much. “Suddenly, the idea came to me to use rubber balloons, pilots, where each of the three poured their urine,” Baidukov continues. “Our dear doctor Kalmykov asked this, arguing that it should be saved for analysis after the flight.” Resourceful pilots added more tea and coffee from thermoses, and the main pump pumped life-saving fluid into the radiator.
The next deadly test was waiting when the ANT-25 had already crossed the pole and was flying over Canada. Departing from the wall of clouds, the Chkalovites ran into the Rocky Mountains and allowed them to cross on the way to the Pacific Ocean. At an altitude of 6100, everyone except the commander ran out of oxygen. Since Baidukov was sitting at the helm, Valery Pavlovich gave him his disguise, and he, together with Belyakov, lay down on the floor, trying to breathe less often. It lasted three hours. They crossed the mountains on the verge of losing their minds, Chkalov's nose was bleeding.
Finally descending from the top, they found themselves in a continuous cloudy night. So seven hours flew by. By morning, emerging into the light, they saw under them the first American city - Portland. We checked the fuel tanks: another 600 kilograms - enough to San Francisco. When Belyakov clarified the evidence of the sensor, it turned out that he was lying because of an air lock. There was much less fuel, it became necessary to turn towards Portland.
Baidukov recalled this: “Valery Pavlovich Chkalov carefully looked through the front window: the plane was flying at an altitude of 50 meters, the concrete strip of the Portland airfield was visible below. A lot of airplanes on a field flooded with puddles of water. There is a huge crowd outside the airport building. People toss their hats, wave their hands. Do they meet?
Jagor, don't sit down here! Gutted an airplane for souvenirs.
Having hastily searched the map, we found a small military airfield in the city of Vancouver nearby. On June 20, the ANT, still humming smoothly, touched the strip and, running along it, froze. It was raining lightly. Some people were running towards the plane with red wings, waving their hands. The pilots smiled wearily. The task of the Motherland was completed ...
In America, the Stalinist falcons were greeted enthusiastically. They were given the best costumes, and their dress, which found its way to the owners of local shops as exhibits, made them publicity for years to come. The heroes handed out the food left from the flight to the American military, offering to taste it. But the latter reverently refused, saying that they would pass these dishes on to their grandchildren so that they would become as happy as those who flew over the pole. The local beauty queens hung magnificent wreaths around the necks of the Russian magnificent trinity. “Like elephants, they lead through the streets,” Chkalov quipped on this pretext.
Vancouver, Portland, San Francisco, Chicago, Washington, New York - such a circle of honor was taken by Soviet pilots. And in any city they were waiting for press conferences, crowded rallies, where they were noisily glorified by ordinary Americans. And the US colleagues even sang at one of the meetings the now famous “March of the Aviators” in English: “We were born to make a fairy tale come true ...” their wings." Having already returned home, Valery Pavlovich spoke about the ideological effect produced overseas: “All the newspapers were full of slanderous articles about the Soviet Union. After we landed, the newspapers had to change their tone and write well about our country.”
The sympathy for the USSR, its technical capabilities, the fearlessness of people, coupled with the unequivocal demonstration of the shortest air route to America, which, among other things, has military significance, did their job. The United States in a future war acted as an ally of our region, which, frankly, back in 1936 was unlikely. A bold exclamation point was the reception given by US President Franklin Roosevelt, who issued the chased formula: “Three heroes from Russia, Chkalov, Baidukov, Belyakov, did what Soviet diplomats could not do for decades - they brought the Russian and American peoples together.”
Stalin, meeting the victors in the Kremlin, expressed himself quite emotionally: “You probably don’t know what you’ve done!”
Although Chkalov's crew did not reach the intended target, thereby not breaking the world air distance record in a straight line (which Gromov, Yumashev and Danilin did literally next on another ANT-25), he certainly became a beautiful legend, as is usual with pioneers. At a festive government reception after the flight, one of Stalin's falcons, pouring a glass of vodka, turning to the leader, suggested: “Comrade Stalin! Let's bait on a chkalik, little white!" The legend became folklore, embodied in childish yard games, in "Chkalovites", in poetic images.
Remember this in America. In 1975, a monument in honor of the Chkalovsky flight was opened in Vancouver at the expense of residents. The name of the commander of the famous crew was also given to the park, the street and the museum.
Will young people in the homeland of heroes now be able to answer who Chkalov, Baidukov, Gromov are? The question, alas, is rhetorical. But this is a completely different story.
Sigismund Levanevsky: the secret of the disappearance of Stalin's pet
81 years ago, on June 18-20, 1937, the crew of the ANT-25 aircraft, consisting of Valery Chkalov, Georgy Baidukov and Alexander Belyakov, made the world's first non-stop flight from Moscow over the North Pole to America. Less than a month later, on July 12-14, 1937, Soviet pilots Mikhail Gromov, Andrei Yumashev, Sergei Danilin managed to surpass this achievement and set an absolute world record for the distance of a non-stop flight from the USSR to the USA through the North Pole in a straight line. It was not only a victory over bad weather, technique and fatigue. Transpolar flights were a brilliant triumph for Soviet aviation and the aviation industry. It was also a brilliant triumph of domestic design engineers: Pavel Sukhoi, an aircraft designer, and Alexei Mikulin, an aircraft engine designer. Now it is difficult for us to imagine what a drama was associated with these achievements and what large-scale problems had to be solved on the way to the goal and the crews, and the domestic aviation industry, and the entire young Soviet country.
At the magical frontier
In the first half of the twentieth century, aviation records in the minds of people were comparable to the achievements of astronautics in the post-war period. They amazed the imagination, and the pilots were something like celestials. Reports of new flights became a worldwide sensation. But in the early 1930s, when the straight-line flight distance record approached the milestone of 10,000 km, it was no longer possible, as before, to set records on converted production aircraft. It was necessary to create a special design, which was a complex engineering task, feasible only for a highly developed state. The victory in the race for the distance record allowed the Soviet Union to confirm its status as such.
There is a well-known conversation between Valery Chkalov and an American millionaire aboard the Normandy turboelectric ship, the fastest passenger ship in the world at that time, on which Soviet pilots crossed the Atlantic on their way back from the United States. The millionaire asked how rich Chkalov was. The pilot replied that he had 170 million. "Rubles or dollars?" - said the pragmatic American. The answer was: “The 170 million people who work for me, just as I work for them!”
This propaganda passage of the Soviet pilot corresponded to the truth. A huge number of people worked on the implementation of plans for a record flight, decisions on it were made personally by I.V. Stalin, and the control over the project was carried out by the state commission under the leadership of K.E. Voroshilov. It was she who, on December 7, 1931, decided that the record should be set on a specially built Soviet aircraft, which was entrusted to create by the TsAGI design bureau, headed by A.N. Tupolev. The design of the record machine was carried out by the team of P.O. Dry, but fundamental decisions were made by Tupolev. He was also responsible for the result before high authorities.
ANT-25 or RD ("Range Record") had an unusual design. The main feature is the high elongation wing: the ratio of its length to width (chord) was 13.1, which turned the aircraft into a huge glider with a motor. The glider itself is capable of soaring in the sky without an engine, and with the engine it was possible to perform a miracle in general - to perform a long flight, albeit at a low cruising speed of 165 km / h.
There were no aircraft with such a wing extension in the world. A classic glider is a light machine, and a record-breaking aircraft had to take as much fuel as possible, and the wing had to withstand this load. However, at such a length, flight in a turbulent atmosphere inevitably causes structural vibrations. In conventional aircraft, the problem was solved simply: they made the wings rigid, “unshakable”. But with an ANT-25 wingspan of 34 meters, the rigid metal structure turned out to be unrealistically heavy. It was necessary to make complex calculations of its oscillations, and this was done by the TsAGI aerodynamicist V.P. Vetchinkin.
On a global scale, the ANT-25 then had two main competitors, who could also overcome the magical milestone of 10,000 km. These were aircraft built with the money of the military departments: the British Fairey Monoplane II, which flew 8595 km in February 1933 in a straight line between Britain and Namibia, and the French Bleriot 110, which in the same year set a new record of 9104.7 km on the US route - Syria.
The wingspan of the Fairey Monoplane II was 24.99 m with an aspect ratio of 7.5 and a takeoff weight of 7938 kg. The Bleriot 110 had 26.5 m of wingspan at a similar aspect ratio and a maximum weight of 8970 kg. The takeoff weight of the ANT-25 reached 11,500 kg.
Even outwardly, the ANT-25, whose wings were 2.5 times longer than the fuselage, was so different from traditional air technology that it was perceived by contemporaries as something fantastic. It used advanced solutions for that time. For example, the main fuel tanks in the wing were located between the spars and served as part of the power structure. Navigation equipment allowed flying around the clock and in any weather. The release of the chassis was carried out using an electric drive. At the same time, the aircraft turned out to be exceptionally tenacious: it was battered by storms, once it burned, made an emergency landing several times, shortly before the record flight, an I-5 fighter “landed” on its wing, but a week later the car was ready for a historic flight.
With its own mass of ANT-25 in 3784 kg, about 6 tons of fuel were poured into it. Such a "fuel truck" could not take off from the ground: its liquid-filled wings, even on compacted soil, swayed so that they caught the ground. An overloaded car needed about one and a half kilometers to take off, so the first concrete strip in the USSR 1800 m long was built specifically for the ANT-25 at the airfield in Shchyolkovo. And all the same, after taking off from the runway, the car climbed very hard: 500 meters in the first 50 km. The forces of 2000 workers had to tear down the hill, which fell on the take-off trajectory. Just in case, they even knocked down the fence enclosing the airfield. The precaution is not superfluous: the record-breaking flight of the Bleriot 110 from France to San Francisco in 1934 failed due to the fact that the plane damaged the propeller on the tops of the trees during takeoff. But the Soviet launch complex in Shchelkovo cost more than the aircraft itself.
For the transarctic flight, ground-based meteorological and radio stations were mobilized, one of which was equipped directly at the Pole. Only after the deployment of the drifting station "North Pole-1" under the command of Ivan Papanin, which could maintain radio contact with the aircraft and transmit weather reports to it, in May 1937 Chkalov's flight was given the green light.
Above the top of the world
The choice of a route through the North Pole to set a flight record seemed reckless at first glance. Usually, for the flight, they tried to choose a route with favorable weather conditions, lying over the area where there is hope for help in case of a forced landing. Here it was necessary to fly several thousand kilometers over water, ice and deserted territories of the Far North. The “chief polar explorer” of the Soviet Union, Otto Schmidt, even wrote to Stalin that the chances of providing assistance in the event of a plane crash are zero, despite the fact that the plane could theoretically land on the water and stay afloat. A rubber boat, a tent, skis, guns and 115 kg of a month's supply of food, which was supplied to Chkalov's crew, served as little consolation in the hope of holding out until the rescuers arrived.
Despite all the difficulties, the flight over the North Pole was the cherished dream of the aviators of those years. First, it was the shortest route between the two continents. When flying from Moscow to San Francisco across the Pacific Ocean, it was necessary to overcome 18,000 km, across the Atlantic - 14,000, and across the pole - "only" 9600. Secondly, he combined the romance of the sky with the heroism of polar exploration, crowning the era of the Great Geographical discoveries, which was a mission of special honor. It was important to fly to the United States: building relations with the richest country in the world was one of the highest priorities of Soviet foreign policy in the light of the Second World War already looming on the horizon.
By the way, in the USA the resonance from the flight was colossal. General George Marshall, who commanded the provincial military base Vancouver Barracks, got into the company of Soviet pilots for an appointment with President Roosevelt, later became the US Secretary of Defense, Secretary of State and Nobel Peace Prize winner, as well as the author of the famous plan that determined the structure of post-war Western Europe. “You made me popular, and this is more expensive than money in America,” Marshall said to Chkalov when the pilot thanked the general for a warm welcome and an overnight stay in his house.
Not only Soviet pilots dreamed of flying over the Pole. The American pilot Willy Post, who was the first to make a round-the-world flight with landings in 1931, intended to fly over the Pole from Alaska to Arkhangelsk in 1935 on a seaplane with drop floats, but crashed during a training flight.
Thus, there was no doubt about the importance and necessity of a cross-polar flight. The "record" car was manufactured at plant number 18 in Voronezh in only two copies. Both were lifted into the air by the great Soviet pilot Mikhail Gromov, chief pilot of TsAGI, tester of Tupolev aircraft. Then the difficult fine-tuning of the unique technique began. Initially, the ANT-25 showed an estimated range of only 7200 km. A gearbox was used, thanks to which the propeller rotated more slowly, which made it possible to increase its diameter to 4.1 m. This increased the range to 10,800 km. I also had to work on aerodynamics: the corrugated metal lining of the wings was covered with fabric and dope. On September 10-12, 1934, Gromov managed to fly 12,411 km in the Moscow-Tula-Ryazan-Dnepropetrovsk-Kharkov polygon in 75 hours. It practically reached the limit of the technical range of the ANT-25, since after landing only 30 liters of fuel remained in the tanks.
It was a phenomenal achievement, far surpassing the world record for closed-loop flight held by the French (10,601 km). Gromov became the eighth Hero of the Soviet Union, but his achievement was written in small print on the last pages of the newspapers: no national honors, no triumphal passages through the capital. The fact is that until 1935 the USSR was not a member of the International Aviation Federation, so the record would not have been officially registered. But its loud celebration could alert the French and British, who were already intensively preparing to take the 10,000 km barrier - at the beginning of 1935, a 11,500-kilometer non-stop France-Chile flight on the Bleriot 110 started, but engine failure prevented it from successfully completing.
First try
The record was in the air, it was impossible to delay. Mikhail Gromov seemed the most suitable candidate for making a historic flight. However, on May 1, 1935, after an air parade over Red Square, which he led, sitting at the helm of the largest ANT-20 Maxim Gorky aircraft in the world at that time, Gromov was admitted to the hospital with internal bleeding from a peptic ulcer. For a whole year, the best pilot in the country was out of action. The next candidate for the flight was the famous polar pilot Sigismund Levanevsky. In 1933, he became one of the first seven Heroes of the Soviet Union among the pilots who rescued people from the Chelyuskin steamer crushed by ice. Levanevsky was also a suitable candidate because of his popularity in America: in 1933, he took the American pilot James Mattern from Chukotka to Alaska.
The first attempt to set a Soviet non-stop flight record occurred in 1935. On August 3, a crew consisting of Sigismund Levanevsky, Georgy Baidukov and navigator Viktor Levchenko started on the route Moscow - North Pole - San Francisco. The planned flight received wide publicity. Even the US ambassador arrived at the airfield to see off the crew. After takeoff, Levanevsky discovered a trickle of oil flowing from under the engine hood. Soon there were smudges on the cabin floor. There was a burning smell. Apparently, the oil got on the hot parts of the motor. Levanevsky was not a test pilot, he did not know the aircraft, and after 2000 km and 10 hours of flight, already over the Barents Sea, he decided to return. Later it turned out that the oil was leaking through the regular drainage due to the fact that it was poured under the neck, and in flight it foamed. The co-pilot, Baidukov, test pilot of the Air Force Research Institute, figured out the nature of the malfunction, but could not convince the commander that the flight could be continued: Levanevsky turned the plane around, threatening Baidukov with a Mauser.
Frustrated by the failure, Levanevsky, at Stalin's debriefing, said that he would no longer fly on Tupolev's planes, adding that only a pest could make the ANT-25. The pilot's anger was caused by a fundamental circumstance: the aircraft was equipped with only one engine, which was a design feature of the ANT-25.
Symphony of Alexander Mikulin
The M-34 engine, installed on the ANT-25, was the first domestic high-power serial aircraft engine and surpassed the best foreign models. It was created in 1932 by designer Alexander Mikulin at the Central Institute of Aviation Motors (now the Central Institute of Aviation Motors named after P.I. Baranov).
The design of the M-34 had a number of innovations. One of them was the power circuit of the block, the so-called "compressed jacket and free sleeve" circuit. It provided exceptionally high rigidity of the system and the possibility of further forcing. Initially, the engine developed a power of 750 hp. s., and for a record flight was boosted to 874 liters. With. It should be noted that 10-12 years after the creation of the M-34 engine, the leading foreign developers - the English Rolls-Royce and the American Packard - adopted the power circuit of the piston engine of the M-34 type to boost their engines.
It is also worth noting the strategic insight of Alexander Mikulin in terms of calculating the diameter of the cylinder. The M-34 featured a relatively large cylinder bore and piston stroke. In the early 30s of the last century, it was believed that the optimal diameter of the engine cylinder was 140-150 mm. However, already during the Second World War, many foreign firms were forced, when forcing their engines, to rebuild production on about larger cylinder diameters. For example, Rolls Royce increased the diameter from 137.16 mm (Merlin XX engine) to 152.4 mm (Griffon engine) to increase engine power, and Daimler-Benz - from 150 to 162 mm. At the same time, the transition to a different cylinder diameter inevitably necessitated a restructuring of the entire production cycle and certain delays in the production of new foreign engines.
The M-34 engine was also highly appreciated by the leadership of the USSR. In particular, the Deputy People's Commissar of Heavy Industry P. I. Baranov (who showed maximum assistance in its creation) wrote in early April 1933 to the Secretary of the Council of Labor and Defense under the Council of People's Commissars of the USSR: “The M-34 motor is currently a reliable motor and with its data, it ranks among foreign low-altitude motors ... When provided with a gearbox, a supercharger, a variable pitch propeller, the motor manufactured at CIAM becomes a first-class motor.
The very next year, in 1934, the director of the Soviet pavilion at the 2nd International Aviation Exhibition, which was held in Copenhagen, wrote in a report that the visitors of the exhibition showed the greatest interest in the M-34 engine (it was exhibited in the M-34RN modification). Foreign experts with close attention examined the motor and its individual parts and assemblies mounted on a special stand. In the Danish and English press, the creation of the M-34RN was noted as a grandiose achievement of the Soviet aviation industry. The M-34RN had a similar success in 1935 at the international aviation exhibition in Milan.
The main difficulty in preparing for a transpolar flight was that the duration of the record flight of 60-70 hours was comparable to the engine resource. At the same time, in take-off mode, the engine had to work not for the first 10 minutes, but for the first 10 hours of flight, until the production of fuel lightens the car, allowing it to reduce speed. Engineers worked hard to increase its resource, and finally, during tests in 1934, the M-34 worked for an unprecedented 500 hours for a domestic engine!
However, the quality of production of those years left much to be desired. At plant number 24, where the M-34 was mass-produced, in 1932-33. casting defects reached 60%, machining - up to 80%! By 1935 marriage was 15–17%. Therefore, a special version of the engine was created for the ANT-25 - M-34RD (the letter P meant "gear", D - "long"). For its production with special care, according to special drawings, 20 sets of parts were made, 15 motors were assembled from them, and only 10 of them were selected for installation on an aircraft. They differed from the standard ones in tighter tolerances for parts, as well as design changes: new suction pipes, oil and water pumps, camshafts, a redesigned crankshaft shank, and the presence of a second fuel pump. The rest of the systems were also improved: valves, carburetor, magneto, candles. All engines were boosted in terms of speed to 830 hp. Each engine was tested, adjusted and adjusted at CIAM.
But even with this approach, Gromov's record in 1934 took place only on the third attempt: in the first two, due to engine problems, he had to make an emergency landing. Miraculously, the plane was saved.
In the Arctic, the failure of a single engine meant certain death. Therefore, the failure of Levanevsky placed in the minds of the country's leaders serious doubts about the suitability of the ANT-25 for a transpolar flight. In order to avoid a new international embarrassment in 1936, a dress rehearsal was undertaken in the form of a flight along the route Moscow - the Far East. Chkalov, Baidukov and Belyakov set a distance record "for domestic use", covering 9375 km on July 20-22, 1936 in 56 hours. The commander and his crew became Heroes of the Soviet Union. But doubts about the ANT-25 remained, and the key question was about its only engine.
After landing in the United States in June 1937, Chkalov had to open the engine hood for journalists. The American press wrote that such a flight was possible only on a Western-made engine. Photos of the M-34RD with inscriptions in Cyrillic were published in newspapers next to the portraits of heroic pilots. "Symphony of Alexander Mikulin", - this is how Valery Chkalov described the impeccable operation of the motor.
At a meeting with Stalin on May 25, 1937, the issue of a new attempt to fly to the United States on the ANT-25 with a single engine was decided. “So you, comrade Chkalov, are sure that the choice of aircraft is correct? Still, one motor ... ”, - asked Stalin. “The motor is excellent,” the pilot replied. “Besides, one motor is a hundred percent risk, and four is four hundred.”
This famous joke decided the outcome of the case.
A few days after that, Mikhail Gromov, who had recovered, also turned to Stalin with a request for a non-stop flight over the North Pole, justifying his desire by the fact that he could break the flight distance record, and also received consent.
Both crews simultaneously began preparations for the flight.
Brave heroes always fly forward
Speaking about the famous flight of Chkalov, they often forget about the role of the co-pilot - Georgy Baidukov. At Stalin's debriefing, after the first failure in 1935, Baidukov did not support Levanevsky and refused to go with him to the United States by order of the leader to purchase the equipment necessary to prepare for the flight. In fact, he called Stalin's order meaningless, and in his presence. This required great courage, especially since at that time the pilot's father was serving time for wrecking. But Baidukov was sure that the aircraft "long-range" than the ANT-25 could not be found in the USA, and therefore remained in the USSR and started fine-tuning the machine. It was Baidukov who persuaded Chkalov, Stalin's favorite, to take part in the Arctic project. Even Chkalov himself was surprised by this proposal, saying that he was a typical fighter, was not familiar with polar aviation, did not know navigation, and was not trained in blind instrument flight. But Baidukov bluntly told Chkalov that his job was to obtain permission to fly and take off.
There was a unique case: the co-pilot chose his commander. At the notorious meeting on May 25, 1937, both Chkalov and Levanevsky were simultaneously named members of their crew Baidukov. After the meeting, after talking with Chkalov, Baidukov suggested that Levanevsky fly on the ANT-25 as a commander, because it was he who was considered by everyone to be the author of the idea of a transpolar flight to America. But he refused. So Chkalov became the best pilot of those years. It is difficult to describe his glory in the USSR after the legendary flight. It is as if Gagarin, after the first orbit around the Earth, would also fly to Mars. Meanwhile, in their own circle, pilots sometimes teased Baidukov: “Tell me, why did you take Chkalov to America?”
Baidukov himself was originally invited to this flight by Levanevsky as one of the best blind flight masters in the country. He could fly the plane in the clouds for hours on instruments, maintain the course, endure the bumpiness without losing spatial orientation. Not all pilots were able to do this. For example, Chkalov did not have such skills, and every time the plane approached the wall of the next cyclone, he called the co-pilot. And since the weather was bad for almost the entire flight, Baidukov mainly had to pilot the plane in these difficult conditions. Not without reason, after landing in America, which he carried out after a 13-hour sleepless watch, the crew commander called him a three-core.
Of course, Chkalov himself was a talented pilot. It is he who is the author of aerobatics, such as "ascending spin" and "slow roll". Before the record flight, he studied the ANT-25 well, believed in this machine, and trained a lot on it. Unlike the arrogant Levanevsky, who did not condescend to communicate with the mechanics, Chkalov liked to talk with them, followed the preparation of the aircraft and did not sleep at night when the engineers adjusted the engine. A master of aerobatics, Chkalov saved planes more than once. What is worth just his landing in adverse weather conditions on a narrow, rocky spit of Udd Island (now Chkalov Island) when flying to the Far East in 1936. Even the genius of the steering wheel Baidukov was then afraid to drive a car at low level over a stormy sea. Another time, during a training flight, the steel cable of the landing gear system broke at Chkalov's plane. One of the racks managed to be pulled into the landing position manually. But the second jammed tightly. And Chkalov managed to land a colossus with 34-meter wings on one left support. Later it turned out that the mechanic forgot the drill in the winch.
Taking off on an aircraft like the ANT-25 was not an easy task. Since it had only one propeller, its rotation was not compensated by anything, and the car was constantly pulled to the side on the runway. Even on a fighter jet, it is not easy to control such a withdrawal, but on a heavy machine, this required an instant reaction, physical effort and great skill. The slightest deviation from a straight run led to disaster. Chkalov in the early morning of June 18, 1937, not only lifted the car overloaded by a ton, but also managed to wave the mourners out the window.
It is impossible not to note the role of navigator Alexander Belyakov. In the crew he was called a professor, because. he was not only the head of the navigation department of the Air Force Academy. NOT. Zhukovsky, but also a pedant at work. The role of a navigator in a transpolar flight is enormous: the flight took place over ice, in unpredictable weather, without any reference points. In conditions when the magnetic compass does not work, the navigator was guided by the solar compass, which required constant observation and great concentration.
On the way, Chkalov's crew met four cyclones, which had to be pierced, bypassed or overflyed at an altitude of up to 6 km with suboptimal fuel consumption. Over Canada, they had to deviate from a straight route altogether, jump over the Rocky Mountains and then move south over the ocean along the coast. Chkalov bled from his nose and ears and his leg hurt, so he could not fly the plane. Baydukov sat at the helm. Oxygen for breathing was running out, the rest was given to Baidukov, and Chkalov and Belyakov, saving their breath, lay motionless on the floor. But ANT-25 with a heroic crew on board stubbornly strove for the goal.
The aircraft was iced several times. Particularly dangerous was the so-called porcelain icing, which lasted about 16 hours. It was not possible to get away from him above the clouds, and Baidukov went down. And then came the most terrible moment of the flight.
Baidukov almost dived, removing the engine speed to the limit. The engine has cooled down, due to which the drain pipe of the expansion tank of the cooling system has frozen. The vapor pressure in it increased, breaking through the ice plug, but along with the steam, a lot of water also splashed out. Its level dropped, the cylinder heads were left without cooling. This meant that in a few minutes the engine would overheat and jam over the icy expanses of the Arctic.
They rushed to look for water, but its reserves froze. Chkalov showed composure and resourcefulness. He ordered to pour tea and coffee from thermoses into the system. On this mixture and flew. Baidukov recalled that it was after this incident that he first noticed gray hair in the commander's hair.
Then there was a landing at a military airfield in Vancouver, Washington, a triumphant tour of the United States, worldwide fame and a reception at President Roosevelt. In 63 hours and 16 minutes, the crew covered 9130 km, but in a straight line the distance between the take-off and landing points was only 8504 km. Headwinds and bad weather conditions lengthened the real path of the aircraft, and the world record could not be set. After landing, only 77 liters of fuel remained in the tanks from the original 5700.
Less than a month after the start of the Chkalov machine, on July 12, 1937, the second ANT-25 took off from Shchelkovo. The crew consisted of Mikhail Gromov, Andrei Yumashev and Sergei Danilin. Initially, it was decided that both crews should start with a difference of half an hour. The Gromov crew, led by an experienced test pilot, was better prepared, so Chkalov, Belyakov and Baidukov were assigned the reconnaissance mission, and Gromov, Yumashev and Danilin were to set the record. However, shortly before the flight, having arrived at the hangar, Gromov discovered that the engine had been removed from his plane and moved to Chkalov's car. He never knew the reason.
The crew of Mikhail Gromov before the flight. From left to right: Sergey Danilin, Mikhail Gromov, Andrey Yumashev Gromov's crew had to wait until another engine was "run in" on the stand. But during the preparation of the second "record" aircraft, it was revealed that an increase in the amount of gasoline by 1 liter increased the flight range by 1 kilometer. Reducing the weight of the structure by 1 kilogram made it possible to increase the range by 3 kilometers. They removed everything that was possible from the plane, almost 250 kg: an inflatable rubber boat, salt, warm clothes, food supplies, spare oil. The second ANT-25 was as light as possible and was able to take half a ton more fuel than the first.
Gromov was Chkalov's instructor and was generally considered pilot number 1, Yumashev worked as a professional heavy aircraft tester, and Danilin had a reputation as a navigator who never got lost in the sky in his life. Together they simply cut through all the cyclones in their path. The second ANT-25 passed over the North Pole 13 minutes ahead of schedule. Gromov and Yumashev flew the plane alternately. When approaching the Cordillera, the plane entered a continuous cloud cover, a "chatter" began. Gromov sat at the helm and flew the plane for 13 hours before landing.
The crew planned to fly to the US border with Mexico and land in the American border town of San Diego. They would have had enough fuel even to Panama, but they were not allowed to cross the border of Mexico: they had to land in the United States in order to clearly demonstrate to the Americans the latest achievements of Soviet aircraft technology. The San Diego airport was closed by fog. Near the border town of San Jacinto, they saw a pasture suitable for planting. They landed on it. It was 5:00 am local time on July 14, 1937. In almost the same time - 62 hours 17 minutes - the second ANT-25 flew 10,148 km in a straight line. The world record still became Soviet. At the same time, fuel remained in the tanks for another one and a half thousand kilometers.
Both flight crews were admired all over the world. At the same time, US newspapers noted that the distance flight record was of secondary importance compared to the accuracy with which the flight was repeated. It testifies to the amazing skill of the pilots, the wonderful organization of the whole thing, and the magnificent design of Soviet aircraft. "The Arctic no longer represents a huge mysterious spot on the globe," foreign researchers unanimously declared.
Although the International Aviation Federation awarded Gromov's crew the Henri de Laveau medal for the best achievement in 1937, Chkalov's crew's record will forever go down in history as the first transpolar flight between Europe and America.
Thanks to such accomplishments in American society, the foundation was laid for US respect for the USSR as an ally with which it was possible to win the war against Germany. Then this issue was not a foregone conclusion, as it seems now. The famous Charles Lindbergh, who bore the unofficial title of American number 1, received awards from the hands of Goering and agitated the people of the United States against confrontation with the Germans. In this information war, we managed to counter his authority with our heroes, whose feat was sincerely admired by the whole world.
The article was provided by the press service of the Central Institute of Aviation Motors named after P.I. Baranova (original)