AMPHIBIAN XXI CENTURY

 

Historically, since the early days of its existence tand its main customer was the military, so by the Taganrog aircraft is much more frequently carried on their fuselages stars than civil registration of Aeroflot. Although work on the projects of various civilian cars were made in the Bureau constantly, the vast majority of them have remained on paper. In the Soviet Union at the forefront of money for defense projects, the implementation of which Taganrog design Bureau played a significant role. However, with the arrival of concepts such as “restructuring”, “new thinking” and of course “conversion” has changed a lot.

 

In Taganrog in this period was in full swing work on anti-submarine plane-amphibian A-40 “Albatross”, was first flown in December 1986 it is not Surprising that simultaneously with the creation of the main (anti-submarine and search-and-rescue) A-40 was considered by him a possible civil modifications. However, the analysis showed that the need for civil customers in such a large amphibians will be negligible. Therefore, in parallel with the A-40 worked in a civil multi-purpose plane-amphibian A-100 (take-off weight 21 — 22 tonnes), designed to fight forest fires, passenger and cargo mail transport, search and rescue operations, patrolling 200-mile economic zone, fishery and ice reconnaissance of the sea.

A-100 was seen as a high-wing aircraft with straight wing and two floats under the wings, equipped with turboprop engines TV7-117S takeoff power of 2500 HP each and shestilopastnye low noise propellers CB-34, designed for the new passenger airplane for local lines the Il-114. Many aggregates and systems of amphibians also was unified with the Il-114. The project “weave” was agreed with the relevant stakeholders. However, it soon became clear that basically the fire version of the A-100 was very similar to the well-known canadian amphibious aircraft CL-215. To create a new plane, similar in characteristics to the machine, flew for more than 20 years, was clearly inappropriate. Therefore, the chief designer Beriev. G. M. Beriev A. K. Konstantinov, pondering the ways of further work on the topic, I decided to create a machine with a takeoff weight up to 40 tons capacity water tanks on 12 — 13 thousand cubic meters. The Ministry of civil aviation and the Ministry of forest, pulp and paper and woodworking industry liked the idea.

 

 

Work on a new project of fire fighting aircraft has led scholars to the idea to create a highly specialized and multi-purpose amphibious aircraft, the hydrodynamic scheme is already passing flight tests and demonstrated excellent performance A-40, a scale of approximately 0.8. Its aerodynamic quality is not inferior to the land planes of the same class. Technical proposal for this machine, it was agreed with the Minister of aviation industry A. C. Syscom, and the Ministry of civil aviation. So came the idea and scheme of the multipurpose amphibian aircraft A-200 which has received later the designation of the be-200.

 

G. S. Panatov, who succeeded A. K. Konstantinov at the head of Beriev. G. M. Beriev, has decided, using the experience of designing and building A-40, to realize the be-200 in metal.

 

By 1990 I was ready preliminary design of the machine modified with two turbofan D-436Т, whose establishment was legalized by the decree of the USSR of 8 December 1990 1991 — 1995 was supposed to be built at the Irkutsk aviation production Association (IAPA) four prototype machine, but since 1996 there to expand production. By the same order, on the basis of the amphibians for fire-fighting provided for the establishment of vehicles for the carriage of passengers, cargo, and special variants for specific technical tasks, and Beriev. G. M. Beriev became the parent organization to ensure a unified technical policy in the field of hydroplanes. The broad aviation circles, the new project was first presented at the Paris air Show in Le Bourget in 1991

 

“Dvuhletki” was supposed to be a multipurpose machine, so after passing in 1991, the prototyping of the Commission detailed design aligns with the recycling project. On the go redesigned APU, cabin sealed, reinforced floor, changed the location and size of doors. However, before the designers faced the problem of what to do with huge tanks for water that occupied the Central part of the cargo compartment. The solution was as simple as it is elegant — all components of a special sprinkler system placed under the floor of the cab. The very cabin for the first time in practice of domestic hydroplanes made watertight for the entire length of the boat.

 

 

The rise of the prototype amphibious be-200

 

Like A-40-wing Be-200 were developed runway mechanization. Used automatic system dolyushka flaps, pushing them into takeoff position on the runway only at high speed when the height of the jets is reduced. The airframe was made mostly of aluminum alloy of high corrosion resistance, and in the design of nose and tail wings, rudders, ailerons, flaps, spoilers, tail compartments fin and stabilizer, hydroxides and floats found broad use of composite materials.

 

Specifically for the be-200 in a short time the Ukrainian design office “Progress” was created by JSC “Motor Sich” built a special “Maritime” corrosion-resistant modification is a promising high-efficiency engine D-436 — D-436ТП. I must say that to successfully cope with the task Zaporozhye engine helped Enron more than 40 years of experience in the operation of engines AI-20D aircraft-amphibian be-12.

 

New amphibian was to be equipped with modern avionics, providing navigation and flight control in all weather conditions, at any time of day and year. Planned to be installed on be-200 flight-navigation complex “ARIA-200” was developed by Russian Institute of aircraft equipment and the American company Allied Signal Aerospace and meet the requirements of III category of ICAO. It provides navigation and flight control in difficult weather conditions, as well as automatic analysis, control and record operation of onboard systems in flight and on the ground. All information for the crew consisting of two pilots, were displayed on six liquid crystal color multi-function electronic indicators located on the dashboard. Conventional devices were used only as backups in case of possible failures of the electronics.

 

A lot of attention to the creators of the be-200 was paid to ensuring high maneuverability and aerobatic qualities that are vital to firefighting aircraft. Therefore, the “dvuhletki” became the first machine tand, received three-channel control system, the EDS-200, developed by the Moscow research and production complex “Avionika” and the crew cabin is equipped with “fighter” knobs instead of traditional steering wheels.

 

As on aircraft control pen was selected at the suggestion of the pilots who flew the A-40 with a traditional steering wheel. During takeoff from the water at the beginning of takeoff, the amphibian is based on one of the underwing floats. As the speed increases, when control in the transverse channel becomes sufficiently effective, the pilot corrects the roll. While at relatively low speeds requires considerable deflection angles of the wheel. With the control stick to make this maneuver much easier. Well, for fire-fighting plane flying to extinguish a fire at extremely low altitudes (literally meters) above the terrain, the advantages of the control stick compared with the controls are particularly pronounced.

 

 

 

 

In unsteady flight conditions the pilot should not let go of the handle. However, when using the control stick and the standard placement of the control levers engine (ORE) on the Central pedestal of the commander should be piloting the plane with his left hand. It is for the majority of pilots would have caused inconvenience. It was therefore decided to set up Ore for the crew commander on the left sidebar. Thus, the commander and pilot, got the opportunity to fly a plane with the right hand, and the Ores left.

 

Again with a complex structural challenges faced the engineers designing the system, special fire-fighting equipment for the be-200 is able to collect in the tank the water at speeds of planing amphibian in the range of 0,9 — 0,95 of the speed of takeoff.

 

This system was created, and its a test conducted on a specially converted into flying laboratory plane-amphibian be-12P-200 (RA — 00046). In addition to the system intake and discharge of water for a new amphibian, the be-12P-200 perfected the technique and tactics of fighting forest fires.

 

After the collapse of the USSR the project of be-200 has not been closed, moreover, the need for such amphibians was confirmed by the decree of the government of the Russian Federation of 17 July 1992. But the initial problem with government funding is significantly complicated the deployment of serial production of the machine and its many components.

 

In addition to Irkutsk, the new amphibian was proposed for the production of aircraft factories in Kiev, Kharkov and Omsk, but only on the IAPA expressed cautious interest. After a detailed acquaintance with the developed machine, its production technology, the leadership of the IAPA adopted a decision on acceptance of the be-200 production.

 

 

The main landing gear

 

The construction of the first flight of the be-200 (serial No. 7682000002) the fire-fighting began in 1992 at IAPA. To accelerate the launch of a series of decided experienced machine build by serial technology. As planned, the skilled series includes two flight instance and two instances for static and endurance tests.

 

Instances for static (no 7682000001, “product C”) and resource (No. 7682000004, “RI”) tests were taken from Irkutsk to Taganrog on Board the aircraft An-124 in March 1995 and August 1997, respectively. Flight tests of the be-200 is scheduled to begin in

 

1995 , however, the General crisis of the domestic economy, as reflected, respectively, on the economic situation tank and IAPA, helped to prepare the aircraft for first flight only by the fall of 1998 Leading to the be-200 has been assigned to test-pilot K. V. Babich. During tests the crew included flight engineer, workstation which was installed in the cargo cabin.

 

The first flying prototype of the be-200 has rolled out of the Assembly shop 11 Sep

 

1996 G. Experts TANTK and IAPA prepared the aircraft for the first flight around the clock in three shifts. Despite the constant rush, methodical Council passed normally and the plane has received approval for its first flight.

I must say that the takeoff from the airfield of the Irkutsk plant has its own characteristics. The fact that after the famous crash of aircraft An-124 “Ruslan” to take off in the direction of residential areas of Irkutsk was forbidden. But on the day of the first flight the weather was fine without wind, the wind got up after takeoff, but in the “right” side.

 

The car was first flown on September 24, 1998 from the airfield of IAPO in 16 hours and 50 minutes (Irkutsk time) crew consisting of commander K. V. Babich, co-pilot V. P. Dubensky and flight engineer A. N. Thorn. The first flight lasted 27 minutes. In this be-200 was accompanied by the be-12P. Since landing speed the be-200 is comparable with the stall speed be-12 to remove the moment of landing, the aircraft maintenance had to fly over the strip an S-shaped trajectory.

 

On 29 September the car made the second flight with a duration of one and a half hours of 30 September, was planning a third, but the weather turned bad, brought wet snow and the flight was canceled, but ready for him the plane was already at the start. After this test was interrupted, the be-200 rolled into the shop for painting and maintenance work. Flights resumed on 15 October and 17 October took place the official presentation of the aircraft. On this day, the car performed in front of invited guests and journalists two demonstration flight.

 

In the spring of 1999, the aircraft received the registration designation of RA-21511. On April 27 he went in his 19th flight, the route of which passed through Novosibirsk and Ufa with a stopover in Taganrog. Then had to continue the test.

 

In may, in the course of flight tests were the first discharges of water on the runway factory airfield. 9 Jun plane (“exhibition” room 368) flew to Paris to participate in the 43rd international aerospace salon “Paris air Show Le Bourget 99”. On the way to Paris (and back) was made an intermediate landing at the airport of Slovakia košice. Piloting a be-200 K. V. Babich and G. G. Kalyuzhny. Flight engineer during a tour of Europe was M. G. Andreev.

 

The aircraft used at the salon success among specialists, and among visitors. He completed one training and two demonstration flight to the dumping of six tonnes of water 11, 13 and 16 June. During flight training we had a small curiosity: when in Paris, the ground services Le Bourget requested that the amount of water for refueling the aircraft, the French were very surprised, but with true Gallic humor offered water instead of wine because it will cost the same as special vehicles for filling the liquid in such quantities from them anyway.

 

 

The cockpit of the aircraft be-200ES

 

The be-200 returned to Taganrog on June 22, where he began to prepare for the tests with water. July 7, the machine is first launched to check the integrity of the boat. The first “meeting” new amphibians from the water element revealed two unpleasant moment. First, be-200 clearly has suffered a steady tendency to the right Bank. Second, because of leakage in the bottom, the boat leaked a little water.

 

As it turned out, underwing floats had insufficient displacement, were mounted on short pylons, and the right float, moreover, because of leakage in the drain, half its volume of water gained. The plane had to be modified, thus eliminating the leaky boat, extended pylons, and “native” floats have replaced the removed from the be-12 (time-tested, they were later proved to be excellent).

 

Seakeeping tests resumed in a month. On 6 and 7 August was made the first high-speed runs, with a speed of 0.8 to the runway. Although everyone wanted to lift the machine with water before the Moscow aviation and space salon MAKS-99, was made a reasonable decision not to rush. Water testing continued on August 23, after the return of the aircraft from Zhukovsky. September 8, be-200 demonstrated to the Minister of EMERCOM of Russia S. K. Shoigu, visited tank a group of experts from his Department. The flight was performed with the dumping of water on the hearth of a conditional fire. Not without a “General effect”: due to minor failure is not removed the main landing gear. However, the execution of flight and produced at the guests the impression is not affected. Besides getting familiarized with the course of flight tests of aircraft, Shoigu held a meeting on the implementation and subsequent operation of the new amphibious relevant services of the Ministry of emergency situations of the Russian Federation. It was decided to establish on the basis of tand the training Center of hydroaviation where. will be trained flight and technical crews of the seaplanes.

 

9 September was again carried out during high-speed runs on the water is almost at takeoff speed. According to crew commander V. K. Babich, the car behaved perfectly and was ready to take off right now. However, the first takeoff from water was moved the next day. On 10 September, the aircraft was launched around noon, but because of the strong wind and rough sea flight was rescheduled for the afternoon. After lunch the weather improved slightly, and the be-200 made its first flight from the waters of the Gulf of Taganrog.

 

The following year, factory and certification flight testing continued, occasionally stopping at different shows. March 15, 2000, the aircraft involved in the demonstration of Russian aircraft for fire fighting leadership of the Ministry of emergency situations of the Russian Federation and representatives of potential foreign buyers from Israel, Greece, Switzerland, France. Was shown the diversion of water on the plane and reset it in the center of a conditional fire. In September in Gelendzhik hosted the international exhibition “Gidroaviasalon-2000”, the undisputed “star” of which was the be-200. The wide public was able to see the UPS amphibians from the water. In the days of the exhibition the be-200 has set 24 world records in classes C-2 (hydroplanes) and C-3 (amphibious aircraft).

 

In August 2001 the creators of the be-200 has reached an important milestone: the machine has been obtained the type certificate of restricted category. To do this, in the framework of the certification tests required to perform 223 flights and flew 213 hours. Now amphibious have a right to operate in fire aviamodelling. Finally, the be-200 prototype aircraft began to turn into a real product that can be sold.

 

 

The be-200CHS can be successfully used for the carriage of passengers

 

October 3, 2001 began a large Asian tour amphibians. The path lay to the East through Turkmenistan to the United Arab Emirates, then through India and Burma to Malaysia, where at the airport of Langkawi island a few days after the opening of the exhibition LIMA-2001.

 

The decision to show the be-200 in Malaysia was not accidental. LIMA is one of the most important military exhibitions in the Asia-Pacific region, which is the largest number of current customers and potential customers of Russian aircraft in India, China, Malaysia, the Philippines, Vietnam, Singapore.

 

During the inspection of the marine part of the exhibition the Prime Minister of Malaysia M. Mahamadou be-200 was brilliantly demonstrated by the diversion of water on the plane and reset it near the parade of ships participating in the exhibition. The Taganrog amphibian became IMA-2001 one of the “stars” and her flight with discharges of water aroused the interest of both specialists and ordinary visitors.

 

The days on Langkawi flew by quickly, and October 12, be-200, taking on Board technical crew, went to the far East. Under the wing of amphibians remained Vietnam and China, and ahead was the capital of the Republic of Korea — Seoul. There the aircraft took part in the Aerospace and defense exhibition КАDЕ-01, held from 14 to 19 October, where he performed demonstration flights with no less sparkle than in Malaysia.

 

20 Oct, flying over the Yellow sea, China and the Gobi desert, the be-200 has finally crossed the Russian border and on October 23 he returned to his native Taganrog. This tour was a good test for the new machine, its engines, systems and crew, who spent nearly 50 hours. During this time, the aircraft broke 22 391 km, made landings in 14 cities of 8 countries.

 

Far tour be-200 was not limited to one of South-East Asia. 8 may 2002 the car went from Taganrog to Berlin to participate in the International aerospace salon ILА-2002. The next day the Taganrog amphibian demonstrated in the Berlin sky on his signature issue — the discharge of water, painted in the colors of the flag of Russia. Upon completion ILА-2002, in the framework of agreements between RF Ministry of emergency situations and the relevant authorities of France and Greece, be-200, went to these countries for demonstration flights. 13 may 2002 the car was flown from Berlin on the French airfield Marseille-Marignane, where it was inspected by specialists of the office of civil defense. At the request of the French side display of be-200 included a water intake on the plane, reset it on the fire, and loading and unloading staff of property and equipment of the civil defence units in France.

 

Then amphibious visited in Greece. On may 17 at the air force base, elefsis in the suburbs of Athens held a presentation of the aircraft. After it passed demonstration flights with take-off from water and suppression of a conditional fire, during which the Board of the machine were Greek pilots. Just be-200 flying over Europe more than 7600 km, running 15 demonstration flights from land and 8 of water.

 

Further proof of the reliability of the Taganrog amphibian and its ability to work in the most difficult conditions began test flights conducted in August 2002 in Armenia. Their goal was determination of flight characteristics and rating of the equipment and machines in extreme conditions of high altitude and high temperatures. In Armenia base airfield the be-200 became Erebuni. The car flew about 25 hours, we took off and landed on a land airport in Gyumri, located at an altitude of 1580 m above sea level, and lake Sevan (1950 m above the sea level). In Sevan made fences and discharges of water, as well as takeoff with one engine running. Such a flight of amphibious aircraft of this class was performed for the first time in world practice.

Only by the end of August 2002 the be-200 has been in the air more than 700 hours. In September during the International exhibition and scientific conference on hydroaviation “Gidroaviasalon-2002” be-200 has improved a number of their achievements two years ago in the same classes S-2 and S-3. But the “star” of Gidroaviasalon was not this machine, and arrived in Noumea on the eve of the opening of the exhibition the second flying prototype of the be-200.