Be-30

Created by Beriev Design Bureau. For the first time, an aircraft, or rather, a model of an aircraft called Be-30, was shown at an air festival in Domodedovo in 1967. A year later, on June 13, test pilot M. Mikhailov made his first flight in an experimental car. The aircraft was successfully tested in various climatic conditions and received positive feedback from flight and technical services. The Be-30 prototype was demonstrated in 1969 at the 28th International Salon in Le Bourget . In total, eight Be-30 aircraft were built.

Be-32 - a multi-purpose aircraft designed to perform a wide range of tasks when using it in the passenger, transport, sanitary and administrative versions. Aircraft options have also been developed for training paratroopers and for the protection of forests. The leading designer of the Be-32 is Nikolai Lavro. Be-32 is a modernization of the passenger and transport aircraft Be-30. Mostly the internal layout has changed. Now in the passenger compartment could accommodate up to 17 seats. All 8 issued "thirty" were converted into a version of the Be-32, three of which were operational tests in the Bykovsky squadron. One aircraft was released in a cargo-passenger version with a large cargo door. The Be-32, like its predecessor, is an all-metal monoplane with a highly located wing and a single tail tail. The double crew cabin is equipped with a complex of modern flight-navigation and radio-electronic equipment, providing flights day and night, in difficult weather conditions. The cargo compartment can be made in one of the following options: - passenger compartment for 16-17 passengers; - a cargo compartment for placing cargo with a total mass of 1900 kg and a volume of up to 17 m3 .; - a cabin of an ambulance aircraft for transportation of 6 stretchers and 10 seated wounded; - A cabin for transporting and landing 15 paratroopers; - cockpit of an administrative aircraft for the transportation of 7 passengers at a distance of 1780 km; - A variant of the cockpit of a patrol aircraft for visual observation of the state of forests. The aircraft has a three-post wheeled landing gear (the front strut retracts into the fuselage, the main ones - to continue the engine nacelles), which can be replaced by a ski landing gear or floats, which greatly expands the possibility of using the aircraft in areas with a large number of water bodies, northern regions and in the Arctic . The power plant of the aircraft consists of two turboprop engines TVD-10 take-off power of 1100 liters. with. installed in nacelles under the wing. Since these engines are obsolete, it was planned to replace them with a TVD-20 with a take-off capacity of 1375 liters. with. But these engines were never prepared for installation on the aircraft, and on the modifications of the Be-32K and Be-32PV aircraft PK6A-65B engines are installed, produced by the joint venture Pratt-Whitney Klimov with four-bladed Hartzell propellers.

High thrust-to-weight ratio allows the "32nd" to easily perform even aerobatics. An example of this is the “military U-turn” (though without passengers), which was demonstrated at numerous exhibitions. For this quality, the pilots nicknamed the car "civilian fighter." Back in 1976, test pilot E. Lakhmostov set two world records on the Be-32. At altitudes of 3,000 and 6,000 m, the plane took off in 2.42 and 5.3 minutes, which is 26.9 and 28.36 seconds better than the achievement of the American pilot D. Lilienthal.

By 1992, the company miraculously preserved one Be-32, 17 years old, which stood in the open air on the outskirts of the factory airfield. It was this experimental vehicle that was decided in 1992-1993. to restore, convert into an administrative business aircraft and then conduct ground and flight tests.

S. A. Atoyants was appointed chief designer for the Be-32; V. N. Antonov became the lead designer on the aircraft.

As S.A. Atoyants recalls, the most surprising thing was that when the car was put under current, everything turned on and everything worked. After making sure that the equipment was basically preserved, they began to deal with the state of the airframe design. On the glider in some places exfoliation on honeycomb structures, individual damage to the paintwork and slight corrosion were found. But in general, the result of the inspection was encouraging. The design of the airframe could be restored without much difficulty, while maintaining its strength.

Two TWD-10B engines with a capacity of 1025 liters were installed on the aircraft. with. with reversible screws AB-24AN (such engines were installed on the An-28). Four soft fuel tanks with a capacity of 300 liters were put in the center section. Radically updated electronic equipment. Now it included the KURS MP-70 course-glide path system, the 17A813C meteorological radar system, the KLN-90 satellite navigation system, the SD-75 rangefinder, and the CO-72 transponder. Obsolete samples of REOs were replaced with new generation systems: ARK-22 radio compass, RV-21 radio altimeter, Baklan VHF radio station, Crystal Crystal HF radio station.

Some details even had to be removed from the Be-32 ╧05 OS in Monino . Fortunately, a complete set of technical documentation for experimental vehicles was preserved, which greatly facilitated the restoration of the aircraft.

The first flight, lasting 24 minutes, was revived by the Be-32 on May 12, 1993 with a crew of test pilot V.P. Demyanovsky and flight engineer E.V. Vedel. In total, according to the test program, in May 1993, the Be-32 performed 17 flights with a flying time of 18 hours. The test report noted that the main flight performance of the capitally repaired Be-32 practically corresponds to the characteristics obtained in state tests in 1971.

Initially, the production of the Be-32 was planned to be deployed at the Irkutsk Aviation Production Association (IAPO). To this end, on June 16, 1993, TANTK, IAPO, OMKB, Aviaexport, Aeroconsulting, with the support of Aviation Industry JSC, the Air Transport Department and IAC, created a Consortium for the design, manufacture, operation and sale of aircraft. TANTK handed over to IAPA the design documentation. However, due to the difficult financial situation, they did not start work at IAPA.

Be-32 (with registration RA-67205) from July 5 to 23, 1993 was demonstrated at the 40th Paris Air Show Le Bourget 93 international aerospace show, flying on the route Taganrog - Kiev - Rzeszow (Poland) - Vienna (Austria) ) - Stuttgart (Germany) - Paris. Test car V.P.Demyanovsky and navigator M.G. Andreev piloted the car.

Reappearing 24 years later in Le Bourget, the “new, old” Be-32 aroused keen interest in itself, showing that it was not only not out of date, but could compete on equal terms with the latest machines of its class.

From August 31 to September 5, 1993, the aircraft, along with the amphibians A-40 and Be-12P, was demonstrated at the Mosaero Show in Zhukovsky.

In November 1993, the Be-32 was presented at the Dubai-93 air show. Since the Taganrog-Mineralnye Vody-Krasnovodsk-Tehran-Dubai highway ran over the mountains and the sea, they were especially prepared for the flight. In addition, the PSN-6AP liferaft and oxygen devices for flying in an unpressurized cabin at high altitudes were installed on board the aircraft. Immediately before flying to the exhibition, three training flights were carried out on a special profile.

On November 3, a plane with a crew of test pilot V.P. Demyanovsky and navigator M.G. Andreev and four service passengers flew to the air show. The day flew to Krasnovodsk, where we spent the night, and the next day continued the flight to Dubai.

To the final point of flight, the Be-32 flew up when it was already dark, there was a sea of ​​lights below. While the navigator was dealing with the dispatcher, Demyanovsky suddenly said: “Oh, the strip!” And was about to build a landing approach. But after a few seconds I heard Andreev’s voice: “No, Vladimir Pavlovich, this is the way!” For the lane, the commander took the freeway between Dubai and Sharjah. But, fortunately, the adventure was over and in a couple of minutes the plane was already rolling down the runway of the local international airport.

The organizers of the Dubai-93 air show initially assigned the Be-32 the role of only a static exhibit. Therefore, the head of the TANTK delegation, N. A. Lavro, had to use all his diplomatic art (backed by souvenirs) in order to still get permission for demonstration flights. In total, during the period from November 5 to 11, the car completed one training, one test and three demonstration flights.

As in Le Bourget, the Be-32 was not surrounded by the attention of specialists and visitors, and Moscow Airlines even stated that it was already ordering 50 of these aircraft (although, before the allocation of real funds, unfortunately, this did not work out )

They decided to complete the return flight on November 12 in one day, without spending the night, on the route Dubai - Tehran - Mineralnye Vody - Taganrog. The flight ended safely, although the distance between Tehran and Mineralnye Vody was slightly less than the maximum flight range of the Be-32. In addition, due to the emergence in the North Caucasus of the "independent republic of Ichkeria" during the flight, I had to rise to the echelon of 6800 m.

In Taganrog, during an after-flight inspection of the aircraft, bends and nicks were found on individual blades of the first stage of the compressor of the left engine. The cause of these injuries could be the ingress of a snow engine with ice into the air intake at Mineralnye Vody Airport or a solid object (small stone) when taxiing the aircraft to its parking lot at the Taganrog - South airfield. As a result, the engine had to be mothballed, removed from the aircraft and sent for final inspection and repair to the Omsk MKB. The situation was complicated by the fact that the TVD-10B had already been discontinued and, therefore, nobody really wanted to deal with them. There was a real threat of termination of work on the aircraft due to the lack of a suitable engine.

The Be-32K became a modernization of the Be-32 aircraft under the Canadian Pratt & Whitney PK6A 65B engines. All work on the Be-32 with the TVD-10 was discontinued. The new engines had a number of advantages over the TVD-10. First of all, they had a high resource - 6,000 hours, high power - 1,100 liters. sec., lower fuel consumption and less noise.

The company Pratt & Whitney and St. Petersburg State Unitary Enterprise " Plant them. V. Ya. Klimova ”created a joint venture Pratt & Whitney / Klimov and, in the future, was going to launch the production of the PK6A-65V engine in Russia, get a certificate for it, thus turning it into a Russian product. Canadians interested in advertising their engines in 1994 provided TANTK for installing on the Be-32K two RK6A-65V engines on favorable terms.

The chief designer of the Be-32K was N. A. Lavro, A. G. Babkov was appointed the leading designer of this topic.

The aircraft was designed in accordance with the airworthiness standards of AP-25 and FAR-25 transport aircraft. Work on replacing the engines required serious costs, since for this it was necessary to redo the engine nacelles and power plant systems, develop a new DC power supply system, replace the AC system installed on the aircraft, and refine the hydraulic system. The deployment of full-scale refurbishment of the aircraft was hindered by the lack of necessary financial resources. Money appeared in the summer of 1995, literally on the eve of the start of the MAKS-95 International Aerospace Salon in Zhukovsky.

Working around the clock, the pilot production of TANTK managed to cope with the difficult task and completed the re-equipment of the Be-32 in a record short time - in a month and a half. On Be-32K, two PTRt-Whitney / Klimov TVDs of RK6A-65V firm with four-bladed propellers NS-E4A-ZA / E10950K with a diameter of 2.79 meters manufactured by Hartzel (USA) were now installed on Be-32K. Starting engines electric, from an onboard battery or ground source. In addition, the power supply of the hydraulic system NS74-1 was replaced by PMP054-026-02 manufactured by AVEX (Germany), which operates on direct current.

Test pilot G. G. Kalyuzhny took off the upgraded machine, and a week later the Be-32K (with the same registration RA-67205) was successfully demonstrated on the MAKS-95.

The Be-32K attracted the attention of airlines and in 1995 a protocol of intent was signed on its serial production in Romania. But the difficult economic situation of both the Russian Federation and Romania did not allow to realize the plan. Although the need for aircraft of this class was estimated at 400 aircraft.

From May 10 to 20, 1996, the machine participated in the ILA-96 International Aviation Technology Salon in Berlin, then in the MAKS-97, as well as in the Gelendzhik 96 and Gelendzhik 98 International Airshow Exhibitions. A demonstration of the capabilities of the Be-32K in comparison with the latest foreign aircraft of this class showed that the aircraft ranks among the best aircraft of the MVL. The pilot operation of the Be-32K confirmed its high flight technical and operational characteristics. Potential buyers showed great interest in a comfortable and economical car, and the Be-32K program is still the TANTK them. G.M.Berieva is doing everything possible in search of investors to finance the launch of the Be-32K aircraft in series.

On the basis of the Be-32K, according to the technical specifications agreed with the command of the border troops, a project for the Be-32PV patrol aircraft (1994) was developed, designed to protect the state border and carry out patrol service in marine areas adjacent to the coast, including high latitudes. It differed from the basic passenger Be-32K by the presence of special equipment (a thermal imager, an aerial camera, a sight, additional radio stations) and the possibility of suspension under the wing of armament (12.7 mm machine gun or various air bombs).

After almost 15 years, the project was reanimated again. On April 29, 2010, the media reported on a possible release of a modification of the Be-32MK at one of the domestic plants with Omsk engines TVD-10B. A feasibility study and a business plan are being developed. The need for Be-32 aircraft is estimated at no less than 1,500. Completion of certification tests of the Be-32 was expected in 2012-2013.

Small take-off and landing speeds and a wide track of the Be-32MK chassis allow take-off and landing with a side wind up to 18 m / s. The aircraft has good terrain on unpaved airfields and excellent maneuverability when taxiing. The aircraft is easy to control in all operational flight modes. Good stability of the machine up to critical conditions with a wide range of alignments and low sensitivity to the chatter make it comfortable for passengers. It is possible to mount a ski and float landing gear on the plane, which expands the possibilities of its use in the northern regions.

The Be-32MK aircraft meets the airworthiness standards of the AP-23. The unit cost is estimated at $ 4 million, which is four times cheaper than its nearest foreign counterpart .

Asset TANTK them. G. M. Beriev and there is a 26-seater version of the aircraft - Be-132.

The aircraft is a freestanding monoplane with a highly located wing, the fuselage is a semi-monocoque all-metal construction, consisting of six compartments. An all-metal wing, trapezoidal in plan, with a rectangular center section. The tricycle retractable allows you to operate the aircraft from the ground with a strength of up to 4 kg / cm2. There are air-thermal and electrothermal de-icing systems.

On both sides, seven easily removable passenger seats with forward-folding backrests were installed. The installation step of the seats is 750 mm. For each passenger, individual ventilation is arranged. Rectangular portholes with rounded corners, glazed with convex organic oriented glass (triplex) with a variable-density light filter coating.

• Modification of the Be-30
• Wing span, m 17.00
• Length of aircraft, m 15.00
• The height of the aircraft, m 5.52
• Wing Area, m² 32.00
• Weight kg
  • empty plane 4600
  • normal takeoff 5700
  • maximum take-off 6100
• Fuel weight, kg 1080
• Engine type 2 TVD TVD-10
• Power, l with. 2 x 970
• Maximum speed, km / h 500
• Cruising speed, km / h 420-440
• Practical range, km 1200
• Range with maximum load, km 600
• Practical ceiling, m 3000
• Crew 2
• Payload: 14 passengers or 1,500 kg of cargo

At the time of completion of the state tests of the Be-30, comparative tests of this machine with the newly created An-28 were arranged. По таким показателям, как максимальная скорость, грузоподъёмность, дальность, экономичность, комфортабельность для пассажиров, устойчивость к боковому ветру при посадке Бе-30 уверенно опережал своего конкурента. Но у Ан-28 было очень важное качество — он имел очень удобную грузовую кабину для транспортировки крупногабаритных изделий. В результате Министерством гражданской авиации СССР было принято решение принять в эксплуатацию оба самолёта в пропорции 50 на 50 процентов. Однако из-за отсутствия у КБ Бериева завода, способного производить Бе-30 и появления ещё одного конкурента — Л-410 серийное производство самолёта так и не началось ^[2] .

• Реестр Бе-30/32
• http://www.airwar.ru/enc/craft/be30.html