In 1989 in our club three planes Yak-18T have appeared.
Chairman of Board of Aeroclub Alexander Markalov tells:
The history of their occurrence is those. My brother Vischeslav studied in Sasovo, and we have made friends from it the flying commander Nikolay Tsarev. At this time the Federation of amateurs of aviation, which was headed by pilot - cosmonaut Igor Volk, has already been created. And here is how that from Sasovo' schools calls Nikolay Alekseevich Tsarev, the commander with whom Slava has very much become friends, and speaks: " Guys, at us break planes, help to make something that them to keep ". We have addressed to Igor Volk, have described to it a situation. And the picture was such. Still yesterday cadets flied on Yak-18Т. Suddenly in the Ministry of civil aircraft of the USSR the order leaves: such plane is not necessary for us, we shall learn at once on An-2, and then on L-410. Yak-18Т are superfluous charges. Also began on eyes at guys to start up planes under a tractor. At everyone who flied with Tsarev was in opinion of tear. They also have asked the help. And we through the Wolk have addressed to MGA so that this process have stopped. That had time to destroy, any more you will not return, and the kept planes have transferred in Federation of fans of aircraft - about 100 machines.
So that's how "T"'s appeared in our club and we started to fly by them. This is the familiar technique for my brother who learned to fly by "Yak-18T" being a cadet and taught me. It was 1989. And in 1990 three planes took part in flight Moscow-Seattle. Recently we celebrated 10th anniversary of this flight. This is a very long route. Though professionals weren't scared: Slava was flying from Lvov to the Far East periodically before. But the route of the flight to Seattle lay to the north. We flew by the whole country to the Providence Bay. This flight impressed me much. I flew as a technician that time although I already had a SLA certificate of amateur-pilot. And today I also have certificate of the commercial pilot of civil aircraft, the planes' flight-time is more than 1500 hours. But in our club I prosecute technical subjects. There is a man to teach people to fly: my brother, who concerns to his work very scrupulously and zealously, does it.
We quarreled with the airsportclub commander after flight to America though due to us he flied to the USA. Our father got some acquaintances, I do not remember precisely when, but at the end of 1991 we moved with the planes to Myachkovo. Everything was flying here the airport was full loaded. It was very familiar to me, 'cause I worked here for some time after graduating the school. It was till 1983. And in 9 years, in 1992 we based in Myachkovo. Our club history in Myachkovo began from one little wagon, and today we are extending, using a modular principle. It is an optimum variant and other clubs use it. In the beginning we bought a little wagon, equipped and improved it and help started to work in Myachkovo with the help of Valery Georgievich Shelkovnikov. We drove foreigners in the beginning. Our friends advised us to invite the airlines representatives accredited in Moscow. The general representative of German airline "Lufthansa", representatives of the Swiss airlines, Finair company flied here. All of them remember us till now, and we are the friends of them.
There were periods of recession in our club history. In 1992-94 our business was successful and then the stream of cadets "has subsided". Slava flied on the Far East at that time then he worked in Tula, then in Moscow on Il-62. He flied with us on the weekends when he was free from airline flights. And I "dragged" all the work here as far as I could: I was the technical assistant, and flied if there was an opportunity. But there was an interesting situation: we got gasoline, we got technique, but we got none to work with. But we got a lucky chance then. Well-known showman Yuri Aleksandrovich Nikolaev flied in club Mayak, which is situated next to us. He came here and happened to visit us. We had a talk:
- And what are you doing?
- We fly.
- Let me fly with you.
He flied and remained with us. He brought Leonid Yakubovich, then one more known "TV man" Razbash came, Albina Nazimova and the whole company of television stars. They took off independently one by one, and then new people have started to come. We approach flying business very seriously. The aviation technique demands it. The obligatory training flights with the instructor are carried out after vacation or after a long time break in flights. Not always it suited our clients. But we don't want to risk a man, even if he doesn't realize it, our technique or our image. And if someone asserts, that he can teach a man to fly for 8 hours, then he is an adventurer. None can learn to fly confidently and safe for 8 hours. In our aeroclub you have to fly 25-30 hours with instructor before your first independent flight. Only then the person deliberately operates the plane (to tell the truth many cadets don't want to risk because of their age, and they want to be 100 % self-assured before their first independent flight).
After 1995 our club became known in Moscow, and people started coming to us. We flied on Yak-18Т. We got three Yak-18Т, which belong to my brother and me and the last year Yak-40 appeared which we own together with our partner.
After 1995 we mounted the second wagon that, except for office, there was a place to eat and have a rest. I have a shot where Leonid Yakubovich is sitting in a box, I'm filming, and Slava is carrying out an aerodynamic lesson. We don't read the theory separately. It is boring to people. It is necessary to explain evidently, "on fingers": there is a board, we can draw circuits, schedules and dependences on it, but not too much so that cadets can understand sense of the phenomenon and do not lost interest in flying training. We operate in this way today also. There is a certain schedule of educational day: a preflight briefing where the task is given, flight preparation, including the theory, flight, post flight briefing.
We show cadets the plane's behavior on small speeds in practice, we do no pilotage, but we show everything, that it is really necessary for normal flight, that is connected with actions in the flight situations connected with a risk for life. We show: "This is the border, the red line that you are not allowed to cross".
