Mikhail Gromov pilot. Cases of manifestation of the highest degree of heroism

In the last century, Russia occupied a leading position in shipbuilding. Scientists had new ice drifts at their disposal. Scientific expeditions were financed by the state. It bore fruit.

Although there were some funny situations. One of the most difficult cases began the drifting of the ship, which in the cinema was called “Mikhail Gromov”. The icebreaker got stuck in the ice of Antarctica in 1985, staying there for 133 days. What was the actual name of the ship? And what is known about those complex and heroic events?

Vessel prototype

"Mikhail Gromov" is an icebreaker that became the main scene of the 2016 film. Its prototype is called “Mikhail Somov”. The real ice drift was laid in 1974 by the Kherson shipyard, and a year later launched.

It was used on voyages to northern latitudes, was capable of breaking through ice thickness up to seventy centimeters. The ship received its name in honor of the Soviet who died two years before the Mikhail Somov was launched.

The icebreaker participated in twenty-one Soviet and Russian Antarctic expeditions. Experts were able to study the hydrometeorological regime of the Southern Ocean by landing on the shores of Antarctica. The ship was also used for delivery necessary equipment and provisions for researchers.

Three drifts

The ship's birthday is considered to be 07/08/1975, when the USSR flag was raised on it. Over the years of operation, the Mikhail Gromov (the icebreaker in the 2016 film) experienced three drifts with its crew.

This happened for the first time in 1977. The icebreaker was supposed to deliver cargo to Antarctic station"Leningradskaya". The ship was thirty miles from its destination when the situation worsened. He was carried away into westward fifty-six miles. Piles of ice debris prevented the ship from moving. The drift lasted fifty-three days, from February to March 1977.

The second drift formed the basis of the film mentioned above. This happened in 1985.

The icebreaker drifted for the third time in 1991. The ship was heading to the Molodezhnaya station to evacuate about one hundred and fifty polar explorers. When the people were brought on board, the Mikhail Somov suddenly found itself trapped in ice and could not get out. People had to be taken out using helicopters. In polar night conditions it was difficult task. The ship drifted from August to December 1991.

133 days in ice captivity

The story that formed the basis of the plot about the icebreaker “Mikhail Gromov” happened in 1985. The ship was performing its next voyage to Antarctica to the Russkaya station. It was located near the Ross Sea.

This area has always been famous for its heavy ice mass. The icebreaker's flight was delayed, so it approached the station at the beginning of the Antarctic winter. The ship needed to complete the winter shift and unload fuel and food. Due to increased wind, the ship was blocked by heavy ice floes. He's stuck in the Ross Sea.

Satellites and ice aerial reconnaissance were used to analyze the situation. Only the Pavel Korchagin was relatively close to the icebreaker, but it could not approach. It was decided to evacuate the crew by helicopter. Seventy-seven people were transported to the Pavel Korchagin. Fifty-three crew members decided to stay. They were led by captain Valentin Rodchenko.

In May, the ship almost escaped captivity, but strong winds began to blow the ice along with the ship to the south. In June, it was decided to save the icebreaker with the help of the Vladivostok. Gennady Anokhin was appointed captain of the rescue expedition.

Salvation story

While the Vladivostok was getting to its destination, the crew of the prototype icebreaker Mikhail Gromov, whose history cannot but attract attention, was saving fuel and food. Laundry and baths were provided only twice a month. The crew members cleared the rudder and propeller from ice and sorted out the engines. By the time help arrived, everything had to work perfectly.

In July, a helicopter landed next to a drifting ship. He delivered doctors and essential goods. At this time, just two hundred kilometers from the Mikhail Somov, the Vladivostok was stuck in the ice.

Fortunately, the rescue ship was freed by ice the next morning. The events of July 26, 1985 were followed by the entire Soviet Union. Finally, a message arrived in Moscow that the Vladivostok had reached the drifting icebreaker. The withdrawal of the latter from the heavy ice zone began.

The vessels were able to reach open ocean by August 1985. Soon they found themselves off the coast of New Zealand. After resting for four days in Wellington, they each set off on their own course - to Vladivostok and Leningrad.

It is noteworthy that a well-known sports commentator took part in the rescue expedition. He willingly shares his memories of those events. It was after them that the TASS management agreed to transfer Gusev to the sports editorial office. He had been asking for this for a long time.

This is the real story of the icebreaker “Mikhail Gromov” of 1985, or more precisely, its prototype. Despite the fact that he drifted three times, the most publicized incident occurred in the mid-eighties of the twentieth century.

Based on real events

The film about the icebreaker "Mikhail Gromov" was created in 2016. The director relied on historical facts, as well as the stories of participants in those events.

Some points were exaggerated, others were missed. Do not forget that the film cannot completely repeat real story. The director was able to create a realistic, exciting story. What ship was used to show the icebreaker Mikhail Gromov (1985 story)?

When creating the picture, a nuclear-powered ice drift called “Lenin” was used. It is located in Murmansk on an eternal parking lot. In design, it vaguely resembles a ship that drifted for one hundred and thirty-three days. Filming took place in difficult weather conditions for three months.

Current state

The icebreaker was able to survive not only three drifts, but also collapse Soviet Union. It is still in service and is used to deliver fuel and supplies to the Arctic. This indicates that soviet engineers could make cars that serve well in the most difficult weather conditions for many decades.

The courage and bravery of Russian scientists always amazes ordinary people. The crew did not abandon the drifting ship. People have proven that teamwork and determination can work wonders. They managed to rescue the ship from ice captivity and deliver it unharmed to the port.

1899-1985

Hero of the Soviet Union (09/28/1934), test pilot 1st class (1940), Colonel General of Aviation (1944), Honored Pilot of the USSR (1925), Honored Master of Sports of the USSR (1969), Professor (1937).
Born on February 24 (12th century) 1899 in the city of Tver in the family of an employee. Russian. He spent his childhood and youth in Kaluga, Rzhev, and the village of Losinoostrovsky (now within the boundaries of Moscow). In 1916-1917 he studied at the Moscow Higher Technical School, and in 1917 he graduated from aviation theoretical courses at the Moscow Higher Technical School. Since June 1917 in the army.
In the Red Army since 1918. In the same year he graduated from Moscow flight school, left there by an instructor pilot. In November 1919, he took part in combat operations on the Eastern Front as part of the 29th reconnaissance air detachment. In 1920-1924 - instructor pilot at the Moscow Aviation School.
In 1924-1930 - on flight test work at the Air Force Scientific Testing Institute (VVS Research Institute). Performed the first flight and tested the U-2 (Po-2) (1927), I-4 (1927), I-3 (1928), I-4bis (1928), ANT-9 (1929), R-6 ( 1929). Performed a number of long-distance flights across Europe, China and Japan. On June 23, 1927, while testing the I-1 for a spin, he performed a forced parachute jump from an airplane for the first time in the country.
In 1930-1941 - test pilot at TsAGI. In 1940-1941 - head of the Scientific and Technical Group of the NKAP. Performed the first flight and tested the R-7 (1930), I-8 (1930), TB-3 (1930), ANT-14 (1931), ANT-25 (1933), TB-4 (1933), ANT- 20 (1934), ANT-35 (1936), Pe-8 (1936), BOK-15 (1939).
On September 10-12, 1934, on an ANT-25 aircraft (co-pilot - A.I. Filin, navigator - I.T. Spirin) he made a record flight in terms of range and duration along a closed route - 12,411 km in 75 hours.
For the courage and heroism shown during this flight, test pilot Mikhail Mikhailovich Gromov was awarded the title of Hero of the Soviet Union with the Order of Lenin on September 28, 1934. After the establishment of the sign of special distinction, he was awarded the medal “ Gold Star» No. 8.
On July 12-14, 1937, he made a non-stop flight on an ANT-25 aircraft (co-pilot - A.B. Yumashev, navigator - S.A. Danilin) along the route Moscow - North Pole–San Jacinto (USA), setting 2 world aviation flight range records (1 of which is absolute).
From March to August 1941 - head of the Flight Research Institute. Participated in flights of the UT-2 hovercraft, Me-109, G-28 Krechet.
Member of the Great Patriotic War: in December 1941 - February 1942 - commander of the 31st mixed air division (Kalinin Front); Air Force Commander Kalinin Front(February-May 1942); commander of the 3rd (May 1942 - May 1943) and 1st air armies(May 1943 - June 1944). In 1944-1946 - head of the Main Directorate of Combat Training front-line aviation Air Force.
In 1946-1949 - Deputy Commander of Long-Range Aviation. In 1949-1955 - Head of the Flight Service Directorate of the USSR Ministry of Aviation Industry. Since August 1955 - in reserve.
In 1959-1961 - Chairman of the USSR Weightlifting Federation.
Lived in the hero city of Moscow. Died on January 22, 1985. He was buried in Moscow at the Novodevichy cemetery.
Awarded 4 Orders of Lenin (1934, 1945, 1969, 1984), the Order October Revolution(1979), 4 Orders of the Red Banner (1925, 1937, 1944, 1948), Order of Suvorov 2nd degree (1943), Order of the Patriotic War 1st degree (1942), 3 Orders of the Red Star (1932, 1933, 1967), medals, foreign awards. Awarded the Medal de Lavaux (FAI) (1937).
A street in Moscow and a square in the city of Zhukovsky, Moscow region, are named after him. On the house where he lived in Moscow, and on the building in the city of Zhukovsky in which he worked, there are installed memorial plaques.

Essays:

Through all my life. M., 1986;
About the flying profession. M., 1993;
On earth and in sky. Zhukovsky, 1999;
On earth and in the sky. 2nd ed., add. and corr. Moscow, 2005

Sources of information:

LII testers / Vasin V.P., Simonov A.A., “Aviation Printing Yard”, Zhukovsky, 2001 /
Heroes fiery years. Book 6. M.: Moscow worker, 1983
Heroes of the Soviet Union and Russia of the Northern Autonomous District of Moscow. M., 2003
Heroes of the Soviet Union. Brief biographical dictionary. Volume 1. M.: Voeniz., 1987
Dolgov I.A. Golden stars of Kalinin residents. Book 1. - M.: Moscow worker, 1983

Gromov Mikhail Mikhailovich – test pilot of the Central Aerohydrodynamic Institute.
Born on February 11 (23), 1899 in the city of Tver. Russian. He spent his childhood and youth in the cities of Kaluga and Rzhev (now the Tver region), and the village of Losinoostrovsky (now within the boundaries of Moscow). In 1916 he graduated from Moscow real school, in 1916-1917 he studied at the Moscow Higher technical school(MVTU). In June 1917 he graduated from aviation theoretical courses at the Moscow Higher Technical School.
In Russian imperial army since June 1917. Studied at the Moscow Flight School.
In the Red Army since February 1918. In June 1918 he graduated from the Moscow Flight School, and until 1919 he was an instructor pilot there.
Participant Civil War: in November 1919 - pilot of the 29th reconnaissance squadron ( Eastern Front). He took part in battles with the troops of A.V. Kolchak, but soon ended up in the hospital due to illness. In May-November 1920 - pilot of the 2nd aviation unit of the Priural sector of the internal security forces. He made combat reconnaissance missions and scattered leaflets and appeals.
From 1921 - instructor pilot at the Moscow Aviation School, in 1922-1924 - head of the department combat use 1st Higher Aviation School of Pilots (Moscow), in May-July 1924 - instructor pilot and squad leader in the Higher Military aviation school aerial shooting and bombing (the city of Serpukhov, now in the Moscow region).
In 1924-1930 – test pilot Scientific experimental airfield(since 1926 - Air Force Scientific Testing Institute). He took to the skies and tested many types of aircraft - U-2 (Po-2), I-4, I-3, ANT-9, ANT-7 (R-6), ANT-10 (R-7) and others . On June 23, 1927, while testing the I-1 fighter for a spin, he performed a forced parachute jump from an airplane for the first time in the country. Made a number of long-distance flights:
From June 10 to July 13, 1925, on a P-1 plane with flight mechanic E.V. Rodzevich, he took part in a group flight from Moscow to Beijing (a distance of 6,476 km was covered in 52 hours of flight time). From August 30 to September 2, 1925, he flew from Beijing to Tokyo on a P-1 plane with flight mechanic E.V. Rodzevich.
On August 31 - September 2, 1926, on an ANT-3 Proletary aircraft with flight mechanic E.V. Rodzevich, he made a circular flight Moscow - Königsberg - Berlin - Paris - Rome - Vienna - Warsaw - Moscow (7,150 km were covered in 34 hours 15 minutes flight time).
July 10 - August 8, 1929 on an ANT-9 "Wings of the Soviets" aircraft with flight mechanic V.P. Rusakov made a circular flight Moscow - Berlin - Paris - Rome - Marseille - Nevers - London - Paris - Berlin - Warsaw - Moscow (distance traveled 9.037 km in 53 hours of flight time). Since April 1930 - in reserve.
In 1930-1941 - test pilot and commander of the air squad of the Central Aerohydrodynamic Institute. He took to the skies and tested many aircraft - ANT-13 (I-8), ANT-6 (TB-3), ANT-14, ANT-25, ANT-20 "Maxim Gorky", ANT-35, ANT-42 (Pe-8), BOK-15 and many others.
On September 12-15, 1934, on an ANT-25 aircraft (co-pilot - A.I. Filin, navigator - I.T. Spirin) long flight, during which a record range and flight duration of the aircraft was achieved - 12,411 km in 75 hours.
For the courage and heroism shown during this flight, by the Decree of the Central Executive Committee of the USSR dated September 28, 1934 Gromov Mikhail Mikhailovich awarded the title of Hero of the Soviet Union with the Order of Lenin. After the establishment of the special distinction on November 4, 1939, M.M. Gromov was awarded the Gold Star medal No. 8.
Again in the army in November 1936. On July 12-14, 1937, on an ANT-25 aircraft, he made a non-stop flight (co-pilot - A.B. Yumashev, navigator - S.A. Danilin) along the route Moscow - North Pole - San Jacinto (USA) with a length of 10.148 km in a straight line (flight time - 62 hours 17 minutes), during which 3 world aviation flight range records were set (1 of which is absolute).
In 1940-1941 - head of the Scientific and Technical Group of the People's Commissariat of the Aviation Industry of the USSR, in March-August 1941 - head of the Flight Research Institute (the village of Stakhanovo, now the city of Zhukovsky, Moscow Region).
In August-December 1941, he was on a government trip to the United States regarding the acquisition of American aircraft.
Participant of the Great Patriotic War: in December 1941 - February 1942 - commander of the 31st mixed aviation division (Kalinin Front), in February-May 1942 - commander of the Kalinin Front Air Force, in May 1942 - May 1943 - commander of the 3rd Air Army (Kalininsky Front) front), in May 1943 - June 1944 - commander of the 1st Air Army (Western and 3rd Belarusian fronts). Units under his command participated in defensive operation in the area of the city of Bely, in the Rzhev-Sychevsk, Velikoluksk, Demyansk, Oryol, Spas-Demensk, Smolensk and Vitebsk operations.
In 1944-1946 - Head of the Main Directorate of Combat Training of Front-line Aviation of the Air Force, in 1946-1949 - Deputy Commander of Long-Range Aviation.
In May 1949 - July 1955 - head of the Directorate (from November 1954 - department) of the flight service of the USSR Ministry of Aviation Industry. Since August 1955, Colonel General of Aviation M.M. Gromov has been in reserve.
In 1959-1961 - Chairman of the USSR Weightlifting Federation. He supervised the preparation and performance of the USSR weightlifting team at the XVII Olympics in Rome in 1960.
MP Supreme Council USSR 1st-2nd convocations (1937-1950).
Colonel General of Aviation (1944), Honored Pilot of the USSR (07/17/1925), Honored Master of Sports of the USSR (02/24/1969), Professor (1937). Awarded 4 Orders of Lenin (28.09.1934; 21.02.1945; 25.02.1969; 23.02.1984), Order of the October Revolution (23.02.1979), 4 Orders of the Red Banner (17.07.1925; 1.09.1937; 3.11.19) 44; 24.06. 1948), Order of Suvorov 2nd degree (30.08.1943), Order of the Patriotic War 1st degree (23.11.1942), 3 Orders of the Red Star (27.10.1932; 17.08.1933; 28.10.1967), medal “For Labor Valor” "(09.16.1960), other medals, the French Order of the Legion of Honor, commander degree (1945), and other foreign awards. Awarded the de Lavaux medal (FAI, 1937).
A bust of M.M. Gromov was installed on the territory of the Flight Research Institute, which bears his name. A square in the city of Zhukovsky, Moscow region, as well as streets in Moscow, Yekaterinburg, Tver and Zlatoust are also named after him ( Chelyabinsk region). The lyceum in Zhukovsky and a school in Kyiv are named after M.M. Gromov. In Moscow, memorial plaques were installed on the house in which he lived, and in Zhukovsky on the building in which he worked.
Note: The documents contain an erroneous date of birth - February 24, 1899, which arose due to an incorrect translation of the old style to the new one.
Essays:
For those who want to fly and work better. M., 1958;
Through all my life. M., 1986;
About the flying profession. M., 1993;
On earth and in the sky. Zhukovsky, 1999;
On earth and in the sky. 2nd edition, add. and corr. Moscow, 2005;
On earth and in the sky. 3rd edition. M, 2011;
For those who want to fly and work better. 2nd edition. M., 2012.
Military ranks:
Colonel (11.1936)
Brigade commander (02/22/1938)
Major General of Aviation (05/03/1942)
Lieutenant General of Aviation (04/30/1943)
Colonel General of Aviation (08/19/1944)



Date of birth:
Place of birth:
Date of death:
Place of death:
Citizenship:
Type of troops:
Years of service:
	Colonel General of the USSR Air Force
Battles/wars:	Great Patriotic War

Study and career

Achievements

Great Patriotic War

After the war

Interesting facts

Essays

(February 24, 1899 - January 22, 1985) - Soviet pilot and military leader, Hero of the Soviet Union, professor, colonel general of aviation.

Biography

Mikhail Mikhailovich Gromov was born on February 24, 1899 in Tver. He spent his childhood and youth in Kaluga, Rzhev, and the village of Losinoostrovsky (Raevo manor, now within Moscow).

According to his autobiography, which was published in the early 70s. XX century was extremely difficult due to censorship (the author called this process “going through torment”), Mikhail Gromov had in his social background both noble and peasant roots. Father, Mikhail Konstantinovich Gromov, came from a family of noble intelligentsia. As an extremely gifted person, he early showed a variety of abilities, including in music and drawing. After high school he entered Faculty of Medicine Moscow University and then served as a military doctor.

Mother, Lyubov Ignatievna Andreeva, came from an illiterate peasant family; when she grew up, she ran away from home to St. Petersburg to get an education. There she completed obstetric courses, returned to Tver and met Mikhail Konstantinovich Gromov. Soon they secretly got married. Their marriage was “unequal” and the relatives of M. Gromov’s father, having learned about it, were forced to reject this marriage.

Study and career

In 1916-1917 he studied at the Moscow Higher Technical School
In 1917 he graduated from aviation theoretical courses at the Moscow Higher Technical School
Since 1917 in the army
In 1918 he graduated from the Moscow Flight School and remained there as an instructor pilot.
In 1924-1930 - on flight test work at the Air Force Research Institute
February 22, 1938 - brigade commander
In 1930-1941 - at TsAGI
From March to August 1941 - head of the Flight Research Institute.

Achievements

He tested many famous aircraft. Performed a number of long-distance flights across Europe, China and Japan.

On September 10-12, 1934, on an ANT-25 aircraft (co-pilot - A.I. Filin, navigator - I.T. Spirin) he made a record flight in terms of range and duration along a closed route - 12,411 km in 75 hours.

For the courage and heroism shown during this flight, test pilot Mikhail Mikhailovich Gromov was awarded the title of Hero of the Soviet Union on September 28, 1934, and A. I. Filin and I. T. Spirin were awarded the Order of Lenin.

In 1937, on the ANT-25 (co-pilot - A. B. Yumashev, navigator - S. A. Danilin) made a non-stop flight Moscow - North Pole - San Jacinto (USA), setting 2 world aviation records for flight range. For this flight, M. M. Gromov was awarded the Order of Lenin, and A. B. Yumashev and S. A. Danilin were awarded the titles of Heroes of the Soviet Union. The Fédération Aéronautique Internationale (FAI) awarded the pilots and navigator the Henri de Lavaux medal for best achievement 1937.

Great Patriotic War

December 1941 - February 1942 - commander of the 31st mixed air division (Kalinin Front)
February - May 1942 - Commander of the Air Force of the Kalinin Front
May 3, 1942 - Major General of Aviation
May 1942 - May 1943 - Commander of the 3rd Air Army
April 30, 1943 - Lieutenant General of Aviation
May 1943 - June 1944 - Commander of the 1st Air Army
August 19, 1944 - Colonel General of Aviation
1944-1946 - Head of the Main Directorate of Combat Training of Front-line Aviation of the Air Force.

After the war

1946-1949 - Deputy Commander of Long-Range Aviation
1949-1955 - Head of the Flight Service Directorate of the MAP
Since 1955, Colonel General of Aviation Gromov has been in the reserve.
1959-1961 - Chairman of the USSR Weightlifting Federation

Deputy of the Supreme Soviet of the USSR of the 1st convocation (1937-1946).

Ranks

Honored Pilot of the USSR (1925)
Hero of the Soviet Union (1934)
Professor (1937)
Honored Master of Sports of the USSR (1969)

Awards

Gold Star medal of Hero of the Soviet Union No. 8
4 Orders of Lenin
Order of the October Revolution
4 Orders of the Red Banner
Order of Suvorov 2nd degree
Order of the Patriotic War, 1st degree
3 Orders of the Red Star
Medal de Lavaux (FAI)
Soviet medals and foreign awards

Memory

Streets in Tver, Moscow (Gromova Street), Sevastopol, Yekaterinburg, Vitebsk, Dnepropetrovsk, Chelyabinsk, a square in Zhukovsky, Moscow region, a Tu-160 plane (crashed in 2003), an Il-96 plane are named after M. M. Gromov -300 of Aeroflot - Russian Airlines. The Flight Research Institute bears the name of the famous pilot.

The pioneer squad of school No. 64 in Sverdlovsk was named after M. M. Gromov. And also average secondary school No. 227 of the city of Kyiv is named after M. M. Gromov

Gromov’s name is mentioned in the song “Combat Stalinskaya”

Essays

Through all my life - M.: Young Guard, 1986
About the flying profession - M., 1993
On earth and in the sky. - Zhukovsky. "Printing Yard", 1999

A presentation of the new edition of M. M. Gromov’s wonderful book “On Earth and in Heaven” took place. At the request of Nina Georgievna Gromova, widow legendary pilot, chief researcher at TsAGI, Doctor of Technical Sciences G. A. Amiryants wrote an afterword to the book, which due to some misunderstanding or someone else’s intention was not included in the publication. Meanwhile, it would undoubtedly decorate the book. That’s why we bring it to the attention of our readers.

...Few aircraft and few pilots of our country have received worldwide recognition - it is not difficult to verify this by looking at any foreign reference books and encyclopedias on aviation. Some of it is our own fault, some of it is due to the bias of the “judges” of the international aviation community, but this is a fact: we are not known, we have never been particularly loved and are not loved to this day. One of the rare exceptions was at one time Mikhail Mikhailovich Gromov. After the outstanding flights of the 1920s to Japan and the capitals Western Europe French veteran pilots elected him an honorary member of their famous club and named him the best pilot. This unofficial title was picked up by the press of other countries. And this despite the fact that the pilot’s main achievements - truly world-class - were yet to come. Gromov masterfully tested about two dozen different types domestic aircraft of the 1920s-30s: from the tiny U-2 to the giant TB-7. He is one of our first Heroes and participants in unique long-distance flights, in which, especially in the 1930s, along with the outstanding qualities of a pilot and navigator, he also showed extraordinary physical strength. This is not surprising, because in his youth Gromov was one of the best Russian weightlifters and was fond of various types sports A brilliant expert in the latest aviation technology, who studied with Zhukovsky in his famous courses, a deep specialist in the field of psychology and physiology, a keen connoisseur of literature, music, theater and painting, a man whose presence and opinion were valued by both the mighty of the world This (just remember Stalin, Roosevelt, Churchill), he was an intellectual hero. He didn't have higher education, but through daily work on himself he achieved higher education. A pilot, a professor at the age of 36, he in many ways became a pioneer in the science of flight testing and in the psychology of flight work. Several books he wrote, even small ones, met the same fate - they quickly became reference book pilots and a bibliographic rarity, valued not only by aviators. It is difficult to overestimate the role of M. M. Gromov as a teacher and organizer - in the very in a broad sense these words, as, finally, a military leader who commanded air armies during the war. However, neither this nor the fact that in 1940 he organized the later famous Flight Research Institute and the School of Test Pilots (in 1946) was not enough to pay tribute to him during his lifetime. He saw in the spotlights of glory the same pilots, people who were quite worthy, but who had done incomparably less than him. About half a century ago, the first ten honored test pilots of the USSR were named. All of them, to one degree or another, were his students, who naturally revered him as the country’s first test pilot, but he was not on this list of the very best! J.V. Stalin loved V.P. Chkalov and called him a great pilot of our time, but he was restrained and strict with his teacher - Gromov! G. F. Baidukov, biographer and friend of Chkalov, himself a brilliant pilot and multifaceted personality, paying tribute to Chkalov, openly admitted, however, that their common god was Gromov: “He saw right through us,” said Georgy Filippovich. “But I didn’t give anyone the slightest reason to think about it.” Baidukov was aware that Chkalov and himself, people from the common people, were exalted precisely because by their example it was possible to show what gave Soviet power a man from the very bottom. Gromov, a man who did not hide his noble origin, non-partisan, always eschewing the powers that be, was in many ways the opposite of them. Moreover, he could have entered into an argument with this government when he pulled people like S.P. Korolev out of Kolyma, when he stood up for the same Chkalov, who had hooliganized in his youth... Stalin carefully covered him with a blanket at his dacha in the south Chkalov, “tired” after the feast. Gromov, a man of a completely different scale, had never been so close to the all-powerful leader, who, although he respected and appreciated him, was always on friendly terms with him. For all his epic status as a genuine, almost ancient hero, for all his contribution to the development of the country's aviation and the establishment of its glory, for all his merits in the victory over fascism, Gromov remained in the shadows. Moreover, I often heard unfair, undeserved reproaches...

Mikhail Gromov

Gromov’s long-standing, secret dream as a pilot was a non-stop flight around the world. Back in the late 30s, he participated in testing aircraft of the Bureau of Special Designs - BOK with a pressurized cabin, as well as in work on the development in this direction of an aircraft project based on the ANT-25 he tested. After the war, in 1947, being Deputy Commander-in-Chief Long-Range Aviation, Colonel General Gromov warmly supported the extremely bold and very carefully designed project of TsAGI engineer B. A. Kirshtein of an aircraft for a non-stop flight around the Earth for 150 hours at a distance of 45 thousand km. This little known story speaks volumes: about the fearlessness and patriotism of the pilot, about his determination, mighty strength and... powerlessness... The design of an aircraft of an all-wood structure weighing 26 tons with one ACh-30 diesel engine, with a wing span of about 42 meters, with a laminarized Gromov profile at once assessed it as quite real, and together with the designer turned to I.V. Stalin for support. 48-year-old Gromov saw himself as the pilot of a unique machine that made it possible to achieve - albeit at an extremely high cost high risk- a fantastic result that he had been striving for all his life, a result that, after the most difficult world war, would glorify the country with a peaceful achievement on a global scale.

Mikhail Gromov

There were several meetings of the expert commission top level, And political decision should have been based on their opinion. Scientists - at a time when heads would fly for even the slightest mistakes - were cautious, and Gromov from the very beginning had to persistently prove that their main criticisms and doubts were generally unfounded.

Nina Georgievna Gromova knew almost nothing about this project (in matters related to work, Mikhail Mikhailovich was always closed and taciturn even with the closest person). But, as she recently recalled, one day, in 1948, designers A.N. Tupolev and A.A. Arkhangelsky came to their dacha. I remember the outcome of their conversations with her husband: there is post-war devastation in the country, now there is no time for record flights. Gromov saw that the material costs of the aircraft project he supported - an extremely simple design, equipped with a fully developed diesel engine - were nothing compared to the importance of the result achieved. To make sure of this, perhaps after those very disputes at the dacha, Gromov, as Kirshtein already told me, dictated the text of a letter transmitted in August 1948 to the Kremlin.

At the end of August 1948, Gromov and Kirshtein were invited to an extended meeting with Minister of War N.A. Bulganin, who was instructed by Stalin to deal with Gromov’s initiative and present his proposals. One of those who warmly supported the initiative at the meeting was G.F. Baidukov. The Minister of War was also clearly in a positive mood, and did not hide the Government’s interest in the flight. Despite the obvious caution and critical remarks of Tupolev and Ilyushin, as well as ministerial officials of the aviation industry regarding the cost, timing of the project, etc., Bulganin promised all possible assistance...

Gromov once told Stalin during the war that he considered himself a servant of the people and was ready to work where the country needed him. Fighting for an unprecedented but risky project, he, again, thought not so much about himself as about his country. About her at the very end of his book, summing up main result, he will write piercing words: “More than anything in the world, I love my Motherland, with all its advantages and disadvantages...”

After a meeting with Bulganin, information about some positive decisions at the top began to reach Gromov, who soon realized the pointlessness of new efforts, in a roundabout way, but gradually and skillfully, talk about the project began to be drowned out...

Mikhail Gromov

Decades towards the end of his life, Mikhail Mikhailovich was excommunicated from aviation by the official authorities. Until 1955, he headed the Flight Service Directorate of the Ministry of Aviation Industry. Many test pilots retained the kindest, sometimes enthusiastic memories of this period of his work, not to mention his own unique career as a test pilot and participant in outstanding flights. One of the outstanding Soviet test pilots, Yuri Garnaev, who made it extremely difficult to become a test pilot, said gratefully: “When the doors were closed in front of me, Gromov let me through the window.” Mikhail Mikhailovich made extremely stringent demands on people who wanted to become testers. Military pilot Garnaev committed a crime in 1945 and was convicted; upon his release, he worked as a mechanic at the LII, a technician and a parachutist, and finally as the head of a club. Gromov was able to appreciate Garnaev’s persistence in achieving his goal, and, most importantly, was able to see his talent as a bright universal tester...

Gromov had a good understanding with such leaders of the aviation industry as A. I. Shakhurin and, especially, M. V. Khrunichev. Complications arose when in 1953 Khrunichev was replaced as minister by P.V. Dementyev. Gromov had the imprudence to object to him on issues in which he understood better than anyone else - in flight tests. Dementyev forced Gromov to leave. To leave at 56 years old, and in such a way that no one General designer, including A. N. Tupolev, not a single leader, including the head of TsAGI, offered him a job. S.P. Korolev, who owed him a lot, being already omnipotent, also did not remember Gromov. How did they not remember the Colonel General of Aviation and outstanding military leader- military. How academic circles did not remember Professor Gromov. The grievances of a man who, back in the 1930s, was awarded the highest international awards and titles, and now forgotten in his own country, humiliated morally and financially, one can only imagine. One day, however, Leonid Ilyich Brezhnev himself called and congratulated him on his birthday...

Mikhail Gromov

Mikhail Mikhailovich was not deprived good friends, talented and devoted, about whom he wrote with such love and openness in his book. The respect of many warmed my soul bright personalities in aviation, such as S. N. Anokhin, M. A. Nyukhtikov, V. K. Kokkinaki, R. I. Kaprelyan, V. V. Reshetnikov... But this only intensified the experiences of the “iron” but vulnerable Gromov from someone’s betrayal (there was such a thing), and, most importantly, from the consciousness of one’s own lack of demand for a great, worthy cause in aviation. The important representative role he played in public life countries, in sports highest achievements weightlifting and equestrian sports were obviously not enough for him, a top professional in aviation. As a result, his heart problems worsened sharply, his mood dropped so much that Mikhail Mikhailovich was even on the verge of suicide. Saved by the wisdom and warmth of the family: wife Nina Georgievna and daughter Sofochka... Saved by the love of nature and art. What saved me was my attachment to horses and dogs, who responded with understanding, affection and devotion...

It was devotion to high principles, devotion to friends and teachers, devotion to aviation and the TsAGI school that seemed to dominate Gromov’s life. For all the long and bright story TsAGI, perhaps, no one has risen to such a level highly appreciated his activities, as Gromov wrote in his book: “The only source of scientific aviation progress has been and remains TsAGI.” TsAGI has revealed many outstanding talents of our country and the world. Among them, one of the brightest, most original and multifaceted was the talent of the pilot and person Mikhail Mikhailovich Gromov. The institute remembers and loves him. In the TsAGI wall newspaper, published for Gromov’s 80th birthday, the great and wise pilot spoke not only about his call sign - "Arrow", but also about the equally purposeful motto: “Today do better than yesterday, do better than others. Just go ahead!

Meeting of two generations. From left to right: Alexander Ivanchenkov, Vladimir Dzhanibekov, Jean-Loup Chretien, Mikhail Mikhailovich Gromov, Georgy Filippovich Baidukov, Georgy Timofeevich Beregovoy

We, as usual, did not pay tribute to the living Gromov. He lived an amazingly rich life, full of dramatic and recent years And tragic events. In one of the American books about “brave men” there are the following lines: “Gromov was more than an experienced, skilled pilot. He was a dreamer who looked at the earth from above, as an aviator flying long distances should look at it.” Yes, he was a romantic. But few stood so firmly on the ground, few knew and were able to do so much, few felt and appreciated the sublime so much. In full accordance with E. Hemingway’s serious “prescription” for real men, Gromov had four wives, and he was a model of decency in personal life. He performed exploits in the sky and remained humble on earth. He combined so many talents, there were so many people around him outstanding people that it is difficult to imagine a brighter, more significant and more unsolved personality... It seemed that such people were the main wealth of the country, and volumes should be written about them. But other heroes have been on stage for a long time. Let's hope that the time for worthy recognition of Mikhail Mikhailovich Gromov will come. And his own book, sincere, honest, talented, will help this.

Gennady Ashotovich Amiryants,
Doctor of Technical Sciences

Official Website of the CLUB OF HEROES OF THE CITY OF ZHUKOVSKY

Stalin's Double Strike: World Achievements in the Air

Valery Chkalov (left) and Stalin

Valery Chkalov did not want to share his fame with Mikhail Gromov. Making the world admire - from time to time the Russians succeeded. Stalin and his team were special masters of spectacular presentations. In the summer of 1937, the Soviets dealt a double blow to world achievements in the air: before the fanfare about Valery Chkalov's flight across the pole to America had even died down, another Russian ace, Mikhail Gromov, swung his plane across northern crown Lands in the USA, setting an absolute distance record. But this miracle flight took place not thanks to, but rather in spite of all the circumstances. And the role of a serious obstacle for Gromov was played by his colleague, the favorite of the Soviet country.

But this miracle flight took place not thanks to, but rather in spite of all the circumstances. And the role of a serious obstacle for Gromov was played by his colleague, the favorite of the Soviet country.

Initially, they were going to fly to America along the northern route together - Chkalov and Gromov. To implement this plan, there were two “long-range” ANT-25 aircraft designed by Tupolev - an “experienced” one (NO-25-1) and a “backup” (NO-25).

"Gentlemen's Agreement" on a joint transcontinental flight two wonderful Soviet pilot concluded... in a Paris hotel room. This happened in November 1936 during the next International Aviation Exhibition held in the capital of France, where Gromov and Chkalov arrived to perform demonstration flights on the latest machines assembled in the USSR. Gromov himself later recalled: “In the evenings, Chkalov and I talked about flying across the North Pole.

We came to a mutual agreement to fly on two planes and, of course, ask Stalin about it...” And later, in a conversation with the famous journalist Yu. Kaminsky, Mikhail Mikhailovich clarified that it was planned to carry out a “double flight with an increasing effect”: Chkalov, having made a “jump over the pole,” lands at the first suitable American airfield, and Gromov’s plane flying after him continues his raid over America until a new world straight-line distance record is set.

By the end of 1936, the commanders of both crews sent memos to Stalin asking for permission to fly to America in the Arctic. In the spring of 1937, at a meeting with the “owner,” Chkalov was able to convince the leader. But Valery Pavlovich spoke only for himself - there was no mention of the Gromov crew at all. And Mikhail Mikhailovich himself was then in the hospital due to an aggravated stomach ulcer.

As a result, when Gromov returned to duty, Chkalov had already received the go-ahead. Making up for lost time, Mikhail Mikhailovich turned to higher authorities and managed to prove to the country's leaders the feasibility of participating in such an intercontinental raid of two aircraft. It seemed that this project would be implemented: both crews - Chkalov and Gromov - were preparing for a unique air raid, however...

When there was very little left before the expected launch, an unpleasant incident happened with Gromov’s “experienced” ANT-25. This is how navigator S. Danilin recalled it: “From a certain moment it became more and more noticeable that Chkalov wanted to fly separately and first... and he would be very happy if we were delayed... He did not want to fly at the same time as us, since it was difficult to say who would better perform such a flight, and to be second in Chkalov did not want such a thing... This secret confrontation ended unexpectedly, in an instant. In early June, it suddenly became clear that the engine on Chkalov’s plane was unsuitable for flight. For our aircraft, the engines were prepared according to special technical requirements... they underwent very difficult tests... And now the decision was made to remove the engine from our aircraft and transfer it to Chkalov. We were not even informed about this, and the entire operation was carried out in one night... It became absolutely clear that Chkalov would fly before us...”

The crew of NO-25 also gave their fellow competitors a hint with special flight maps of the Arctic and North America. A double set of such maps was handed over to Chkalov’s navigator Belyakov, who kept them all without sharing them with his colleague Danilin. Gromov’s crew had to use ordinary geographical maps.

It is very likely that Chkalov’s crew received these and other preferences with the approval of the highest authorities. Blame it all on class origin. If Chkalov-Baidukov-Belyakov with worker-peasant roots had complete order, then the Gromovites had an obvious problem: Mikhail Mikhailovich himself and his co-pilot A. Yumashev were from the nobility, the mother of navigator S. Danilin was raised before the revolution in the family of a wealthy merchant... And one more “aggravating circumstance”: all these three aviators were non-partisan. Is it possible to give such people the right to make the first ultra-long flight overseas to the capitalists?!

As a result, in June 1937, a backup plane NO-25 with a Chkalov crew flew across the pole to the USA. Who knows, if Valery Pavlovich and his comrades had managed not only to “jump” to the American continent, but also to achieve a record flight range, Gromov might have completely lost the chance to make his transcontinental dream come true. But Chkalov “did not reach” the required thousands of kilometers. And almost a month after that, early morning On July 12, 1937, Gromov’s “experienced” ANT-25 with the number NO-25-1 took off from the same airfield near Moscow. After 62 hours and 17 minutes, he landed, covering about 11,000 kilometers, near the town of San Jacinto in the vicinity of Los Angeles (Gromov chose an ordinary field for landing). After all the measurements and clarifications, the commissioners of the Fédération Aéronautique Internationale (FAI) recorded an absolute world record for straight-line flight range - 10,418 km.

Reports in American newspapers were written in enthusiastic and respectful tones. Soon after the successful completion of the flight, M. Gromov’s crew received a congratulatory telegram from their homeland, signed by almost all members of the Politburo, headed by Stalin. Later, for their record flight, the pilots were awarded highest awards USSR. A. Yumashev and S. Danilin became Heroes of the Soviet Union, and commander M. Gromov, who already had this title, was awarded the Order of Lenin. The Fédération Aéronautique Internationale considered them worthy of its most prestigious award, the Henri de Laveau Medal. After the “Gromov” troika, the next citizen of the USSR to receive such a medal was the first cosmonaut Yuri Gagarin.

It is unknown how the relationship between our two outstanding pilots might have developed in the future, or which of them would have a higher “rating”: a little over a year later, Chkalov died tragically. But still the assessment supreme power These record-breaking flights of the summer of 1937 can be identified, at least indirectly. Comrade Stalin and his entourage clearly gave priority to Chkalov. And this is confirmed by the fate of two unique ANT-25 aircraft, which were able to overcome such a difficult path through the North Pole. One of them, the Chkalovsky one, has been carefully preserved in the museum for many years, and the other, the Gromovsky one, was used as a bombing target at a training ground even before the start of the war...

Interesting facts were reported by the vice-president of the Moscow Association of Polar Explorers, Yuri Burlakov, who prepared a book about the high-latitude air expeditions of 1937. According to specialists' calculations, reducing the aircraft's loading weight by 1 kg made it possible to increase the flight range by 1 km. Therefore, preparing to set a record, Gromov’s crew removed everything “unnecessary” from the plane (including reducing the emergency supply as much as possible and even throwing it out of the on-board first aid kit most of medicines and dressings). “If something happens, you won’t have to use this anyway!” - the pilots stated. It got to the point that they even shortened the ends of all the mounting bolts protruding from the nuts with wire cutters! The launch was scheduled for the morning of July 12. And the day before, the “corrosive” Gromov obtained permission to perform another check flight. This test almost ended in disaster. As soon as the plane took off, the temperature of the water in the cooling system suddenly rose sharply, so that the pilot had to turn off the engine. Gromov, by some miracle, managed to turn the car at low altitude and glide onto the airfield runway. The investigation showed that a defect in one of the small parts was to blame for the incident: the turning rod for the radiator shutter flaps broke, and as a result the engine was deprived of air cooling. If such a disaster had occurred at the beginning of the record flight, when the ANT was fully loaded with fuel and equipment, its death would have been inevitable.

Since Gromov’s crew was going to break the world distance record, they had to slightly change the flight route compared to Chkalov’s and deviate to the east - so as to fly over the island of Kolguev and Novaya Zemlya, where the FAI sports commissioners were stationed in advance. When passing these checkpoints, the plane descended and pennants were dropped from it. “Following the footsteps” of the successful raid by Gromov’s crew, the USSR began to prepare a new ultra-long-distance air flight. For this purpose, the design bureau of V. A. Chizhevsky developed the BOK-15 high-altitude aircraft, which, according to calculations, could cover 25 thousand kilometers, flying at an altitude of 12,000 meters. It was planned to make a non-stop flight around the Earth on this winged machine at the latitude of Moscow, and two specially formed crews led by M. Gromov and G. Baidukov even began preparing for such an aerial circumnavigation, but the outbreak of war prevented the implementation of bold plans.

July 22nd, 2012 | Category: Echoes of History