In autumn of 1924 Chkalov was sent to the 1st Leningrad Red Banner fighting squadron. His military service began. Firstly, the beginner had to fly old, many times repaired "Neuport". Only having convinced that Chkalov was a good pilot, commander replaced it by “Fokker-D7 “. On this already much seen machine Chkalov soon learned to do such aerobatic stunts, that surprised old experienced pilots. However, he got from the heads for such behavior more than once. Once Chkalov did not resist a temptation, he flew under one of Leningrad bridges. The rumors about him went round all the city, and the infringer had to spend some days in the guard-house.

In 1928. Chkalov received promotion and as commander of flight of aircraft was transferred to Bryansk. Here his career of a pilot - fighter unexpectedly ended. Once trying hedgehopping flight under a telegraphic line, Chkalov flew into telegraph wires. The local command was not so indulgent to him, as Leningrad command, and in January 1929 Chkalov was sent to prison for a year. However, he spent in Bryansk prison less than a month (while the decision of Central Committee about a pardon didn’t come from Moscow), but he was demobilized from the army.

Chkalov returned to Leningrad and could not get a job for a long time. At last, he was accepted as a pilot - instructor in Leningrad OSOAVIAKHIM. He took people on air travels on “Junkers” airplane. It certainly was not his dream at all, but the other opportunity to be in the sky didn’t appear. Chkalov was forgiven only at the end of 1930, due to his friend’s help, who did not get tired all this time to ask the heads for the disgraced pilot. In November 1930. Chkalov became a test pilot of Scientific-research institute of air force of the Red Army, which flying unit was based on the Central aerodrome in Moscow. A new period in his life began.

Working in Institute, Chkalov soon mastered all types of modern Soviet airplanes: fighters, scouts, bombers, and cargo and sport airplanes. He tested some new airplanes, which in that time young air industry began to deliver to the army. In 1933 Chkalov demobilized from the army and at once became a test pilot in Menzhinskiy aircraft plant, where Nikolay Polikarpov worked as chief designer. In the same year he tested a new fighter “I- 15".

The weather conditions were bad. In dense clouds and at a strong wind Chkalov had to fly blindly for many hours, and in the end to land on a completely unsuitable platform among ravines and boulders. Only the highest-class pilots could overcome all these difficulties. The Soviet government appreciated a feat of the brave crew. In July 24, 1936 ranks of the Heroes of the Soviet Union were given to all three pilots. Chkalov also received 30 thousand rubles premium, and his companions — 15 thousand. They became well known in all the country. In August, when the weather was slightly improved, Chkalov began a return flight. When on August 10th the ANT - 25 landed on the Shchelkovo aerodrome, all leaders of the country led by Stalin, met him.

After the second flight Chkalov returned to tests in Menzhinskiy factory. He had to test a new Polikarpov fighter “I- 180”. As showed battles in Spain, Soviet “I- 16s” were worse than the newest German fighters. It was required urgently to begin reequipment. That is way the factory had to put a new fighter into production fast. December 15th, 1938. Though the machine had some defects, Chkalov did not refuse to fly —he had a high sense of responsibility for the business and understanding how important it was to begin tests faster. However, this time the skills did not save Chkalov’s life — during the flight the engine unexpectedly refused to operate, the airplane promptly lost the altitude and at a full speed flew into a telegraph pole. The death was instaneous.

Among many Soviet planes ANT-25 is one of the most well known. Its history began on December, 7, 1931 when under K.E.Voroshilov's offer the decision on construction of a special winged machine for record flights on range was made. Its creation was assigned to a department of test aircraft construction of the Central Institute of Aero-Hydrodynamics (CAHI). A team of P.O. Sukhoi projected the unique machine. Andrey Nikolaevich Tupolev supervised over all works.

RD was conceived and constructed as all-metal one-engine monoplane with low mounted wing of very big length. The relation of its wingspan to a chord exceeded 13! It was necessary to gain the maximal aerodynamic quality, which is the relation of lifting force to the drag. We shall notice, that the wing of planes of that time incurred frequently half of resistance of all aircraft. Before RD there was no aircraft with narrow and long consoles. Naturally, a wing of such unusual form was uneasy for design. Researches in this area have made the whole chapter in a history of Soviet aerodynamics. Constructed as a result of theoretical calculations and numerous tests, the wing appeared easy and strong enough to place in it fuel which weight, by the way, made impressive size of 32% of the take-off weight. It not only released a fuselage from tanks, but also facilitated a design as weight of fuel created unloading a wing: the pressure from the aerodynamic forces directed from below upwards, decreased by a cargo working from the top downward.

Among the theoretical works concerning RD construction, researches on vibration of a design were especially interesting and significant. In the literature on aircraft construction of that time there were instructions that at the big length a wing there were special vibrations or flatter. This phenomenon arose, as was found out, at the speed of the flight exceeding some critical speed strictly determined for the given design. Builders of RD plane were afraid; that because of the big lengthening this size would be very small. It was necessary to study the phenomenon carefully.

A special "flatter group" was created in the CAHI experimental - aerodynamic department. A method of its calculation did not exist yet. However it was clear, that there were two ways to the solution of this problem: the first, testing, at which the special case, RD wing, would be investigated only and measures of flatter prevention were specified; or the second - development of the general theory of the phenomenon and on the basis of its results, suitable for any special case. In the beginning of 30s years M.V.Keldysh and his colleagues made possible to solve a problem of flatter in a general view. In the completed design the wing of the record plane looked so: Basic elements - three longerons and stringers. The cross section of every half-wing consisted from 18 tubular ribs. First two longerons are connected by six tanks located between them (the pilot could switch a feed to any tank) and form a powerful caisson. To the third auxiliary longeron aileron was suspended with axial and flatter indemnification. Its each half consists of four sections, fitted by a cloth. Fuel tanks were equipped with drain mouths under a wing. Special explosive devices opened their valves.

Inside packages with emergency products, sleeping bags, tent, backpacks, a ski and other equipment, which could be necessary at an emergency landing were placed. With retracted landing gear the plane had an opportunity to land safely on water and to keep swimming for some time. For this purpose inflatable cylinders from the rubberised fabric were stipulated.

Junction of wing with a fuselage was closed by streamline. In area of joints of consoles with centrplane to the first longeron the main landing gear with oil-pneumatic amortization fastened. Every landing gear was supplied with two coupled wheels in the size of 900*200 mm. For the first time in practice of Soviet aircraft construction they retracted and extended with the help of electrical mechanism. A cable attached to the cylinder-powered gear. In the extended position gear was fixed with the spring lock. In a flight wheels were half-deep in a wing, and cowls closed the external part for reduction of frontal drag and unguided tail wheel.

The fuselage consisted of two parts: a lobby executed at the same time with centroplane, and a tail of the monocook type. A covering of a fuselage was smooth, duralumin, with semicircular-headed rivets. A cross set - from repoussed frames. Through all tail part passed four longerons located atop of a covering passed. In a forward compartment the V-shaped engine of A.A. Mikulin design AM-34, 750 hp, forced later up to 874 hp was placed. There were no such motors abroad yet.

Valery Pavlovich Chkalov about reliability of engine AM wrote after flight on island Udd: the most captious person could not find any lack in it. The crew was convinced, capacity of the motor was sufficient for take-off this 11-tonns giant from the ground. There was no any slightest doubt in reliability of work of the motor. Nobody had an idea that the motor can hand over and the plane will go on an emergency landing. And you know, we flied above such places where the emergency landing was impossible.

The cabin with the folding canopy, equipped with all necessary instruments for flights in complex meteorological conditions was behind the engine. Under legs of the pilot there was a small tank for the control for fuel consumption. Right behind a pilot seat there was a centroplane caisson in which reserve oil tank from which it was possible to fill up with the manual pump a main tank was located. Behind a joint of forward and tail parts of a fuselage were equipped places for navigator and the second pilot were equipped, and because of narrowness the second should be arranged on reserve tank with water.

Fin was carried out at the same time with a tail part of a fuselage. Units of fastening of a rudder and the stabilizer with a changeable angle of attack which covering was goffered were put on it. Consoles and fin were incorporated on onboard ribs and were stretched by tapes of the streamline form. The elevator with flatter, consisting of the two halves connected by an axis to the stabilizer was suspended.

Designing of the plane was completed in the beginning of 1932, and in June its construction began. Two samples, the test plane and the doubler, subsequently converted in ANT-25-1 and ANT-25 were created almost simultaneously. Exactly in one year the first one rose in the air. After it the doubler began flights with the engine of M - 34R (that is with a reducer). In comparison with the test plane the doubler had some constructive differences. Use of the engine with a reducer caused change of the form of a cowl. Canopy glass area was increased in a cabin of the pilot for the best view. The area of fin was increased, different by the form rudders supplied with servo-compensators were established.

Long-distance flights began on June 30, 1934. This day the crew of pilots M.M.Gromov, A.M.Filin and navigator I.T.Spirin established USSR record for the range of flight. ANT-25 flew 4465 kms in 27 hours 21 minutes. In one month the same pilots improved a record; in 39 hours 1 minute 6559 km were covered, but this result also existed not for long. In September, flying on a triangle Moscow - Ryazan - Kharkov, a crew of Gromov in 75 hours covered a distance of 12 411 kms, considerably exceeded a world record of French pilots Bossutro and Rossi. The rank of the Hero of the Soviet Union was given to the commander of the plane to pilot Gromov for this outstanding achievement.

The new record route Moscow - Franz Josef Land - Petropavlovsk - on - Kamchatka was soon determined.

For this flight the plane - doubler was converted with the improved M - 34R engine with a tunnel water radiator. The two-bladed wooden propeller was replaced after a series of researches by 3-bladed metal with the pitch angle adjustable on the ground. For cabin adjustable heating an exhaust pipes were connected to the pipeline laid inside a fuselage.

Double controls of plane intended for the control of aircraft during change of pilots were mounted. A forward part of a cabin of the navigator was closed by transparent canopy with the solar course gauge. A radio-compass ring eventually was mounted on the bottom of the fuselage and made rotary.

To find a position of the plane now it was possible by transmittions of any of two radio stations.

The flight passed successfull. Having dropped a pendant above Petropavlovsk - on - Kamchatka, the crew decided to turn on a route to Nikolaevsk-on-Amur. However it was not possible to reach it. A strong rain and a fog became handicap. The crew flew just in several meters above water. The emergency radiogram was sent with the order to land as soon as possible. But where? At last have seen a strip of the ground - the island Udd was seen. Here, on a sandy shallow, Valery Chkalov, showed the greatest skill and landed the red-winged aircraft.

ANT-25 stayed in the air for 56 hours and 20 mines and covered 9374 km. The whole world admired with this heroic flight. The Soviet government highly estimated courage and skill of the Soviet pilots, the rank of the Hero of the Soviet Union was given to all members of crew.

After the flight to island Udd Valery Pavlovich wrote: the aircraft successfully passed all tests... The plane easily climbed and obeyed the pilot. The machine perfectly behaved both in a fog, and in clouds, and in conditions of various air streams, and in mountain district of Yakutia, and at various temperatures. In general flight qualities of the plane were fine.

Nevertheless, this flight allowed to estimate some dangers, which trapped an aircraft of similar type. In particular, serious difficulties were caused with an icing of a fuselage, wings and especially the prop. That is why the first Soviet de-ice system on the prop was in an extra hurry developed in CAHI by designers.

On natural logic of events the winged champion was included in number of the Soviet exhibits of the World aviation exhibition in Paris in November 1936 and made its exclusive success.

And in the meantime, aspiring to the decision new, even more complicated problems, the crew has addressed with the request to permit a flight by the route Moscow - the North Pole - Northern America to the government. A report of Chkalov, Belyakov and Baydukov was heard at the special session of the government and received approval.

Names of the heroes appeared on the pages of newspapers and magazines of the whole world. And after only three weeks the crew of the Hero of the Soviet Union of M.M.Gromov made one more flight to America through the North Pole. The Soviet pilots established thus a new world record of range. The plane was in the air 62 hours and 17 minutes, having overcome distance of 11 500 km.

These historical flights showed to the whole world not only courage, boldness and skill of our pilots, but also a high level of Soviet aircraft designers.