Gromov pilot biography personal life. Gromov Mikhail Mikhailovich - Brief biographies

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“You shouldn’t look at the work of an aviator as easy and only interesting work. The work of a pilot is extremely difficult; it requires from a person enormous endurance and self-control, physical endurance, diversified development, excellent knowledge of aviation, geography, meteorology, mathematics (and not only average). Never on earth does a person have to carry out such intense and difficult work as a pilot in the air" M.M. Gromov

Mikhail Mikhailovich was born at the turn of the century, in 1899. His character was formed in the pre-revolutionary years, during the era of rapid economic development in Russia. Mikhail Mikhailovich's parents were intelligent people. My father is a military doctor, my mother received a good education, read a lot and instilled a love of reading in her children.

In his memoirs, Mikhail Mikhailovich gratefully recalls his childhood spent in Tver: “the freedom and independence provided to me by my parents, especially my father, played an exceptional role in my upbringing, and this undoubtedly contributed to the development of creativity, initiative and the need for work. I remember that my father’s encouragement of versatility and variety of physical hobbies and exercises could not help but develop a very necessary, and perhaps one of the most important for my future profession, quality - the ability to quickly master coordination of movements (actions) and speed of reaction. … My quick and successful mastery of flight depended on this. I made my first solo flight after 1 hour and 43 minutes of flying with an instructor, while my peers took off on their own only after 2 hours and 45 minutes of flying with an instructor.”

Mikhail Mikhailovich received his basic secondary education in Moscow, where the Gromov family moved after his father received a new appointment. At the age of 14, Mikhail became interested in aircraft modeling after hearing stories about flights on the Khodynskoye field. The boy began making airplane models himself, and found very original material for his models. “The material I used was a curtain (like a blind) on the window in the dining room, which served as protection from the sun. It was made of thin dry wooden slats. At first I pulled out the slats from below so that it would not be so noticeable. I covered these slats with paper: the result was magnificent wings, very light. The fuselage was a simple dry planed stick. At first, my glider immediately flew up after the push, but soon I figured out what was wrong: it was necessary to make the nose - the front part of the glider - heavier. I moved the wings along the stick-fuselage a little back and the glider began to fly magnificently. To launch, I stood high, usually on the roof, having previously adjusted the correctness and smoothness of the flight from a low height. However, the experiments had to be stopped for a while, because one sunny day, while lowering the curtain, my mother noticed cracks in it and complained about me to my father. He, however, reacted, to my surprise, positively in my direction, since the demonstrated glider and its flight made the same impression on him as it did on me. Every man, to one degree or another, retains boyishness forever! That’s how my father was, and that’s how I am, apparently...”

M.M. Gromov With the outbreak of the First World War, Mikhail’s carefree childhood ended, but his interest in aviation did not go away. “For some reason it seemed to me that the more terrible and the more difficult, the more interesting it was, and the more I was attracted and drawn to fight, to overcome, to conquer some unknown, new challenges in life. All this was quite obvious, but in some subconscious, unclear form of mental state. This, apparently, is that creative principle characteristic only of man.”

After graduating from college, Mikhail successfully passed the exams at the Imperial Higher Technical School (IVTU) (now the Moscow Higher Technical School.) It was here that he saw the announcement: “Hunters are being recruited for the theoretical courses of aviation by Professor N.E. Zhukovsky. Six-month courses. At least secondary education is required. Age - from 18 to 28 years,” Mikhail Mikhailovich decided to become a pilot.

“The specialty training was organized brilliantly. For six months of training, the volume of special sciences was extremely large and therefore the study was intense. The classes were very interesting and at a high level. I cannot help but say that the success of the training, the depth of theoretical knowledge and its assimilation was facilitated by the fact that the courses were taught by such luminaries of young aviation science as Nikolai Egorovich Zhukovsky, who was rightly called the “father of Russian aviation”; V.P.Vetchinkin; A.A. Mikulin, future academician, creator of domestic aircraft engines; B.S. Stechkin; professor, and then academician V.S. Kulebakin, G.M. Musinyants... Behind each name there is a whole era associated with the development of Soviet aviation,” recalls Mikhail Mikhailovich.

After completing the courses, having received the rank of warrant officer, Mikhail Mikhailovich was sent to the Moscow Flight School. Here are the conclusions Mikhail Mikhailovich made about this stage of life in his book “On Earth and in Heaven”:

“Independence and perseverance in achieving goals strengthened the will in everyday life in a wide variety of cases. This is undoubtedly one of the fortunate aspects of my childhood. But its other side - the charm of nature and love for it - inspired and strengthened in me a sense of romance in everything - in creative work, in plans, and in the perception of the environment, different types of art, and even... technology. Progress in technology, the feeling of something new, aroused in me admiration and a desire to do something that no one had ever done before. I perceived technology as romance...

I remember that after nine flights I felt like the “king of the air” and made turns with a large bank on the climb, and did spirals with nothing less than a bank of up to 60 degrees. Looking back, I can confidently say that it was pure madness. Now it’s even difficult to explain how I survived…” The exam at the flight school was successfully passed. The year was 1917.

During the Civil War, Mikhail Mikhailovich fought on the side of the Red Army and taught flight to cadets at a flight school.

In the spring of 1923, Mikhail Mikhailovich was sent to the city of Serpukhov for training and emergency release of several groups of accountants.

Since June 1924 M.M. Gromov served as a test pilot at the Scientific Experimental Airfield (NOA).

The PLA served as a control body in assessing the properties of aircraft. The PLA received Soviet and foreign-made aircraft that had already been tested at factories. PLA pilots were also involved in factory tests.

In the second half of the 20s. Mikhail Mikhailovich took to the skies and tested the U-2, I-3, I-4, I-4bis aircraft, and also conducted state tests of the R-3 (ANT-3), R-5, I-1, TB- aircraft. 1 (ANT-4). M.M. Gromov participated in the development of the methodology for blind and night flights.

From 06/10/1925 to 07/13/1925. on the R-1 plane Mikhail Gromov with flight mechanic E.V. Radzevich participated in a group long-distance flight Moscow - Kazan - Sarapul - Kurgan - Novosibirsk - Krasnoyarsk - Nizhneudinsk - Irkutsk - Verkhneudinsk - Ulaanbaatar - Miaotan - Beijing, covering 6476 km in 52 flight hours.

6 aircraft took part in the flight: AK-1, 2 R-1, R-2 and 2 Yu-13. In addition to pilots and flight mechanics, journalists, writers, and cameramen were flying. Beyond the Urals, not far from Shabrinsk, Gromov was forced to make an emergency landing due to a malfunction of the fuel system. The further flight proceeded safely. Only at the last stage one of the Junkers damaged its landing gear during landing and was abandoned as beyond repair. All participants in the flight were awarded the Order of the Red Banner and Chinese orders. In addition, the pilots were awarded the title of Honored Pilot of the USSR.

From 08/30/1925 to 09/2/1925 on an R-1 plane with flight mechanic Radzevich Mikhail Mikhailovich participated in a group long-distance flight Beijing - Mukden - Seoul - Taikyu - Hiroshima - Okayama - Tokorosawa (airfield 30 km from Tokyo).

The flight over the sea had to be made in completely cloudy conditions according to the compass. Particularly pressing was the ban on flying through certain areas, which, if violated, could result in aircraft being fired upon from the ground. One Soviet plane still violated the ban by making an emergency landing. It was subsequently dismantled and taken away. And Gromov had to fly more than 160 km, all the way to Hiroshima, through tropical rain at an altitude of 15-20 meters above the water surface with waves and infested with sharks.

From 08/31/1926 to 09/2/1926. on the all-metal aircraft ANT-3 “Proletary” M.M. Gromov and flight mechanic Radzevich made a long-distance flight along a closed route Moscow - Koenigsberg - Berlin - Paris - Rome - Vienna - Warsaw - Moscow, covering 7150 km in 34 hours 15 minutes of flight time.

Mikhail Mikhailovich was eliminated twice. The first time, on August 30, he had to return to Moscow halfway due to a malfunction in the engine expansion tank. Its design was changed, and the flight still took place. However, upon arrival in Paris, a radiator leak was discovered. There was nowhere to get the necessary radiator. However, with the help of a French mechanic, they managed to get a suitable radiator and install it on the plane overnight. We took off through the pouring rain. In Rome we were delayed due to a long refueling and in Vienna, taking great risks, we boarded in the dark. Despite all the difficulties, the flight was completed in just three days.

French aviators, admiring the courage of the hitherto unknown Soviet pilot, elected him a member of the “Old Trunks” club as “the best pilot in the world in 1926.”

In the fall of 1926, Mikhail Mikhailovich tested the MR-1 naval reconnaissance aircraft (float version of the R-1).

R-1

On April 25, 1927, while testing the I-1 fighter in a flat spin, for the first time in the country, he performed a forced parachute jump from an airplane.

Colonel General of Aviation M.M. Gromov recalls: “It was uncomfortable to sit - the parachute was in the way. I tied myself with a waist belt... Having reached an altitude of 2200 meters, I decided that this was enough, reduced the gas to minimum, raised the plane, took the stick over myself and gave my right foot. The plane instantly went into a right spin... I counted the turns. One, two, three... I sharply push my left leg to failure (with the handle also taken to failure). I'm waiting for one and a half turns. I sharply push the handle three-quarters of the way away from me. I look... and my eyes begin to widen: the plane continues to rotate and lifts its nose!..

Turn, two, three - the nose of the plane rose as if gliding at the lowest speed, but the rotation did not stop. My cheeks are already burning... I take the handle as far as I can, my left foot continues to press the pedal. I look, the nose drops and after one and a half turns the plane goes into a steep tailspin. The engine stalled. I'm counting the turns: twelfth, thirteenth, fourteenth... It's time to unfasten!

I unfastened... I barely pulled my feet towards me from the pedals. I want to get up. Not so. There are at least two and a half people on me. I push myself with my legs and arms, trying to climb on board. The legs trained in the push and jerk (just as training with a barbell came in handy now) did not disappoint here - I finally got on board... There was no time to think. Vitkov – 22, height – 120 meters. All. Enough! I grabbed the parachute ring. I made sure it was the one I was holding. I push off with my legs, and now I’m in the air... A jerk - and there’s a dome above me.”

I-1

Since April 1930, M.M. Gromov was a test pilot, squadron commander, and chief pilot of TsAGI. He took to the skies and tested almost all Tupolev Design Bureau aircraft created in the 30s, passenger aircraft ANT-14, ANT-20 "Maxim Gorky", ANT-35, long-range reconnaissance aircraft R-6, R-7, flying boat MDR-2, heavy bombers TB-3, TB-4, TB-5, ANT-42 (Pe-8), as well as experimental aircraft - I-8 (ANT-13), BOK-15.

On August 14, 1931, Mikhail Mikhailovich took into the sky the five-engine passenger aircraft ANT-14 with a crew of 5 people and 36 passengers.

In the spring of 1932, during a test flight over the southern outskirts of Moscow on a four-engine TB-5 bomber, the left rear engine caught fire in the air.

Mikhail Mikhailovich put the plane into a right slip to prevent the fuselage from catching fire. Almost at the same moment, the motor mount broke, the motor came off and hung on the remaining pipes, components and wiring. Seeing this, one of the crew members jumped out with a parachute. However, the engine did not fall to the ground, but got stuck between the landing gear. MM. Gromov, knowing that most of the crew members (there were 12 of them) did not have parachutes, did not leave the plane. He managed to put out the flames and land the faulty car at the nearest airfield.

From September 10 to September 13, 1934, on an ANT-25 aircraft, Gromov’s crew made a long-distance non-stop flight Moscow – Ryazan – Kharkov – Dnepropetrovsk – Kharkov, covering 12,411 km in 75 hours and 2 minutes. The flight took place in difficult weather conditions. After landing, only 30 kg of gasoline remained in the tanks. But despite all the difficulties, the world flight distance record was set!

On September 28, 1934, for the heroic feat and selfless work shown during the flight, Colonel Mikhail Mikhailovich Gromov was awarded the title Hero of the Soviet Union. After the establishment of the Gold Star medal as a sign of special distinction for Heroes of the Soviet Union, Gromov was awarded medal No. 8.

On September 15, 1936, Mikhail Mikhailovich Gromov, on the ANT-35 passenger plane, the tests of which he had just completed, with seven crew members and passengers made a non-stop flight and set an aviation speed record, covering 1266 kilometers in 3 hours 38 minutes at a speed of 350 kilometers per hour .

In early November, M.M. Gromov flew to Paris on ANT-35 to participate in the XVth Paris Exhibition. V.P. Chkalov and his crew also took part in the exhibition. Having discussed the possibility of a trans-Arctic flight, the pilots decided to turn to Stalin with a request for permission to fly to America via the North Pole on two planes next year.

06/11/1937 The Politburo decided to “approve... to allow the flight of the crew consisting of the comrades. Gromova, Yumasheva, Danilina on the route Moscow - North Pole - USA. simultaneously with the flight of the crew etc. Chkalov, Baidukov and Belyakov.”

06.18-20.37 Chkalov, Baidukov and Belyakov on the ANT-25 made the first non-stop trans-Arctic flight Moscow - North Pole - Vancouver (USA).

For the flight across the pole, the crews of M.M. Gromov and V.P. Chkalov were preparing at the same time. However, according to the government decision, V.P. Chkalov was supposed to fly first. Moreover, the engine from M.M. Gromov’s car, as more reliable, was moved to V.P. Chkalov’s ANT-25.

M.M. Gromov and his comrades were upset, but continued their preparations. They decided not to repeat, but to build on the success of the Chkalov crew and break the world record for straight flight distance. After much calculation, they increased the fuel supply by half a ton.

To break the world record, M.M. Gromov’s crew abandoned an inflatable boat (provided for in case of an emergency landing in the ocean), a gun, warm clothes, food and other things, saving another 250 kg. They calculated that reducing the weight of the aircraft by one kilogram and increasing the fuel by one kilogram instead leads to an increase in flight range by three kilometers. Fighting for every kilogram, they re-climbed the entire plane and used wire cutters to bite off the ends of all the bolts protruding above the nuts. In addition, they decided to use the same brand of fuel, because... the new one, on which V.P. Chkalov flew, did not allow the mixture to be leaned at high altitudes and thus reduce gasoline consumption.

From July 12 to 14, 1937, Gromov, together with Yumashev and Danilin on the ANT-25, made a non-stop flight Moscow - North Pole - San Jacinto (USA), covering 10,148 km in a straight line in 62 hours 17 minutes.

An absolute record for straight flight range was set, as well as two records in class C (land aircraft) - flight in a straight line and a broken line. The entire crew, the first among domestic aviators, was awarded the highest award of the International Aeronautical Federation (FAI) for the best achievement of 1937 - the Henri de Lavaux medal. Gromov was awarded the Order of Lenin, and Yumashev and Danilin were awarded the title of Heroes of the Soviet Union.

There were some troubles during the flight. Over Novaya Zemlya, the thermometer showing the temperature of the water in the engine cooling system failed. Gromov had to navigate using the oil thermometer, because... During training flights, he noticed and remembered the dependence of the temperature of oil and water in the engine.

Then the plane fell into overcast and icing began. It was impossible to go higher because the car was overloaded. Gromov flew the plane using instruments, opening the window of the cabin that had lost its transparency to observe the condition of the wing edge. Just before the North Pole we passed the cloud front.

Over the Canadian mountains, icing began again, then the speed indicator and radio failed. We had to descend for a while to restore radio contact. Then we walked again at an altitude of 5000 meters.

M.M. Gromov had enough fuel to reach Panama, but he was not allowed to cross the Mexican border. The achievements of the Soviet aircraft industry had to be shown to the Americans. Therefore, we had to land without running out of fuel completely. Then the enterprising owner of the pasture where Gromov’s crew landed bottled this gasoline and sold it as souvenirs.

Gromov, Yumashev and Danilin stayed in America for a whole month, taking part in various ceremonial events, including being received by US President Roosevelt. After which they sailed to Europe on the Normandy passenger liner.

In 1937, the Higher Attestation Commission awarded M.M. Gromov received the academic title of professor of technical operation of aircraft and engines.

Since March 1941, M.M. Gromov has been the head of the Flight Research Institute of the People's Commissariat of Aviation Industry.

Mikhail Mikhailovich Gromov took part in the Great Patriotic War from December 1941 - he commanded the 31st air division of the Kalinin Front.

In mid-February 1942, brigade commander M.M. Gromov was appointed commander of the Kalinin Front Air Force.

In March, pilots of the Kalinin Front and combined arms armies flew 6,978 sorties, conducted 203 air battles, shot down 220 enemy aircraft in the air and destroyed 220 enemy aircraft at airfields.

From May 1942 to May 1943 Aviation Major General M.M. Gromov commanded the 3rd Air Army. On April 30, 1943, M.M. Gromov was awarded the military rank of lieutenant general of aviation.

Since May 1943, Mikhail Mikhailovich Gromov has been the commander of the 1st Air Army. The army under his command, as part of the Western and 3rd Belorussian fronts, participated in the Oryol, Spas-Demensk and Smolensk operations, and attacked railway junctions in the Vitebsk and Orsha directions. The Normandy air regiment fought as part of the army. The French government, noting Gromov's merits on the front of the fight against the Nazi invaders, awarded him the Commander's Order of the Legion of Honor.

Since June 1944, Mikhail Mikhailovich Gromov has been the head of the Main Directorate of Combat Training of Front-line Aviation of the Air Force. He was instructed to take emergency measures to prevent plane crashes of American Airacobra fighters. The pilots died after being caught in an inverted tailspin. Gromov gathered at the Air Force Research Institute inspectors on piloting techniques from all air regiments equipped with “airacobras” and gave a thorough briefing. The problem was solved.

Professionalism, skill, and talent as an organizer and leader were in demand in the post-war period.

In 1946-49, M.M. Gromov was deputy commander of Long-Range Aviation.

In 1949-54 - Mikhail Mikhailovich Head of the Flight Service Directorate of the Ministry of Aviation Industry, in 1954-55. - Head of the flight service department of the Ministry of Aviation Industry.

In 1959-61. – M.M. Gromov was the chairman of the USSR Weightlifting Federation. In 1969 he was awarded the title of Honored Master of Sports of the USSR.

Mikhail Mikhailovich Gromov died on January 22, 1985. He was buried in Moscow, at the Novodevichy cemetery.

The Flight Research Institute in Zhukovsky, Moscow Region, bears his name, on the territory of which his bust is installed, as well as a street in Moscow and a square in Zhukovsky.

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 the Moscow Real School, and 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 the 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 in the 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 combat use department of the 1st Higher Aviation School of Pilots (Moscow), in May-July 1924 - instructor pilot and squad leader at the Higher Military Aviation School of Air Shooting and bombing (the city of Serpukhov, now in the Moscow region).
In 1924-1930 - test pilot of the Scientific Experimental Aerodrome (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 - Koenigsberg - 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) made a 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 of 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 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 (Kalinin front), in May 1943 - June 1944 - commander of the 1st Air Army (Western and 3rd Belorussian Fronts). Units under his command participated in the 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.
Deputy of the Supreme Soviet of the USSR of the 1st and 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 (Chelyabinsk region) are also named after him. The lyceum in Zhukovsky and a school in Kyiv bear the name of M.M. Gromov. In Moscow, memorial plaques are 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)

Due to the great stress of these years, health problems worsened, and Mikhail Mikhailovich ended up in the hospital with ulcer bleeding. While he was recovering for six weeks, the famous pilots S.A. Levanevsky, and then from G.F. Baidukova with V.P. Chkalov came up with an idea that Gromov had been nurturing for a long time: to fly to America via the North Pole on an ANT-25 plane. After Levanevsky’s unsuccessful attempt, Stalin gave the go-ahead for such a flight to the crew of Chkalov, Baidukov and Belyakov, but first invited him to make a long-distance flight on the ANT-25 within the country - along the so-called “Stalin route”. Chkalov by this time had become one of the best test pilots in the country, mainly of fighter aircraft. Coming from the “common people”, a Russian hero, he became the personification of the successes of the people’s power in the latest field of technology. But his experience in test work, especially on heavy vehicles, in particular on the ANT-25, was incommensurate with Gromov’s.
Naturally, Gromov’s pride was hurt. Not only was he Chkalov’s teacher. Mikhail Mikhailovich stood up for his student more than once. Once, when a talented pilot was dismissed from military aviation for indiscipline, Gromov, together with A.B. Yumashev even turned to the head of the Air Force Ya.I. Alksnis. Thanks to this, Chkalov got the opportunity to work and reached great heights as a test pilot. It was Alksnis, by the way, who took the most active part in preparing ultra-long-distance flights on the ANT-25 aircraft, and he was well aware of Gromov’s role in testing and fine-tuning this aircraft. After the decision was made to fly Chkalov’s crew to the United States, Stalin and the country’s leadership met with Gromov - the day after his written appeal to the leader. Noticing the obvious injustice in relation to Gromov, the country's leaders agreed with the pilot's proposal: it was decided that Gromov's crew would take off almost simultaneously with Chkalov's crew, with a shift of half an hour, for a parallel flight to America on the second ANT-25 aircraft. The main thing that was taken into account was Gromov’s merits in testing and fine-tuning the ANT-25 aircraft.
After this, Mikhail Mikhailovich promptly carried out the necessary tests of a new copy of the engine. Having convinced himself of its high reliability and economical fuel consumption, quite unexpectedly for himself, Mikhail Mikhailovich learned on the eve of the launch that the engine from his plane had been removed and rearranged, apparently, on Chkalov’s plane. The Chkalovites flew to America on June 18, 1937, without even saying goodbye to those who were supposed to fly next to them. This resentment never went away for Gromov. Gromov subsequently asked G.F. more than once why their engine was removed. Baidukov, whom I respected both as a person and, especially, as a pilot. But I never received an answer. Gromov himself and his crew, who launched on July 12, 1937 (after a flight test of another new copy of the engine), completed the flight to the USA, surpassing not only the achievement of Chkalov’s crew (8504 km in a straight line in 63 hours 25 minutes), but also exceeding (more than 1000 km) two official world flight distance records. Gromov’s crew flew 11,500 km (10,148 km in a straight line) in 62 hours 17 minutes...
About half a century ago, the first ten honored test pilots of the USSR were named. All of them, to one degree or another, are students of Gromov, who naturally revered him as the country’s first test pilot. But he was not on this list of the very best! I.V. Stalin loved V.P. Chkalov and called him a great pilot of our time, but was restrained and strict with his teacher - Gromov! G.F. Baidukov, biographer and friend of Chkalov, himself a brilliant pilot and multifaceted personality, while paying tribute to the wonderful pilot 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 Soviet power gave to a person from the very bottom. Gromov, a man who did not hide his noble origin, a non-party member, who always shunned those in power, was in many ways the opposite of them. Moreover, he could have entered into a dispute with this government when he pulled people like S.P. out of Kolyma. Korolev... Stalin carefully covered the shirt-guy Chkalov, who was “tired” and dozing on a bench after a feast, with a blanket at his dacha in the south. Gromov, a man of a completely different scale, an intellectual, an intellectual, was never 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...
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 of Long-Range Aviation, Colonel General Gromov warmly supported the extremely bold and very carefully worked out project of TsAGI engineer B.A. Kirshtein aircraft for a non-stop flight around the Earth for 150 hours at a range of 45 thousand km. This little-known story speaks not only of the fearlessness of a professional and the patriotism of a citizen, of his romantic determination and powerful strength, but also... of powerlessness. (Similar weakness of his was manifested when he was not the first to fly to America on the ANT-25 aircraft, tested and developed by him.) Kirshtein’s 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 laminated Gromov immediately assessed his profile as quite real and, together with the designer, turned to I.V. for support. Stalin. 48-year-old Gromov saw himself as the pilot of a unique machine that would make it possible to achieve, albeit at the cost of extremely 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.
Without a doubt, the proposal of the TsAGI engineer, supported by M.M. Gromov, was truly super-bold for its time. That is why the support of the most authoritative pilot was required. Gromov carefully reviewed the project and became convinced that it was based on very accurate engineering calculations and the latest achievements in at least three areas. The first is the creation of a very reliable, economical aircraft engine. Specific fuel consumption of a diesel engine A.D. Charomsky ACh-30 was about 160 grams per horsepower per hour of flight, which was about one and a half times lower than that of conventional aircraft engines of those years. The second area is the creation of so-called laminar profiles, characterized by very low profile drag in the range of angles of attack, precisely in cruising flight modes. The third area is the original all-wood wing structure. First of all, it was necessary to achieve exceptional precision in maintaining the wing profile and impeccable quality of its surface. In addition, it was necessary to increase the aircraft's weight transfer coefficient (the ratio of takeoff to landing weight) to approximately 2.4 (since the required fuel supply was 15,000 kg).
Kirshtein proposed using a series of round plywood pipes, tapering towards the end of the wing, as the power elements of the wing. The wing area was 122 m2, aspect ratio 14.45, taper 3.03. Fuel tanks were to be located inside the pipes. The conical pipes glued together were covered with a three-layer set, consisting of inner and outer layers of plywood and pine slats between them. Some idea of the internal structure of the wing structure can be obtained from a photograph of the wing compartment layout. The general view of a single-engine monoplane of a classical design with a cantilever wing is presented in the second photo of the model. There was no landing gear on the plane. The takeoff was supposed to be carried out using a drop trolley, and landing on a ventral ski.
From the given dependences of the aircraft characteristics on the flight time, it is clear that with an aircraft landing weight of 10,400 kg, a flight range of 45,000 km is achieved (with a flight duration of 153 hours). Flight speed is 300 km/h, altitude during the larger (final) part of the flight is 6 km. Of course, by proposing such a bold project, the designer risked a lot, but the greatest courage and faith in success was, of course, required from the pilot. There were several meetings of a commission of high-level experts, and the political decision of the high leadership had to be 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 the main criticisms and doubts of skeptics were generally unfounded. I had to prove a lot. In particular, it was necessary to convince that the choice of a wooden aircraft structure was sufficiently justified. Kirshtein was an excellent aircraft modeller and saw the purely technological advantages of wood as a structural material over metal. This concerned, first of all, the quality of the surface and the accuracy of maintaining the wing profile. Fulfillment of the given very stringent requirements was ensured by the use of thick wing skin, which consisted of longitudinal slats glued together and sheets of plywood glued to them. The other main strength element of the wing - long conical tubes - was also relatively easier to make from plywood at that time than from metal. Issues of the weight of the structure, for all their importance, were of subordinate importance. Of particular importance was the simplicity of the design, the ability to quickly manufacture an aircraft with high aerodynamic quality at any aircraft factory. A lot of doubts were associated with the ACh-30 diesel engine. It was created and found use during the war. The engine designer, Alexey Dmitrievich Charomsky, spent four years in the Sharashka before the war, although he was known as one of the best engine engineers, the creators of the Central Institute of Aviation Engine Engineering. Charomsky was the highest authority in the country in the field of diesel engine construction, and he supported Kirshtein and Gromov without hesitation.
The notes made by Mikhail Mikhailovich on October 15, 1947 on the first conclusion of the commission have been preserved:
"1. The motor can be brought up to the 150 hour warranty, and this is not an impossible task;
2. Comfort? In no way can this be a reason preventing a record case - this is easy to prove by examples of cases that have already occurred on long flights;
3. The unreliability of the design is not proven by anything;
4. Record-breaking special aircraft have never been used anywhere as military or civilian... Record-breaking aircraft are needed to resolve problematic special issues... This is their value and the fastest shift in technology in a certain purposeful direction...
...The task of the commission should not have included the fundamental need for a record, but should have determined the technical possibility, which clearly exists and is, in fact, confirmed by the commission. Such long-range aircraft from all countries of the world are still flying on these principles.”
After a second review, the expert commission, with some reservations, practically approved the project and made recommendations for starting the detailed design of the aircraft. But there were influential, over-cautious and jealous skeptics among famous designers, as well as functionaries of the Ministry of Aviation Industry, who managed to gradually, quietly drive a foreign and dangerous project into a dead end... Aircraft designer O.K. Antonov, who was working in Novosibirsk at that time, and academician M.V. Keldysh - from TsAGI, who knew the designer and his bold project well, did not doubt its feasibility, but also knowing the “kitchen” at the very top, they warned enthusiasts: “You won’t succeed!”
Nina Georgievna Gromova, the pilot’s wife, 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. came to their dacha. Tupolev and A.A. Arkhangelsk. 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:

"Comrade Stalin!
Currently, a preliminary design has been developed for a special record-breaking aircraft capable of performing a non-stop flight around the world. The project was twice reviewed by an expert commission of the Ministry of Aviation Industry, which recognized that the project indicates the possibility of such a flight.
Does our country now need an airplane to fly non-stop around the globe?
TsAGI engineer B.A. Kirshtein
Hero of the Soviet Union M.M. Gromov."

At the end of August 1948, Gromov and Kirshtein were invited to an extended meeting with Minister of War N.A. Bulganin, whom Stalin instructed 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 A.N. Tupolev and S.V. 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 considers himself a servant of the people and is ready to work where the country needs 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 wonderful book of memoirs, summing up the main conclusion, 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, Gromov, who soon realized the pointlessness of new efforts, In a roundabout way, information began to reach Gromov about some positive decisions at the top, but gradually and skillfully conversations about the project began to be drowned out... Apparently, this “blank shot” of his was so offended by Gromov that he never spoke about this amazing project (unlike from a similar project BOK, which he mentioned in the book of his memoirs).
Only almost 40 years later, in December 1986, a non-stop flight around the globe was made for the first time. It was carried out over 9 days by Gene Yeager and Burt Rutan on the original Voyager aircraft. Like Yu.A. Gagarin in cosmonautics, they wrote not only their names in the history of aviation...
Decades towards the end of his life, Mikhail Mikhailovich was excommunicated from aviation by the official authorities. From 1949 to 1955 he headed the Flight Service Directorate of the Ministry of Aviation Industry. The objectives of the department were to ensure flight testing of prototype aircraft, as well as confirmation of the high flight characteristics and reliability of serially produced aircraft. Many test pilots retained the kindest, sometimes enthusiastic memories of this period of Gromov’s 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 in through the window.” Mikhail Mikhailovich made extremely stringent demands on people who wanted to become testers. The military pilot Garnaev committed a crime in 1945 and was convicted; upon his release from prison, he worked as a mechanic at the LII, as a technician and a paratrooper, and finally as the head of a club. Gromov was able to appreciate Garnaev’s persistence in achieving his goal - to return to flight work - and, most importantly, he 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 was most concerned about the uninterrupted production of aircraft at serial factories, while Gromov was also concerned about strict confirmation of the quality of manufactured aircraft. Dementyev forced Gromov to leave. To leave at the age of 56, and in such a way that not a single General Designer, including A.N. Tupolev, not a single leader, including the head of TsAGI, offered him a job. S.P. owes him a lot. Korolev, being already omnipotent, also did not remember Gromov. How the military did not remember the Colonel General of Aviation and the outstanding military leader. How academic circles did not remember Professor Gromov. In a sense, he turned out to be a “stranger among his own.” None of the test pilots, even military ones, had such a high rank of general as he did, but Gromov himself did not consider himself a military man - rather a humanitarian: a musician, theatergoer, artist... He was deeply interested in the problems of psychology, genetics, sports of the highest achievements, but For specialists in these fields, he remained, first of all, a famous pilot. Gromov was never content with little, even in old age. One can only imagine the grievances of a man who, back in the 30s, was awarded the highest international awards and titles, and now forgotten in his own country, humiliated both morally and financially. One day, however, Leonid Ilyich Brezhnev himself called and congratulated him on his birthday... Mikhail Mikhailovich was not deprived of good friends, talented and devoted, about whom he wrote with such love and openness in his memoirs. The respect of many outstanding personalities in aviation, such as S.N., warmed the soul. Anokhin, M.A. Nyukhtikov, V.K. Kokkinaki, R.I. Kaprelyan, V.V. Reshetnikov... But this only intensified the feelings of the “iron” but vulnerable Gromov from someone’s betrayal (there was such a thing), and, most importantly, from the consciousness of his own lack of demand for a great, worthy cause in aviation. The important representative role that he played in the public life of the country, in his favorite sports (weightlifting and equestrian sports), was obviously not enough for him, a top professional primarily 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 him was his attachment to horses and dogs, who responded with understanding, affection, 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. In the entire long and vibrant history of TsAGI, perhaps no one has risen to such a high assessment of its activities as Gromov, who wrote: “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 pilot spoke not only about his call sign – “Strela”, but also about an equally purposeful motto: “Today do better than yesterday, do better than others. Only forward!"
We, as usual, did not pay tribute to the living Gromov. He lived an amazingly colorful life, full of dramatic and, in recent years, 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 at the same time he was a model of decency in his personal life. He performed exploits in the sky and remained humble on earth. He united so many talents, there were so many outstanding people around him that it is difficult to imagine a more meaningful, 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. One can only hope that the time for worthy recognition of Mikhail Mikhailovich Gromov will come.

Gennady Amiryants,
Doctor of Technical Sciences
Aerial panorama No. 6-2008

Mikhail Mikhailovich Gromov was born in Tver on February 24, 1899, in the family of a military doctor. He spent his childhood in the cities of Kaluga, Rzhev, and the village of Losinoostrovsky, Moscow region. Graduated from the Moscow Voskresensky Real School. In 1910 he began to become interested in aircraft modeling. Since 1916, Mikhail Gromov has been studying at the Imperial Technical School. At the same time he was engaged in weightlifting in the Sanitas society. At the age of 17, Gromov set a Moscow light heavyweight bench press record of 202.5 pounds. During the same period, he took painting lessons from the artist Ilya Mashkov.

In 1917, Mikhail Gromov was drafted into the army, where he completed basic military training in a telegraph battalion, graduated from Professor Zhukovsky’s aviation theoretical courses at the Imperial Technical School, and entered the Moscow Flight School. He made his first solo flight on Farman-30 after only 43 minutes of training flights.

In 1918, Gromov joined the ranks of the Workers' and Peasants' Red Army (RKKA) and graduated from the Moscow Flight School where he remained as an instructor pilot. Mikhail Gromov taught cadets how to fly and mastered aerobatics on Moran and Nieuport aircraft.

In November 1919 - November 1920. takes part in the Civil War as a pilot of the 29th reconnaissance air squadron of the Eastern Front, and then as a pilot of the 2nd air wing of the Priural sector of the internal security forces. He flew reconnaissance and scattered leaflets.

In 1920-22 Mikhail Gromov works as an instructor pilot, and then he is the head of the combat use department of the 1st Moscow Aviation School. One of his cadets was. In 1923, Gromov became the USSR heavyweight champion in weightlifting.

Since June 1924, Mikhail Gromov has served as a test pilot at the Scientific Experimental Airdrome (NOA), assessing the properties of aircraft and participating in the development of blind and night flight techniques. Mikhail Gromov tested many famous aircraft. Performed a number of long-distance flights across Europe, China and Japan.

Since April 1930, Gromov was a test pilot, squadron commander, and chief pilot of TsAGI. He took to the skies and tested almost all the OKB aircraft created in the 30s - passenger aircraft ANT-14, ANT-20 "Maxim Gorky", ANT-35, long-range reconnaissance aircraft R-6, R-7, flying boat MDR -2, heavy bombers, TB-4, TB-5, ANT-42 (Pe-8), as well as experimental aircraft - I-8 (ANT-13), BOK-15 and others.

On August 14, 1931, Gromov took into the sky the five-engine passenger aircraft ANT-14 (crew - 5 people, passengers - 36 people). In the spring of 1932, during a test flight over the southern outskirts of Moscow on a four-engine TB-5 bomber, the left rear engine caught fire in the air. Gromov, knowing that most of the crew members (there were 12 of them) did not have parachutes, did not leave the plane. He managed to put out the flames and land the faulty car at the nearest airfield.

In the fall of 1933, he tested the record-breaking ANT-25 aircraft and made a long-distance non-stop flight on it Moscow - Sevastopol - Moscow - Sevastopol.

In 1934, on an ANT-25 aircraft, Gromov’s crew made a long-distance non-stop flight Moscow – Ryazan – Kharkov – Dnepropetrovsk – Kharkov, covering 12,411 km in 75 hours and 2 minutes, setting a world record for flight range. “For the heroic feat and selfless work shown during the flight,” Colonel Mikhail Mikhailovich Gromov was awarded the title Hero of the Soviet Union. After the establishment of the Gold Star medal as a sign of special distinction for Heroes of the Soviet Union, Gromov was awarded medal No. 8.

On May 1, 1935, on an ANT-20 Maxim Gorky aircraft, Gromov led an air parade over Red Square. The night before, during a festive evening at the Art Theater, he became ill - internal bleeding began. A few hours after the parade, he was taken to the hospital in serious condition. The bleeding turned out to be ulcerative. Only in the summer of 1936, after lengthy treatment, Gromov returned to duty.

And on May 18 of the same year, Maxim Gorky’s plane for the first time took on board the best strikers of the Red Banner TsAGI: the engineers and technicians who built it, the best workers and party officials. The pride of our country and the greatest land aircraft in the world, on board of which there was a printing house with a rotary machine capable of printing eight thousand leaflets in 1 hour, a radio (“voice from the sky”), a cinema and a darkroom. It was a Soviet aircraft agitator. One of the best TsAGI pilots, Nikolai Semenovich Zhurov, was the first pilot of the Maxim Gorky that day. Maxim Gorky was to be accompanied in flight by two more planes: on the right side of the giant, a small single-seat plane piloted by Nikolai Blagin, and on the left, Rybushkin’s two-seat plane with a cameraman on board.

No one will know what instructions Nikolai Blagin received before the flight, but judging by the inconsistencies in the newsreels and the official version of the aerial hooliganism he displayed, as well as the fact that two other heroes of the Soviet Union - M. Vodopyanov and M. Slepnev did not sign the printed in the newspaper “Pravda” on May 20, 1935, a letter with the title “At the helm, as in battle,” it can be judged that the operator sitting on the third plane was supposed to film the aerobatics that pilot Blagin performed around Maxim Gorky.

“TASS REPORT ABOUT THE MAXIM GORKY PLANE DISASTER

May 18, 1935, at 12:45 p.m. In Moscow, in the area of the Central Airfield, a disaster occurred with the Maxim Gorky plane. The disaster occurred under the following circumstances.

The Maxim Gorky aircraft flew under the control of TsAGI pilot Comrade Zhurov, with the second pilot from the squadron named after. Maxim Gorky Comrade Mikheev, having on board passengers, TsAGI shock workers in the amount of 36 people (including six children. - A, K.).

On this flight, the Maxim Gorky aircraft was accompanied by a TsAGI training aircraft (I-5 fighter - A.K.) under the control of pilot Blagin.

Despite the categorical prohibition to perform any aerobatic maneuvers during escort, pilot Blagin violated this order and began to perform aerobatic maneuvers in the immediate vicinity of the Maxim Gorky aircraft at an altitude of 700 meters.

When exiting the loop, pilot Blagin hit the wing of the Maxim Gorky plane with his plane.

The Maxim Gorky aircraft, due to damage received from the impact of the training aircraft, began to disintegrate in the air, went into a dive and fell in separate parts to the ground in the village of Sokol near the airfield.

The mid-air collision also killed pilot Blagin, who was piloting the training aircraft. The funeral of the victims was accepted at the state expense and will take place on May 20 this year.

The government decided to give the families of the victims 10,000 rubles. a one-time benefit to each family and establish increased pension benefits.

A funeral commission was formed consisting of: Khrushchev, Kharlamov (head of TsAGI - A.K.), Tkachev (head of the Civil Air Fleet Main Directorate - A.K.).”

On September 15, 1936, Mikhail Gromov, on the ANT-35 passenger plane, the tests of which he had just completed, with seven crew members and passengers made a non-stop flight and set an aviation speed record, covering 1266 kilometers in 3 hours 38 minutes at a speed of 350 kilometers per hour.

In early November, Gromov flew to Paris on an ANT-35 to participate in the XVth Paris Exhibition. Chkalov and his crew also took part in the exhibition. Having discussed the possibility of a trans-Arctic flight, the pilots decided to turn to Stalin with a request for permission to fly to America via the North Pole on two planes next year.

Gromov had enough fuel to reach Panama, but he was not allowed to cross the Mexican border and had to land without running out of fuel completely. Then the enterprising owner of the pasture where Gromov’s crew landed bottled this gasoline and sold it as souvenirs. Gromov, Yumashev and Danilin stayed in America for a whole month, taking part in various ceremonial events, including being received by US President Roosevelt. After which they sailed to Europe on the Normandy passenger liner.

In 1937, the Higher Attestation Commission awarded Gromov the academic title of professor of technical operation of aircraft and engines. On February 22, 1938, he was awarded the military rank of brigade commander. In 1940, Gromov was awarded the rank of test pilot 1st class. In 1940-41 - Head of the Scientific and Technical Group of the People's Commissariat of the Aviation Industry. Since March 1941, Gromov has been the head of the Flight Research Institute of the People's Commissariat of Aviation Industry.

In August-December 1941, brigade commander Gromov was on a government trip to the United States to purchase American Boeing B-17 Flying Fortress strategic bombers. The Americans refused to sell the “flying fortresses”, offering twin-engine B-25 bombers in return. Even Roosevelt's intervention did not help. Gromov returned back with nothing.

Since December 1941, Mikhail Gromov commanded the 31st Air Division of the Kalinin Front. In February 1942 he was appointed commander of the Kalinin Front Air Force. On May 3, 1942, Brigade Commander Gromov was awarded the military rank of Major General of Aviation. From May 1942 to May 1943 Aviation Major General Gromov commanded the 3rd Air Army. On April 30, 1943, Gromov was awarded the military rank of lieutenant general of aviation. Since May 1943, Mikhail Gromov has been commander of the 1st Air Army. The Normandy air regiment fought as part of his army. The French government, noting Gromov's merits on the front of the fight against the Nazi invaders, awarded him the Commander's Order of the Legion of Honor. Since June 1944, Mikhail Mikhailovich Gromov has been the head of the Main Directorate of Combat Training of Front-line Aviation of the Air Force. On August 19, 1944, Gromov was awarded the military rank of Colonel General of Aviation.

In 1946-49, Gromov was deputy commander of Long-Range Aviation. In 1949-54 - Head of the Flight Service Directorate of the Ministry of Aviation Industry, in 1954-55. - Head of the flight service department of the Ministry of Aviation Industry.
Since 1955 - in reserve.

In 1959-61. — Gromov was the chairman of the USSR Weightlifting Federation. In 1969 he was awarded the title of Honored Master of Sports of the USSR.

Mikhail Mikhailovich Gromov - Hero of the Soviet Union, awarded four Orders of Lenin, the Order of the October Revolution, four Orders of the Red Banner, Orders of Suvorov 2nd degree, Orders of the Patriotic War 1st degree, three Orders of the Red Star, medals, foreign awards.

Mikhail Mikhailovich Gromov died on January 22, 1985. He is buried in Moscow, at the Novodevichy cemetery.

The name of Gromov is borne by the Flight Research Institute in the city of Zhukovsky, Moscow Region, on the territory of which his bust is installed, as well as a street in Moscow and a square in the city of Zhukovsky.

Gromov Mikhail Mikhailovich - test pilot of the Central Aerohydrodynamic Institute (TsAGI). Born on February 12 (24), 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. From June 1917 in the army, he served as a student pilot. In the Red Army from 1918. In the same year he graduated from the Central Moscow Aviation School, fought in a reconnaissance aviation detachment on the Eastern Front. In 1920-1924, he was an instructor pilot at the Moscow Aviation School, a test pilot at a scientific test airfield, and a detachment commander at the Serpukhov Military School of Shooting and Bombing. 1924-1930 - on flight test work at the Air Force Scientific Testing Institute (VVS Research Institute), in 1930-1941 - at TsAGI. He took to the skies and tested many famous aircraft - Po-2, ANT-9, TB-3, ANT-25, Pe-8. He performed a number of long-distance flights across Europe, to 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-breaking flight in terms of range and duration in a closed circuit 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 Gold Star medal No. 8.12-14 July 1937 on an ANT-25 aircraft he made a non-stop flight (co-pilot - A.B. Yumashev, navigator - S.A. Danilin) on the route Moscow - North Pole – San Jacinto (USA), setting 2 world aviation records for flight range. From March to August 1941 – head of the Flight Research Institute. In August - November 1941, he was on a business trip to the USA, did a lot of work organizing the supply of combat aircraft to the USSR. Participant in the Great Patriotic War: in December 1941 - February 1942 - commander of the 31st mixed air division (Kalinin Front); commander of the Kalinin Front Air Force (February-May 1942); commander of the 3rd (May 1942 - May 1943) and 1st Air Armies (May 1943 - July 1944). In 1944-1946 - head of the Main Directorate of Combat Training of Front-line Aviation of the Air Force. Participated in the offensive of Soviet troops near Moscow, in the Rzhev-Sychevsk, Velikoluksk, Demyansk, Rzhev-Vyazemsk, Oryol, Smolensk, and Belarusian offensive operations. In May 1946 - May 1949 - Deputy Commander of Long-Range Aviation. In May 1949 - September 1955 - Head of the Flight Service Directorate of the USSR Ministry of Aviation Industry (retaining the Armed Forces). Since September 1955 - in reserve. In 1959-1961 - Chairman of the USSR Weightlifting Federation. Lived in Moscow. Died on January 22, 1985. Buried in Moscow at the Novodevichy cemetery. 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). Honored Pilot of the USSR (1925), Honored Master of Sports of the USSR (1969), Professor (1937). Awarded 4 Orders of Lenin (28.09.1934, 1945, 1969, 1984), Order of the October Revolution (1979), 4 Orders of the Red Banner (1925, 1.09.1937, 1944, 1948), Order of Suvorov 2nd degree (1943), Order of the Patriotic war of the 1st degree (1942), 3 orders of the Red Star (10/27/1932, 08/17/1933, 05/25/1936), medals, foreign awards. Awarded the de Lavaux medal (FAI) (1937). A street in Moscow and a square in the city of Zhukovsky, Moscow region, are named after him. Memorial plaques were installed on the house where he lived in Moscow and on the building in the city of Zhukovsky in which he worked. Essays: Throughout my life. M., 1986; About the flying profession. M., 1993; On earth and in sky. Zhukovsky, 1999; On earth and in sky. 2nd ed., add. and corr. Moscow, 2005.