In 1972, the designer of the Taganrog Machine-Building Plant (currently the Taganrog Aviation Scientific and Technical Complex named after G. M. Beriev), began working on the appearance of a promising anti-submarine seaplane. It was supposed to be the successor to the Be-12 amphibious aircraft, the serial production of which at the nearby Aviation Plant named after. G. Dimitrova was nearing completion.
However, at that time there was an ambiguous attitude towards hydroaviation in our country. If the navy was still interested in new amphibious aircraft, then the Ministry of Aviation Industry was of the opinion that the tasks of anti-submarine warfare, as well as search and rescue at sea, could be taken over by land-based aircraft and helicopters. Therefore, the full-scale financing of promising experimental design work on hydroaviation in the USSR was practically stopped. Chief Designer G. M. Beriev and A. K. Konstantinov was very upset about the current state of affairs, proving the need to preserve the seaplane industry in our country. But the main profile of the OKB's work during this period was the creation of special-purpose aviation complexes based on existing carrier aircraft. In particular, the An-24FK aerial survey aircraft (in the An-30 series) and the Tu-142MR repeater aircraft, which were serially upgraded by Taganrog specialists, and the Tu-142MR repeater aircraft were successfully tested and built, the A-50 radar patrol and guidance aircraft was created on the basis of the Il-76. Nevertheless, research work on maritime topics in Taganrog (together with TsAGI) did not stop. In the early 70s, OKB specialists took part in the development of an experimental vertical takeoff and landing amphibious aircraft VVA-14 according to the project of R. L. Bartini. A number of draft designs for seaplanes for various purposes were created.
To get the government to issue a task to create a new seaplane, A. K. Konstantinov set the most difficult task for the designers - to create a project of a naval aircraft in terms of its flight and technical characteristics (LTH), not inferior to land-based counterparts. The design bureau began intensive work on the project of a new anti-submarine amphibious aircraft, the "B" product, which later received the A-40 index and its own name "Albatross". The new aircraft was intended to replace the Be-12 and Il-38 aircraft in the ranks of naval aviation. The main task of the A-40 was to conduct a search, followed by tracking and destruction of enemy submarines. In addition, the Albatross could be involved in setting minefields and aircraft hydroacoustic countermeasures, in performing search and rescue missions, conducting associated radio and electronic reconnaissance, and also in destroying surface targets.
The takeoff weight and geometrical dimensions of the "B" product were determined from the condition of ensuring the flight range required to solve the assigned tasks within the near and middle sea zones. According to preliminary calculations, the takeoff weight of the amphibian was 80-90 tons, which is 2.5-3 times more than that of the Be-12.
The A-40 was supposed to have high flight characteristics, which are very difficult to achieve on an amphibious aircraft. It was also necessary to ensure good seaworthiness. The new amphibian was supposed to work from the water at a wave height of up to 2 meters.
Simultaneously with the beginning of the development of the project, A. K. Konstantinov began to find out the opinion of the Customer. Hoping to get the go-ahead for the creation of the aircraft, he visited the Commander-in-Chief of the Navy, Admiral of the Fleet S. G. Gorshkov. The Chief Commander liked the new anti-submarine vehicle, and he supported Konstantinov's initiative.
As a result, at the end of 1976, the Taganrog Machine-Building Plant was given a technical assignment for the development of the A-40 anti-submarine amphibious aircraft. The onboard equipment was supposed to provide a high level of automation in solving navigation problems, search, detection, tracking and destruction of enemy submarines. The search and targeting system (PPS) should have included a radar, magnetometer and other equipment. In addition to the PPS, the on-board radio-electronic equipment included the "Verba" flight and navigation complex, an electronic countermeasures complex, a typical communication complex, a system for measuring the parameters of the sea surface waves and issuing recommendations for the optimal landing direction. Unlike the Be-12 and Il-38, the A-40 was originally planned to be equipped with an in-air refueling system.
Based on the results of studies of models with various aerodynamic configurations carried out jointly with TsAGI, we finally settled on a monoplane scheme with a high wing, a two-legged boat and a T-shaped tail. Floats were placed at the ends of the wing, and two propulsion engines were mounted on pylons above the landing gear fairings behind the wing. To achieve the desired characteristics, a wing of high aspect ratio, a relatively thin profile, moderate sweep and with powerful mechanization was used on the aircraft. Such a wing provided efficiency during cruising and loitering, as well as low takeoff and landing speeds.
According to the layout, the seaplane boat consisted of three main parts. In the front pressurized part there were cockpits of pilots and operators with workplaces for six crew members. Due to the long duration of the flight, a toilet, a cloakroom and a rest compartment were provided behind the operator's cabin. In the unpressurized part of the boat there were technical compartments, which housed the PPS and avionics units, as well as the cargo compartment, which contained the dropped combat load (hydroacoustic buoys, anti-submarine torpedoes, depth charges, mines, missiles), as well as, if necessary, UAN (containers aviation rescue).
The A-40 submarine had an elongation twice that of the Be-12 and had a smaller midship (comparable to the fuselage midship of a land aircraft) providing minimal drag. As a result, the adopted aircraft layout and layout solutions made it possible to achieve the maximum aerodynamic quality equal to 16-17 units, which practically corresponds to land-based counterparts.
Significant hydrodynamic loads experienced by seaplanes stimulated research aimed at creating a special configuration of the boat bottom, which made it possible to minimize the load as much as possible. In the study of this problem, TsAGI employees, P. S. Starodubtsev, A. I. Tikhonov and others. Building on the successes of TsAGI in this direction, Taganrog specialists - the head of KB-4 V. G. Zdanevich, in 1972, developed for the new amphibian a new bottom profile of variable dead-rise, which had a lower level of loads in comparison with the usual flat-keeled one.
Tests of the first hydrodynamically similar model with a bottom of variable deadrise showed the need to fine-tune the bottom profile in terms of splashing and motion stability. At the suggestion of the OKB specialists - the leading designer Yu. G. Duritsyn and the head of the department V. N. Kravtsov, in the interdependent part of the boat, the old flat-pitched profile was restored and the configuration of the cheekbones was refined. Comprehensive model tests at TsAGI and Taganrog have confirmed the feasibility of a new hydrodynamic layout.
Comparative tests of hydrodynamic models with a bottom of variable and constant deadrise on a wave showed a sharp decrease in loads with acceptable splashing and motion stability. The operational overloads were reduced by almost two times compared to the Be-10 seaplane and the Be-12 amphibious aircraft.
To improve takeoff and landing characteristics and ensure safety in the event of an engine failure, it was decided to use a combined power plant on the A-40. It consists of two main turbojet engines D-30KPV and two starting jet engines RD-36-35, located above the fairings of the landing gear.
Now that the appearance and basic structural and layout solutions of the new amphibian were determined, a government decision was required to start full-scale development and construction of prototypes.
After lengthy agreements, first with Minister P. V. Dementyev, and then with V. A. Kazakov, chief designer A. K. Konstantinov finally managed to "legitimize" the creation of the "Albatross". In April 1980, the military-industrial complex issued a decision, and on May 12, 1982, the Government Decree 407-111 on the creation of the A-40 amphibious aircraft. G. S. Panatov. At the post of the leading designer for the A-40, since 1983 he was replaced by A. P. Shinkarenko.
Now the detailed design, production of the model and preparation for the construction of prototypes have begun in full swing. The decree provided for the construction of two experimental flying machines (products "B1" and "B2") and one copy for static tests (product "SI"). Working drawings were handed over to production in 1983. The first aircraft was laid in the slipway in June 1983.
The boat and the wing were made of large-sized panels, many complex assemblies were made all-milled. At the neighboring aviation plant. Dimitrov, made large units - center section, wing consoles (with mechanization and systems), stabilizer. Then they were supplied to the experimental production of the OKB for general assembly. The approved construction dates and schedule were revised several times. Firstly, because of the high labor intensity of the new machine, and secondly, because of the frequent diversion of production facilities to work on other topics.
In parallel with the construction of the first prototype, an extensive program of experimental development of key structural and layout solutions was carried out at the stands. Several dozen stands for laboratory testing of various aircraft systems and equipment were made on the A-40 topic. In particular, full-scale stands were created for the control system, power supply, fuel system, PNK Verba complex, electronic equipment, etc. The power plant was also tested on a full-scale stand, which made it possible to test the engine on the ground in all modes, up to extinguishing a real fire. The bench tests carried out made it possible to minimize the technical risk, save time at the stage of flight design tests (LKI) and exclude various accidents on the aircraft during its operation.
On September 9, 1986, with a large gathering of plant and design bureau workers, after the traditional meeting, the first prototype "B1" was rolled out of the workshop. A. K. Konstantinov, according to tradition, smashed a bottle of champagne on the carrier and the tractor towed the first A-40 to the VIK parking lot.
The Americans, having first discovered the A-40 at the airfield in Taganrog, coded it as Tag-D, and later it received the NATO nickname Mermaid (mermaid), which was very successful for an "amphibious" aircraft.
First class test pilot E. A. Lakhmostov, a naval pilot who also flew Be-6 seaplanes. N. N. Demons.
December 7, 1986 "Albatross" (car "B1", onboard "10") began jogging along the runway. The masses of the curious hoped to see the first flight of the new amphibian, but the heads of the shops sent them to their jobs, officially assuring that nothing of the kind is planned today. The work was finished only in the evening, when the fog covered the airfield. After discussing the results of the first day with E. A. Lakhmostov, A. K. Konstantinov left for Moscow to prepare a methodological advice on the first flight of the A-40. Instead of him, the first deputy chief designer A. N. Stepanov. The next day, December 8, the tests continued. According to the flight design test plan, only runs to pre-takeoff speeds were planned with the front leg of the landing gear taking off from the runway. After pre-flight briefing and setting the task, the workplaces in the cockpit were taken by the commander - E. A. Lakhmostov, co-pilot - B. I. Lisak, navigator - L. F. Kuznetsov, flight engineer - V. A. Chebanov, radio operator - L. V. Tverdokhleb, flight operator, leading test engineer - N. N. Demons. A. N. Stepanov left for the KDP.
In the first half of the day, the test program was basically completed, it remains to check the effectiveness of the elevator. The runway of the factory airfield on one side abuts the coast of the Taganrog Bay. The runs were carried out in the direction from the bay, but by noon the wind changed its direction and the plane was towed to the opposite end of the runway.
During a run towards the bay, at 15:59 (Moscow time), the plane took off from the runway, there was not enough space for landing and braking, and Lakhmostov had no choice but to take off. Having made the first landing approach, Lakhmostov assessed the aircraft's controllability and went into the go-around, and then, at 16:16, the A-40 landed safely.
This is how E. A. himself describes what happened. Lakhmostov: "On the second run, with the steering wheel taken over and the speed of 160-170 km / h, the aircraft vigorously raised its nose. Throttle control and the return of the steering wheel from itself according to the task, coincided with the separation of the aircraft from the runway and climb 7-9 meters. When the throttle was retracted, the plane flew at a speed of 200-210 km / h without the usual downward tendency for me. Due to doubts about the safety of termination of takeoff (according to the remainder of the runway length), I decided to continue takeoff, completed two laps within 17 minutes and landed ".
The reason for the unintentional takeoff of the A-40 was a combination of a number of circumstances, including the good acceleration characteristics of the aircraft that were not taken into account by the crew and the fact that, due to the overhead arrangement of the engines, the car raises its nose when cleaning the throttle.
In the modern history of Russian aviation, the prototype of the Su-7 - S-1 and the first experienced high-altitude reconnaissance aircraft M-17 unintentionally took off. Test pilot A. G. Kochetkov on September 7, 1955 managed to land S-1, and was awarded the Order of the Red Star for this, and test pilot K. V. Chernobrovkin on M-17 crashed on December 24, 1978 E. A. Lakhmostov on the A-40 became the third pilot to find himself in such a situation.
But this time, the very happily completed flight cost Konstantinov long proceedings in the Ministry of Aviation Industry. Lakhmostov was treated according to the principle of "winners are judged." He had to retire from flying work. However, to this day (May 2004), Evgeny Alexandrovich Lakhmostov continues to fly! As the leading test pilot of the Albatross, he was replaced by G. G. Kalyuzhny.
The second flight, which is also the first official, did not bring any special surprises and took place in April 1987. After that, flight tests went on as usual.
In the summer of 1987, the sea stage of the Albatross trials began in Taganrog. On July 27, the amphibian was launched for the first time, and in August the first runs began in the Taganrog Bay. They revealed a slight longitudinal swing of the car at pre-takeoff speeds, which was explained by the screen effect of the shallow waters of the Sea of Azov. This did not cause much excitement. The first flight from water took place on November 4, 1987 (crew commander G. G. Kalyuzhny) and showed the longitudinal instability of the A-40 during takeoff and especially during landing. The version about the effect of shallow water was discarded after jogging in a fairly deep-water area of the Sea of / u200b / u200bAzov. Flights from the water were stopped, since the Taganrog Bay froze over and this did not raise any special questions from Moscow. While flights from the factory airfield continued, OKB specialists (V. G. Zdanevich, V. N. Kravtsov, A. F. Shulga) and TsAGI (G. V. Logvinovich, V. P. Sokolyansky, Yu. M. Banshchikov, V. A. Lukashevsky) tried to urgently find a solution to the problem. It seemed that the situation with the first jet flying boat R-1 was being repeated. Time passed, and no positive results could be obtained from numerous experiments with A-40 models in the TsAGI hydro channel.
The decision came as a result of a more thorough study of the flow of water behind the step. The nature of the flow was significantly different from the usual one inherent in the flat-keeled bottom. On the bottom behind the redan V. G. Zdanevich and V. N. Kravtsov proposed to install special reflectors (deflectors). The very first tests confirmed the correctness of the idea. The problem of the stability of the movement of the amphibious aircraft on the water was solved. Further refinement of the hydrodynamics of the bottom of the aircraft by TsAGI and OKB specialists led to the configuration that was adopted for the aircraft. It is interesting to note that subsequent studies on choosing the optimal place for installing the deflectors have shown that the very first one, chosen by intuition, is the best.
Flights from the water continued in the spring of 1988. The modified A-40 was now steadily planing in the entire speed range. The Taganrog designers have created an amphibious aircraft of the highest technical level. In its design, OKB specialists have implemented many new technical solutions at the level of inventions, received about 60 copyright certificates.
In August 1989, the A-40 was first shown at an aviation festival in Tushino. An aircraft piloted by a crew headed by B. I. Lisak, completed the flight show of new aviation technology and was presented to the general public as a prototype of an amphibious search and rescue aircraft. This will determine the purpose of the new machine more than once. The demonstration of the new seaplane did not go unnoticed and was widely commented on in foreign aviation periodicals. Naturally, the official explanations of the Albatross's appointment were not misled by foreign experts, and all the comments were about a new PLO aircraft and a naval reconnaissance aircraft.
After the return of the car from Zhukovsky, the tests were continued. In order to prove in practice that the A-40 is unique in its flight characteristics, it was decided to carry out a number of record flights on it. On September 13 and 14, 1989, the crew consisting of commander B. I. Lisak, co-pilot K. V. Babich, navigator M. G. Andreev, flight engineer V. A. Chebanov, radio operator L. V. Tverdokhleb and flight operator A. D. Sokolova set the first 14 A-40 world records in the classes of seaplanes and amphibious aircraft for the achieved flight altitude with and without cargo.
At the end of 1989, the second prototype A-40 (aircraft "B2", onboard "20"), produced by the pilot plant on November 30, 1989, joined the flight design test program.
Sea trials on the first vehicle continued in the winter of 1988-1989, when the amphibian flew from Taganrog to Gelendzhik, to the test and experimental base of the enterprise. Since being in Gelendzhik constantly A. K. Konstantinov could not, he appointed his deputy and responsible for the topic G. S. Panatova.
According to the results of seaworthy tests, the Albatross showed a high degree of reliability and stability, having once, afloat, sea agitation with a wave height of 3.0-3.5 m and a wind speed of 15-18 m / s.
The following year, tests continued on two vehicles. In the midst of the LCI, a change in the management of the complex took place. Retired A. K. Konstantinov at the post of Chief Designer and Head of the complex was replaced by G. S. Panatov. In 1991, the chief designer of the A-40 was A. P. Shinkarenko.
In 1991 g.the aircraft was first demonstrated abroad, at the 39th International Aviation and Space Salon, held from 13 to 23 June 1991 at the Le Bourget airfield (with the special equipment removed, again presenting it as an A-42 rescuer), where it became one of the sensations, according to the general in the opinion of the press "having stolen" the exhibition. Suffice it to say that the A-40 was the only plane on board which the French President F. Mitterrand, who was examining the exhibits, boarded. All aviation publications dedicated to the cabin contained photographs of the Albatross and articles about it, which noted the perfection of its contours, the elegance of its appearance and highly appreciated its flight performance. The second prototype "B2" flew to Paris (the onboard "20" was changed to "exhibition", according to the numbering of exhibits, "378"). The commander of the crew was G. G. Kalyuzhny.
In confirmation of the highest ratings given to him in France on July 19, 22 and 23, 1991, the A-40 set another series of world records. The plane was piloted by the crews of G. G. Kalyuzhny and V. P. Demyanovsky.
On August 17, 1991, the A-40 (commander G. G. OK. Antonov near Kiev.
In November of the same year, the French shot the A-40 for a popular science film about seaplane aviation. The journalists of the TF-1 TV company who came to Russia were filming the A-40 and Be-12 planes. The film was later successfully shown at Eurovision, and this work itself became the first foreign contract of TANTK.
End of 1991 and beginning of 1992 brought new records. Record flights were performed on November 19 and 21, 1991 (commanders K. V. Babich and B. I. Lisak) and on March 26, 1992 (commanders G. G. Kalyuzhny and V. P. Demyanovsky).
In February-March 1992, at the Asian Aerospace 92 air show in Singapore, the second prototype (B2, onboard 378) flew along the Taganrog-Tashkent-Kolkata-Singapore route, commander G. G. Kalyuzhny.
In November 1992, the international aviation exhibition "Air Expo 92" was held in the New Zealand city of Auckland, in which TANTK was invited to participate. Represented the company in the southern hemisphere again A-40 ("B2", airborne "378"), in the period from November 11 to November 29, flying to New Zealand and back. The flight itself, with a total range of 18,620 km one way, on the Taganrog-Dubai-Colombo-Jakarta-Perth-Sydney-Auckland route became a good test for the aircraft. The flight took place in a difficult meteorological situation on the route: rains, thunderstorms, hail. The test pilots noted that even with a forced entry into a powerful cumulus cloud, the aircraft retains excellent flight qualities. The route from Taganrog to Dubai passed over land, then only over the ocean. However, the crew led by G. G. Kalyuzhny successfully covered this route in 28 hours and 20 minutes of flight time.
As in Paris, in Auckland, the amphibian was in the spotlight. Every day there was a queue of people wishing to be aboard the Albatross. A journalist who hosts one of the popular programs of local television, the rating immediately rose to an unthinkable height after the rite of "initiation" of him into sea pilots was shown on the air, after flying on the A-40 (i.e. drinking a glass of "alcohol-containing liquid "followed by throwing the" initiate "into cold, according to local standards, something about + 18╟C, water). Great interest of the visitors of the exhibition was aroused by the exposition telling about the TANTK them. G. M. Beriev and the history of Russian seaplane aviation.
In 1993, from August 31 to September 5, the A-40, together with the Be-12P and Be-32 aircraft, was exhibited at the first International Aviation and Space Salon MAKS-93 in Zhukovsky.
During the period of developed "glasnost", even former "probable opponents" became interested in "Albatross", who turned into "probable friends." 1992-1993 The British Air Force was considering replacing the base Nimrod patrol aircraft with the A-40. The possibility of equipping the amphibian with airborne electronic equipment and weapon systems similar to the P-3C "Orion" equipment and engines of Western firms was worked out. The A-40 production program in this version was presented by the General Designer of TANTK G. S. Panatov at a meeting of the NATO naval weapons group in Brussels in March 1993 and was widely covered by the Russian media, which even managed to "sign" this contract several times. But everything did not come out of the stage of proposals and intentions.
Nevertheless, the Albatross did get to Great Britain when from 23 to 28 June 1993 the second prototype of the A-40 (the B2 car) was shown at the Woodford airshow, in memory of which a bright, spectacular sticker appeared on its board. Russian pilots, M. O. Tolboyev on the Su-27 and the crew of G. G. Kalyuzhny on the A-40 distinguished themselves by the fact that they were the first to open demonstration flights in difficult weather conditions on the final day of the show (on that day, the lower edge of the cloud was 200 m, and it was raining). Looking ahead, we note that once again "Albatross" ("B2") visited the shores of "foggy Albion" in 1996. This time the car took part in a show of aviation equipment, which was held at the Royal Air Force Base Fireford on July 17-22.
By 1994, the program of flight design tests was completed, and partly by state ones. In their course from August 1990 to March 1991. at the Feodosiya test site, part of the aircraft's PPS equipment was tested. Usually, when testing such aircraft, after the flight of the car to the Crimea, it was given a few more months to prepare on the spot. The Albatross started testing a week later. Based on the test results, it was decided to prepare for serial production, and a group of Air Force test pilots mastered the A-40 flights. In 1993, it was planned to carry out comprehensive tests of the aircraft's PPS against a real underwater target. A test site was prepared for them, an experimental vessel and a submarine were allocated, but the lack of funds led to the suspension of work.
The construction of the series was planned at the Taganrog Aviation Production Association. G. Dimitrova. A complete set of design documentation was transferred from the OKB back in 1986. Although new workshops were built for the production of Albatross, slipways and other equipment were prepared, due to the cessation of funding for the defense complex, the construction of an experimental series of A-40 aircraft did not begin.
Improving the basic anti-submarine modification, the military planned to install a new PPS on the Albatross (version A-40M). Since production aircraft did not begin to be built, the A-40M remained in the project, but development work in this direction did not stop, since the need for a new anti-submarine aircraft did not diminish at all. However, now the Albatross has a competitor, the Tupolev Tu-204P project. In the spring of 1994, the Ministry of Defense announced a competition between them, since its budget simply could no longer "endure two."
Within the framework of the competition, the A-40P project was redesigned for the new D-27 propeller-driven engines and was maximally unified with the A-42 search and rescue engine.
The management of TANTK made every effort to turn the tide and provide funding for the A-40 creation program. As part of the solution of this problem, a visit to TANTK was organized on May 31 - June 1, 1995 by the Minister of Defense, General of the Army P. S. Grachev. The Minister got acquainted with the state of affairs at the complex, heard the report of the General Designer G. S. Panatov, and then flew aboard the second experimental "Albatross" ("B2", onboard "378") with a landing in the Gelendzhik Bay, where he examined the TANTK test base.
Based on the results of his visit, the minister praised the A-40 amphibious aircraft, recognized the need for such an aircraft for the Russian Armed Forces and ordered to include work on the A-40 and A-40P aircraft in the list of priority funding. At the same time, P. S. Grachev proposed to create another, amphibious landing version. This option was quickly worked out, but, unfortunately, there was no real progress in allocating funds for the continuation of tests and the deployment of mass production.
Despite the implemented large scientific and technical groundwork and the preparation of serial production, further work on this aircraft did not find adequate government funding. Although, due to the ability to perform their functions both in flight and while afloat, amphibians are superior in efficiency to deck and land anti-submarine aircraft. Nevertheless, in 1995, the Ministry of Defense decided to freeze research and development work on the A-40 and begin the development of a new anti-submarine aircraft based on the passenger Tu-204, which had already been put into serial production. It was assumed that the Tu-204P would be maximally unified with the basic passenger version (which was planned to be produced in a large series), which would significantly reduce operating costs. It seemed that the history of the A-40 was over, but … Over the past five years, the number of Tu-204s produced is barely close to two dozen, and the Tu-204P project has been "frozen". Meanwhile, for the aviation of the Russian Navy, PLO tasks again come out on top in terms of their importance. Only if earlier the priority was given to the fight against strategic missile submarines, now the main goal is multipurpose submarines equipped with cruise missiles for strikes on coastal targets. It was with the strike of the sea-based CD on the air defense system, communication and control centers that all recent wars began. The examples of Yugoslavia, Afghanistan and Iraq are in front of everyone's eyes.
It should be noted that a number of potential customers from China, India, Malaysia and others are constantly showing interest in the A-40 anti-submarine version. For foreign customers, an export version of the A-40 was developed, equipped with the "Sea Serpent" PPS with a lowered sonar station. The PPS includes a thermal imaging system with a high degree of resolution, a magnetometer, a system of optical sensors and other equipment that allows solving problems of searching for and hitting both underwater and surface targets.
Over the years, options were considered for creating various civilian modifications on the basis of the A-40. The amphibious aircraft for extinguishing forest fires A-40P (1991) could collect up to 25 tons of water on planing. In addition to the actual fire extinguishing, the A-40P would solve the problems of delivering fire brigades, special means and equipment to the area of fire (both by landing, to the nearest suitable reservoir, and by parachuting), patrolling forests with a fire brigade on board (up to 10 hours), aerial photography of fires and the surrounding area. Paratroopers-firefighters were housed in the former operator's cabin, and tanks for water and chemical fluids were located in the middle technical compartment and in the cargo compartment.
The passenger version A-40 (1994) with a passenger capacity of up to 121 people, intended for operation on medium-haul routes, was developed in two versions: with D-30KP engines and with CFM56-5C4 engines. These modifications remained in the projects. For civilian use, it was decided to create a smaller analogue of the A-40, the work on which led to the creation of the Be-200 multipurpose amphibious aircraft.
Well, what happens to the built Albatrosses?
Albatross (B2) was an indispensable participant and one of the "stars" of all the International Seaplane Exhibitions held in 1996, 1998, 2000 and 2002. on the territory of the Gelendzhik test and experimental base of TANTK im. G. M. Beriev and Gelendzhik airport.
Participating in the exhibition "Gelendzhik-98" A-40 (with an onboard "20") once again demonstrated its unique capabilities by setting on July 3, in two flights, 12 new world records for seaplanes and amphibious aircraft for the time of climb 3000, 6000 and 9000 m with a payload of 15000 kg, bringing the number of its records to 140. In the first flight, the commander was Honored Test Pilot of Russia G. G. Kalyuzhny, in the second test pilot Colonel G. A. Parshin. FAI was represented by the sports commissioner of the National Aero Club of Russia. V. P. Chkalova T. A. Polozova.
During the next third international "Hydroaviasalon-2000" A-40, the same "20", increased the number of records set by "Albatross" by another 8, bringing their number to 148. In record flights, performed on September 8 and 9 2000, speed records were set for the 100- and 500-kilometer closed route. The crew commanders were test pilots G. A. Parshin and N. N. Hunters.
September 20-21, 2000 A-40 (car "B2") took part in the celebrations on the occasion of the 80th anniversary of the GLITs them. V. P. Chkalov. A delegation of TANTK flew to Akhtubinsk on it, the crew commander was G. G. Kalyuzhny.
In September 2002, the Albatross took its place at the parking lot of the Gidroaviasalona-2002 exhibition.
So what are the prospects for the largest amphibious aircraft in existence in the new century? So far, we can say that at present there is a correction of views on the role and place of amphibious aviation, both by the command of the Navy and the general customer of aviation equipment - the Air Force. The recent disaster of the Kursk nuclear submarine once again confirmed the need for a modern high-speed and seaworthy amphibious search and rescue aircraft capable of arriving at the scene of the accident in the shortest possible time. Therefore, one can hope that the A-42 and other modifications of the A-40 will be able to find their place in the ranks of the Russian naval aviation.
