Beriev Be-10

Beriev

Industry	Aerospace
Founded	1955
Founder	Gheorgiy M. Beriev
Headquarters	Taganrog , Soviet Union
Products	Beriev Be-10 flying boat

The Beriev Be-10, also designated Izdelye M and known by its NATO codename Mallow, was a twin-turbojet flying boat designed for patrol bombing missions, constructed in the Soviet Union beginning in 1955. Occasionally referred to as the M-10, this title is generally reserved for a modified Be-10 variant that, in 1961, set twelve FAI world records, including those for speed and altitude, with the aircraft identified as Bort number 40 Yellow.

Design and development

The Be-10 emerged from the Soviet Council of Ministers' directive No.2622-1105ss, which specified the creation of a turbojet-powered flying boat capable of conducting open-sea reconnaissance, bombing, torpedo attacks, and mine-laying operations. The performance requirements included achieving top speeds between 950 to 1,000 km/h (590 to 621 mph) and operating effectively in wave heights up to 1.5 m (5 ft) amid wind conditions reaching 20 m/s (45 mph), with plans to present the aircraft for state acceptance trials by November 1955.

Under the direction of Gheorgiy M. Beriev, OKB-49 undertook the design and development of the izdeliye M (the internal designation used by Beriev OKB). Approval to commence prototype construction was granted in mid-1954; however, since OKB-49 lacked the facilities to build the prototype, production was carried out at the nearby GAZ no.89 (Gosudarstvenny Aviatsionnyy Zavod), also known as TMZD (Taganrogskiy Mashinostroitel'nyy Zavod imeeni Dimitrova).

Anticipating that flight testing would begin during winter 1955, it was recognized that Taganrog's location would be unsuitable due to ice-bound conditions in that season. Consequently, an alternative site was selected at Gelendzhik on the Black Sea coast, which remains ice-free year-round. The first prototype’s components were transported to Gelendzhik for assembly and testing commenced on 20 December 1955. Initial engine ground runs exposed severe vibration issues at the rear fuselage, leading to cracking of structural elements, loosening of fasteners, and breakage of pipeline and wiring supports. To mitigate these vibrations caused by jet exhaust, the tailpipes were angled outward an additional 3° to 6°. Trials also included testing raised extended air intakes designed to prevent water ingestion; however, these were ultimately rejected for operational models due to negative impacts on performance.

The Be-10 conducted its maiden flight on 20 June 1956. Manufacturer testing proceeded with a total of 76 flights until 20 October 1958, when both the prototype and first production aircraft were submitted for state acceptance trials. Anticipating that any shortcomings could be addressed during production or through modifications, authorization was given to produce 27 units for deployment with Soviet Naval Aviation (AV-MF) between 1958 and 1961.

Structurally, the Be-10 is an all-metal high-wing monoplane featuring engines mounted beneath the wing roots with exhaust nozzles splayed outward. To minimize water ingestion risks, engine air intakes are positioned on the forward fuselage section, complemented by spray fences flanking the bow. The hull is streamlined with a shallow single-step design and includes a sea rudder located beneath the rear fuselage. Its wings exhibit a 50° sweep combined with pronounced anhedral angles; balance floats are mounted on short pylons at each wingtip.

The tail assembly comprises conventional stressed skin surfaces: a fin swept back at 35°, with tailplanes swept at 40°, positioned just above the rear fuselage. Control surfaces consist of ailerons on each wing, a rudder on the fin, and elevators on the tailplanes. The fuselage’s elongated shape enhances handling in rough waters and features a v-shaped planing bottom with two steps. Internally, it is divided into nine watertight compartments; notably, both forward and aft compartments are pressurized. Engine nacelles housing the Lyul'ka AL-7F turbojets are affixed to the fuselage sides beneath the wing center-section.

Initial testing revealed some deficiencies in seaworthiness that required design modifications. After adjustments, the Be-10 attained seaworthiness in wave heights up to approximately 1.2 meters (4 feet) and was capable of taking off from water or land under wind speeds up to (57.6 km/h; 36 mph).

Operational history

The Be-10 entered active service when the 2nd Squadron of the 977th Independent Naval Long-range Reconnaissance Air Regiment (977th OMDRAP) began substituting its Beriev Be-6 flying boats with Be-10 models. This unit, alongside the 1st Squadron of the same regiment, were the sole operators of the Be-10, conducting operations from a naval facility located at Lake Donuzlav on the Crimean peninsula.

The Be-10's initial public showcase occurred during the 1961 Aviation Day event at Tushino, where four aircraft performed a flyover, suggesting that the type was already fully operational. Nonetheless, the Be-10 presented significant piloting challenges and was involved in multiple accidents. Structural issues arose from metal fatigue caused by the stresses imposed on the airframe during high-speed takeoffs and landings, compounded by corrosion problems. By 1968, the Be-10 was withdrawn from service and succeeded by the turboprop-driven Be-12, which offered easier handling and superior range.

Operators

Information sourced from:

Template:USSR

• Soviet Naval Aviation (AV-MF)
  • 1st Squadron of the 977th OMDRAP
  • 2nd Squadron of the 977th OMDRAP

Variants

Izdeliye M

The prototype version of the Be-10, identified as Bort no. 10 Red, was completed in 1955 and conducted its maiden flight on 20 June 1956 from Gelendzhik on the Black Sea. Only one unit was produced.

Be-10

The main production variant manufactured for AV-MF service, with 27 units constructed between 1958 and 1961.

Be-10N

A conceptual cruise missile carrier intended to operate within the K-12B airborne strike framework, designed to carry two K-12BS cruise missiles mounted on pylons beneath the wings. Although mock-ups were developed and approval granted by the Gosudarstvenny Komitet Po Aviatsionny Tekhnike ("State Committee on Aircraft Technology") Scientific & Technical Council, no further development took place.

Be-10S

A planned anti-submarine warfare seaplane variant intended to be equipped with the SK-1 Skal'p ("Scalp") nuclear depth charge. No physical prototypes were constructed.

Be-10U

A proposed target designator seaplane equipped with the Uspekh radar system to relay targeting data to missile or artillery units based ashore or on ships. The project was discontinued by August 1960.

Be-10 Trainer

A proposed training model featuring dual controls housed in a cockpit positioned at the extreme nose. Although conversions were planned, there is no evidence that any were completed.

M-10

A single modified Be-10 (c/n 0600505), designated Bort No. 40 Yellow, adapted in 1961 for record-setting attempts. Modifications included removal and fairing over of the tail turret, addition of an extra pitot tube on the fin, and removal of armament. The aircraft established twelve world records, some of which remain unbroken.

World records

In 1961, the M-10 variant (a modified Be-10) established twelve new world records ratified by the FAI.

Information sourced from: FAI

Category	Record	Pilot	Date
Speed over a 15 km (9.32 mi) to 25 km (16 mi) course	912 km/h (566.69 mph)	N.I. Andriyevskiy	7 August 1961
Speed over a 1,000 km (621 mi) circuit without payload	875.86 km/h (544.23 mph)	G.I. Boor'yanov	3 September 1961
Speed over a 1,000 km (621 mi) circuit with 1,000 kg (2,205 lb) payload	875.86 km/h (544.23 mph)	G.I. Boor'yanov	3 September 1961
Speed over a 1,000 km (621 mi) circuit carrying 2,000 kg (4,409 lb) payload	875.86 km/h (544.23 mph)	G.I. Boor'yanov	3 September 1961
Speed over a 1,000 km (621 mi) circuit with 5,000 kg (11,023 lb) payload	( 875.86 km/h (544.23 mph))	G.I. Boor'yanov	3 September 1961
Altitude with 1,000 kg (2,205 lb) payload	14,062 m (46,135.17 ft)	G.I. Boor'yanov	8 September 1961
Altitude with 2,000 kg (4,409 lb) payload	14,062 m (46,135.17 ft)	G.I. Boor'yanov	8 September 1961
Altitude with 5,000 kg (11,023 lb) payload	14,062 m (46,135.17 ft)	G.I. Boor'yanov	8 September 1961
Altitude reached	14,062 m (46,135.17 ft)	G.I. Boor'yanov	9 September 1961
Altitude with 10,000 kg (22,046 lb) payload	>	> G.I. Boor'yanov	>11 September 1961
> Altitude with Template:Convert ;15000 ;kg ;lb ;abbr=on ;0 payload	> Template:Convert ;11997 ;m ;ft ;abbr=on ;2	> G.I. Boor'yanov	>12 September 1961
> Maximum payload carried to an altitude of Template:Convert ;2000 ;m ;ft ;abbr=on ;0	> Template:Convert ;15206 ;kg ;lbs ;abbr=on ;2	> G.I. Boor'yanov	>12 September 1961

External links

• Be-10 M-10, G.M. Beriev 'Mallow' Archived 1 November 2015 at the Wayback Machine at Russian Aviation Museum