|Crew||1 or 2|
|Cruising Fuel Consumption||250g/hp|
|Weights and loads|
|Wing Load (kg/m2)||183|
|Power load (kg/hp)||3.65|
|Max at 2000m||480km/h|
|Range (30 min fuel reserve)|
|Max.Fuel + 900kg||1300km|
|Baggage (front)||0.3+0.3 m3|
|Baggage (rear)||1.6 m3|
|Cabin size LxWxH||5.66x1.50x1.82 m3|
|Seats||14 or 15|
In early 60's Soviet leadership carried out 'an assault' on the aviation. Khruschiov killed large number of projects - including all hydroplanes. As a result, Beriev KB was forced to find a niche in the civil aviation.
The 14/15 STOL passenger light transport was intended for large-scale service with Aeroflot, as a replacement for the An-2, Li-2 and Il-14 on routes which do not justify use of the larger An-24 or where airfields are inadequate for the latter type. Selection of the high wing layout allowed to keep the engines away from the dirt, what was essential for operation from unpaved airfields.
The prototype (СССР-30167) is reported to have flown for the first time on March 3 1967 (KB test-pilot M.Mikhailov), powered temporarily by two 740hp ASh-21 seven-cylinder air cooled radial engines. Be-30 prototype was demonstrated in July (same year) at Domodedovo airshow. Some sources report different date of the first flight - July 13, 1968. Actually, this was the first flight with the turboprop engines installed. In 1969 one of prototypes was presented at Le Bourget airshow.
Be-30 is a cantilever high-wing monoplane. Wings have slight anhedral on outer panels. Skin panels and spars of main torsion box are made from mechanically and chemically-milled profile pressings. Detachable leading-edge is of bonded construction. About half of the wing skin consists of thin 3-layer honeycomb panels stiffened by stringers. Most joints are made by bonding and spot-welding. Twin-slotted area-increasing slats (for short takeoff/landing) occupy the trailing edge inboard of a double-slotted ailerons. Tail unit has similar construction, but almost all skin is a thin honeycomb. Tail unit, wing and engine air intakes have hot-air de-icing system, using engine-bleed air. Windscreen and propeller have electric de-icing.
Weight and cost saving have been achieved by using fiber-glass reinforced plastic for fairings and other non-load-carrying parts.
Landing gear of retractable tricycle type, with single wheel on each unit. All units use low-pressure tires. Main units rearward into engine nacelles. Steerable nose-wheel retracts forward.
Two 950hp Glushenkov TVD-10 free turbine turboprop engines, driving 3-blade fully-feathering reversible propellers of 3.00m diameter. Provision for interconnecting shaft between engines, to permit drive to both propellers after an engine failure. This could substantially improve aircraft handling during takeoff or landing with single running engine. System was installed on the second prototype and flight tested at ГосHИИ ГА by pilot A.Lebedev and navigator E.Matkovskij. Four integral fuel tanks are included in wing torsion box. Three-phase AC electrical system is supplied by two 16kW 200V generators.
Fuselage of all metal semi-monocoque structure, covered mainly with large chemically milled panels attached by bonding and spot-welding. Flight deck provides room for side-by-side crew of two (or pilot and passenger). Main cabin seats 14 passengers in pairs, in individual seats (at 75cm in pitch) on each side of centre aisle. Large polarized window are located by each seat. Cabin is air-conditioned, with separate ventilator for each passenger. Radio entertainment is standard. Compartment for mail and small freight is on the port side between flight deck and cabin. Carry-on baggage compartment is on starboard side, aft of cabin, opposite door which has a folding stairway. Toilet to rear of cabin. Aircraft carries its own folding steps.
High density layout has been advertised for 20 passengers without baggage compartment.
Aircraft was equipped for all-weather operation and blind flight. Autopilot and automatic landing approach system lowered the crew workload.
First challenge to the Be-30 came from the An-28. Parallel trials revealed no leader: Be-30 was faster, had longer range. Wide wheel base and automatic roll control made side wind takeoff/landing safer. But An-28 had larger capacity and better takeoff/landing performance. As a result, both aircraft were recommended for production.
Large Aeroflot order was expected, but preference was given to the Czech Let L-410 Turbolet, which had slightly larger load capacity. Plus, there was a strong political motivation: strenghtening economical ties within Eastern Block. Recently, maintenance cost and spares from former allies became too expensive.Result: Russia is left with terribly obsolete park of short-haul 'dirt-road' transport aviation - despite necessary aircraft were designed, built and tested.
Three production aircraft were built at experimental factory N°49 and five at Taganrog factory N°86. From 1968 to 1976, those airplanes were subjected to manufacturer, state and operational tests, including tests under natural icing conditions, and airplane flotation capability tests. The passenger cabin layout was altered during the tests that enabled the designers to increase its passenger capacity to 17 passengers. The airplane was designated Be-32.
Convertible into all-freight transport or ambulance aircraft with accommodation for nine stretcher cases, six sitting casualties and one medical attendant. Other versions are envisaged. It was claimed that aircraft is profitable even on shortest (200km) routes even if it carries half of the passenger load.
Tall main landing gear struts and slim rectangular fuselage resulted in the distinctive 'teenager' appearance of the Be-30.
|b/w drawing from
Used for background on this page.
|Created June 26, 2001||Back to|