The Beriev Be-200 is a multipurpose amphibious aircraft manufactured by Russia-based Irkut. The aircraft was developed under Irkut’s first full-scale civil programme. The Be-200 cooperation programme includes key aviation industry companies such as Beriev Aircraft, Airbus, EADS-Irkut Seaplane (EISP) and EADS.
Beriev rolls out first serial-produced Be-200Chs amphibious multirole aircraft: Here
The Be-200 can be configured for fire fighting, search and rescue, maritime patrol and environmental monitoring, cargo and passenger transportation operations. It can take off and land on unprepared airstrips and water.
The first Be-200 test aircraft completed its maiden flight in September 1998. Be-200ES, the first production aircraft, touched the skies in June 2003. The Russian Ministry of Emergency Situations (Emercom) was the first customer to receive an aircraft in July 2003 under seven Be-200 fire-fighting and rescue aircraft order. The Ministry of Emergencies, Azerbaijan, took the delivery of one Be-200ES aircraft in 2008.
The Russian Navy plans to procure four Be-200 aircraft for reconnaissance and search and rescue duties, with deliveries scheduled between 2010 and 2013. The People’s Liberation Army Navy (PLAN) of China is also in discussions with Russia to buy the maritime search and rescue variant.
Beriev Be-200 amphibious aircraft design
The aircraft was designed by Beriev Aircraft and is assembled at the Irkutsk Aviation Plant of Irkut.
Designed as a multirole amphibious platform, the Be-200 can be configured for a range of missions. The aircraft is a high-wing T-tail monoplane with a single-step design hull. The design provides stability in water.
The airframe is made of aluminium alloys and coated with corrosion-protection materials. The Be-200 features significant maritime characteristics to perform littoral and blue water operations. The aircraft delivers flight characteristics similar to conventional aircraft.
Be-200 mission variants
The baseline design of Be-200 amphibious aircraft is intended for aerial wildfire-fighting using water or fire-extinguishing liquids. This includes the following objectives:
Stopping the spread, and containment, of moderate and large forest fires by creating a barrier with multiple drops of an extinguishing fluid at the edge of the fire;
The elimination of small and newly-started forest fires; the delivery of firefighting teams and equipment to disaster areas with landing on a preselected water surface or airfield, and subsequent extraction.
Additionally, the airplane can perform:
- passenger transportation;
- search-and-rescue work;
- environmental monitoring;
- patrolling of exclusive economic zones and sea boundaries.
The Be-200 can be reequipped into the following versions quickly and with minimum cost:
- transport airplane;
- passenger airplane (Be-210);
- search-and-rescue airplane;
- medical evacuation airplane.
The Be-200 mission variants include fire-fighting, search and rescue, freighter, passenger aircraft and ambulance. The fire-fighting variant has a crew of two members, and is fitted with fire extinguishing fluid and water tanks. The aircraft can drop 270t of water on the fire area without refuelling.
The search and rescue (SAR) variant can perform operations within an area of 200 miles for 6.5 hours. The aircraft is equipped with an inflatable rubber dinghy, thermal-imaging and optical search aids and first-aid kit. The SAR variant can be configured to carry 45 passengers.
The transport variant is fitted with floor-mounted cargo-handling equipment to transport loose cargoes, as well as cargoes loaded in standard containers and pallets. The aircraft has the capacity to carry 6.5t payload.
The passenger variant, designated as Be-210, can carry 72 passengers. It has the maximum range of 1,850km.
The BE-200 ambulance version can accommodate ten medical staff as well as 30 injured persons on stretchers. The aircraft feature emergency diagnostics and intensive care facilities.
The Be-200 is equipped with a partial glass cockpit. The cockpit features a digital flight control (fly-by-wire) system and modern navigation systems, including satellite navigation (GPS), flight management system (FMS), autopilot and weather radar.
The flight control system, integrated with an aerodynamic design, provides high maneuverability at low speeds as well as better handling capabilities and safety, and reduces the pilot’s workload.
Be-200 avionics suite
The Be-200 integrates a full suite of avionics for all weather requirements. The ARIA 200-M all-weather integrated avionics system features six large LCDs. The system is developed by Honeywell along with the Moscow Research Institute of Aircraft Equipment.
ARIA 200-M all-weather integrated avionics system
The high level of technological innovation and the world-class parameters of the new development led to the ARIA-200 system being included in Russia’s newest amphibious aircraft, the Be-200ChS, and its certification both in Russia (IAC AR) and Europe (EASA). It thus met both current and future requirements for international air navigation.
Since 2001, the system has been successfully used by Be-200ChS aircraft, and its modifications and related systems have been installed on Il-114-100, Il-96-300/400, Tu-204-100/300, and Tu-214 aircraft. During this period, the system was continually improved to include other functional tasks and ensure compliance with newly introduced international standards. In 2015, experts from the institute completed work on a significant modernization of the avionics installed on the Be-200ChS. Source kret.com
Be-200 Head-Up Display System
Yet another line in the upgrading of the airborne equipment of Be-200 aircraft is the installation in Be-200 cockpit of the Head-Up Display System of SAAB development. Apart from this, the aircraft will be equipped with a visual-range monitoring video camera and with an IR-camera to be mounted over the windshield, the data from which will be displayed on the head-up display.
A similar system has already been tested on the prototype Be-200 amphibious aircraft, and may, upon the customer’s request, be installed on the aircraft being manufactured as well as on serial amphibious aircraft already in operation. Source beriev.com
High-bypass ratio engines
The aircraft is powered by two D-346TP high-bypass ratio engines, a TA 12-60 auxiliary power unit, an engine control system and engine vibration monitoring system. The D436TP turbofan engines deliver a higher performance at hot-and-high conditions compared with turboprop engines installed on similar types of fire-fighting aircraft. The engines have been developed with advanced materials and innovative solutions.
2 x D-346TP high-bypass ratio engines
- Low SFC and low weight-to-thrust ratio;
- High reliability due to long experience in operating the D-36 engine of similar class;
- Low noise and emissions;
- Easy maintenance, high efficiency of the monitoring and diagnostics system;
- Steady operation in event of sudden airflow temperature inversions at engine inlet when fighting forest fires;
- Availability of multi-purpose engine mounts allowing for installation in various aircraft on underwing or overwing pylons, in fuselage or on either side of the fuselage without any changes in the engine design;
- Operability in maritime conditions;
- Low operating costs and long service life.
TA12-60 is a single-shaft auxiliary gas-turbine engine with the equivalent power of 360 kWt. This engine is designed for aircraft and helicopter APUs. It is used for air turbine start of the helicopter and aircraft mid-flight engines, AC electric power of 115/200 V, power up to 60 kWA and providing air conditioning for cockpit and cabins.
High overall efficiency of the engine is based on the use of a 4-stage axial compressor. An annular reverse-flow combustion chamber of evaporative type provides 0,99 burning and low content of hydrocarbons in the exhaust gases. The engine contains a 3-stage axial turbine. Driving units, including alternator, are installed on the engine’s gearbox.
The noise level of the TA12-60 engine, when installed on the craft, does not exceed 90 dB.
The engine complies with the Norms of Aircraft Airworthiness (NLGS-3); this is confirmed by a type certificate No 101-VD issued by the Aviation Register of the IAC.
Since 2005 the TA 12-60 APU has been operated under the second strategy. The TA 12-60 APU is operated subject to the technical condition till the specified life time of the principle components is terminated (4,000 hr/starts).
The TA12-60 engine has been in serial production since 1996.
|Absorbed electric power of AC, kVA||60|
|Bleed air consumption, kgf||1,6|
|Bleed air pressure, kgf/sm2||4,9|
|Bleed air temperature, °С||250|
|Start and operation altitude, m||7000/9000|
|Environmental temperature, °С||± 60|
|Weight (without generator), kg||297|
|Specified number of operating hours/starts||2000/4000|
|Overall dimensions, mm||1588х682х718|
Development: PowerJet – joint venture between NPO Saturn and Snecma (SAFRAN Group, France)
Production: NPO Saturn and Snecma in accordance with the agreed work sharing*
SaM146 – integrated power plant (comprising turbofan engine, nacelle with thrust reverser, equipment) for new generation regional-mainline aircraft.
* The work sharing:
• Snecma: core, accessory drive, control system, power plant integration, flight tests
• NPO Saturn: fan, low pressure module, final engine assembly, ground tests
• fan with wide chord blades
• 3-stage low pressure compressor
• 6-stage high pressure compressor
• annular combustor
• 1-stage high pressure turbine
• 3-stage low pressure turbine
The first application of SaM146 is the Sukhoi Superjet 100 aircraft family, created by Sukhoi Civil Aircraft Company (UAC, Russia) in cooperation with Alenia Aermacchi (Finmeccanica, Italy):
• SaM146-1S17 for SSJ100-95B regional jet
• SaM146-1S18 for SSJ100-95LR regional jet and SBJ business jet
Compact, reliable, efficient and eco-friendly engine, based on combination of advanced and proven technologies, Western and Russian engine-building expertise:
• certified in accordance with EASA and IAC AR standards
• wide range of thrust
• high reliability (on a par with CFM56 standard)
• meets the ICAO ecological standards
• full commonality within aircraft family
• low cost of ownership
SaM146 power plant and all after-sale services are delivered by PowerJet SA.
|Thrust at APR**, kgf||7 660||7 890|
|Take-off thrust, kgf||6 962||7 311|
|Specific fuel consumption at cruise, kg/(kgf∙hr)||0.63|
|Dimensions (with mixer) (L x D), m||3.590 x 1.224|
** – automatic power reserve
Aircraft landing gear
The aircraft is equipped with hydraulically operated rearward retractable landing gear units. Each unit has two wheels in addition to a water rudder, which provides steering in the water. The underwing stabiliser floats fitted on wings provide stability in water.
Be-200 aircraft performance
The Be-200 can fly at a maximum speed of 680km/h. It has a range of 3,300km and service ceiling of 8,000m. The aircraft can climb at a rate of 3,350ft per minute. The Be-200’s maximum take-off weight on the runway and water is 41t and 37.9t respectively.
|Wing span (m)||32,78|
|Aircraft lenght (m)||32,05|
|Aircraft height (m)||8,9|
|Wing area (m2)||117,44|
|Wing sweep angle at 1/4 chord line (degrees)||23`|
|Fuselage diameter (m)||2,86|
|Wheel track (m)||4,3|
|Engine’s main performance data|
|Engine type and model||D436-TP|
|Number of engines||2|
|Maximum takeoff thrust (ISA, H=0) (kgf)||2х7500|
|Maximum unboosted thrust (ISA, H=0) (kgf)||2х1500|
|Fuel consumption (kg/kgf·h (kg/N·h))||0,608 (0,062)|
|Maximum take-off weight (kg)||runway – 37900||runway – 42000|
|water – 37200||water – 40000|
|Max payload (weight of water loaded to tanks) (kg)||12000|
|Total capacity of fuselage fuel tanks (l)||12500|
|Flight speed (km/h)||710||700|
|Maximum flight range (km)||3600||3100|
|Maximum range with maximum payload (km)||1400||1800|
|Take-off distance (land/water) (m)||700/1000||1350/1000|
|Landing distance (land/water) (m)||950/1300||1020/1300|
|flight altitude (m)||8000|
|Seaworthiness, sea state||3|
|Wave height (m)||up to 1,2|
|Min depth required for operation (m)||2,6|
|Cargo cabin dimensions|
|Maximum width (m)||2,5|
|Floor area (m2)||41|
|Maximum capacity of water tanks (m3)||12|
|Maximum capacity of chemical fluid (m3)||1,2|
|Rate of climb after water scooping by skimming (43 t, sea level) (m/s)||9,5|
|Speed during water scooping by skimming (km/h)||150-190|
|Time of water scooping by skimming (s)||14|
|Minimum water drop speed (km/h)||200-250|
|Minimum drop height (m)||40|
|Search-and-rescue on water, medical transport|
|Patrol heights (m)||100-8000|
|Patrol speed (km/h)||300-560|
|Number of survivors:|
|– accommodated in side jump seats||50|
|– accommodated in stretchers||30|
|Patrol time (h)||6,5|
(8000 m, 1 hour fuel reserve), km
|Cargo pallets dimensions (m)||2,050х1,760|
|Cargo pallets, type PA 1.5, pcs||up to 9|
|Cargo containers, type LD3||up to 7|
Specification data uacrussia.ru
Main material source naval-technology.com
Images are from public domain unless otherwise stated
Main image bonsai
Revised Sep 10, 2020
Updated July 11, 2021