Beriev Be - 10 The Beriev Be - 10 , also known as Izdelye M , ( NATO reporting name : Mallow ) was a twin engined , turbojet powered , flying - boat , patrol bomber built by the Soviet Union from 1955 . The Be - 10 is sometimes referred to as the M - 10 , though this designation is believed to apply only to the modified Be - 10 that established 12 FAI world records in 1961 , Bort no . " 40 Yellow " , still holding class records for speed and altitude . Design and development . The Be - 10 was designed in response to Council of Ministers of the Soviet Union directive No . 2622 - 1105ss which called for a turbojet powered flying boat for open - sea reconnaissance , bombing , torpedo attack and mine - laying . Stipulated performance was to include a maximum speed of and the ability to operate in wave heights of at wind speeds up to with submission for state acceptance trials in November 1955 . OKB - 49 , under the leadership of Gheorgiy M . Beriev took up the challenge of designing and building the Izdeliye M ( Beriev OKB in - house designation ) , approval to proceed with prototype manufacture was received in mid - 1954 , but OKB - 49 did not have facilities to build the prototype , so this was performed at the nearby GAZ no . 89 ( " Gosudarstvenny Aviatsionnyy Zavod " – state aviation plant / factory ) , also known as TMZD ( " Taganrogskiy Mashinostroitel ' nyy Zavod imeeni Dimitrova " - Taganrog Machinery Plant named after Gheorgi Dimitrov ) . Beriev realised that the Be - 10 would be ready for trials during the winter of 1955 , but Taganrog , where the OKB was located , is ice - bound in winter , so an alternative site was chosen at Gelendzhik on the Black Sea coast , which is clear of ice all year round . The completed components of the first prototype were transported to Ghelendjik where they were assembled and trials begun on 20 December 1955 . Initial ground running of the engines revealed potentially disastrous vibration of the rear fuselage , which caused cracking of skin and structural components as well as loosening nuts and fasteners , also fracture of pipeline and wiring loom support brackets . To reduce the vibration caused by the jet exhaust , the jet - pipes were splayed outboard by a further 3° to 6° . The prototype also underwent trial installation of raised extended air intakes to reduce water ingestion , but they were not adopted for in - service aircraft due to the degradation in performance . After the first flight of the Be - 10 on 20 June 1956 , manufacturers flight testing lasted a total of 76 flights up to 20 October 1958 , whence the prototype was submitted for state acceptance trials along with the first production aircraft . Anticipating that any deficiencies could be rectified during production or by modification , production of 27 examples for service with Soviet Naval Aviation ( AV - MF ) was authorised from 1958 to 1961 . The Be - 10 is an all - metal high wing monoplane with the engines located beneath the wing roots and with splayed - out tailpipes . To minimize the risk of water ingestion , the engine air intakes are located on the forward fuselage section with spray fences on either side of the bow protecting the engines from water ingestion . The streamlined hull was fitted with a shallow single - step , sea rudder under the rear fuselage , 50° swept wings with marked anhedral and balance floats attached by short pylons at the wing - tips . Conventional swept - back stressed skin construction tail surfaces were a 35° sweptback fin and 40° swept tail - planes just above the rear fuselage . Control surfaces were Ailerons on each wing , a rudder on the fin and elevators on the tail - planes . The fuselage was a two step design with a high length to beam ratio to improve rough water handling , v - section planing bottom , two steps and was divided into nine water - tight compartments the forward and rear compartments being pressurised . Engine nacelles for the Lyul ' ka AL - 7F engines were attached to the fuselage sides under the wing centre - section . The original design showed some weaknesses in the seaworthiness and had to be modified ; after modification the Be - 10 was seaworthy up to a wave height of 1 . 2 m and able to fly with wind speeds up to from water or land . Operational history . Operational use of the Be - 10 began when the 2nd Squadron of the 977th Independent Naval Long - range Reconnaissance Air Regiment ( 977th OMDRAP ) started replacing its Beriev Be - 6 flying boats with Be - 10 aircraft . This squadron and the 1st Squadron of the 977th OMDRAP became the only operators of the Be - 10 , operating from a naval base at Lake Donuzlav on the Crimean peninsula The first public appearance of the Be - 10 was when four aircraft flew over the 1961 Aviation Day air display at Tushino , giving the impression that the Be - 10 was already in service . However , the Be - 10 proved to be difficult to fly and there were several accidents . The Be - 10 suffered from metal fatigue due to the stress on the airframe from the high - speed takeoffs and landings , together with corrosion . The Be - 10 was removed from service in 1968 , and was replaced by the turboprop - powered Be - 12 , which was easier to operate and had better endurance . Operators . " Data from : " World records . The M - 10 ( modified from a Be - 10 ) set twelve new world records in 1961 , ratified by the " FAI "