MBR-2, TsKB-25 (project and prototype), G.M.Beriev

49k b/w MBR-2 prototype at Sevastopol, "Illustrated Encyclopedia of the TANTK G.M.Beriev aircraft" Vol.1 p.16;

Monoplane flying boat, a shoulder-wing aircraft with a pusher engine on tall struts. history of the MBR-2 started when R.L.Bartini run into his first trouble with Party Burocracy. All documentation of his all-metal project MBR-1 was transferred to young designer G.M.Beriev. After numerous failures of D.P.Grigorovich flying boats, Soviet Navy possessed only limited amount of light and outdated airplanes. And success was a necessity.

G.M.Beriev was more realistically thinking specialist than romantic and impulsive R.L.Bartini. He understood that all-metal design has little chances due to aluminum alloy shortages in the USSR. All available metal resources were used for mass production of A.N.Tupolev land-based bombers. 'Weight' and influence of A.N.T. c could block the project: G.M.Beriev attempted to 'invade the turf' of naval aircraft, where A.N.T. also was trying to establish his 'zone of interest'.

As a result, original project was radically revised: 'Aircraft 25' (or TsKB-25) was all wooden design, retaining layout and size of the MBR-1. New project was in perfect compliance with early 30's concept to built more and better, but cheaper. It gained support of D.P.Grigorovich, N.N.Polikarpov and even I.V.Chetverikov (who was a serious competitor of G.M.Beriev in the field of Naval aviation).

52k b/w MBR-2 prototype waiting for a tug, "Illustrated Encyclopedia of the TANTK G.M.Beriev aircraft" Vol.1 p.16;

Project received serious blow when originally planned M-27 engine failed to pass acceptance trials. Even factory administration pressed for project cancellation. Situation was saved by aircraft layout (allowing easy change of powerplant) and designer's calls to high rank Aviatrest officers. Less powerful, but well-tested and reliable 500hp M-17 (BMW-VI) was quickly adopted. In December 1931 aircraft was ready, and in Spring 1932 transported to Sevastopol for trials.

Planned takeoff on April 30 (in presence of many military, industry and government high brass) failed. The cart used to roll the plane down the ramp got stuck on the hull, covered with fresh sealing compound.

First flight on early morning May 3 1932 was performed by test-pilot B.L.Bukhgolts and flight mechanic V.A.Dneprov. Pilot's conclusion was clear: "Perfect machine, it will live". Trial program was fulfilled in three weeks, aircraft was found complying with all technical criteria.

56k b/w MBR-2 prototype prior to the first takeoff, "Illustrated Encyclopedia of the TANTK G.M.Beriev aircraft" Vol.1 p.16;

Year later production of new aircraft started on two factories (N°45 at Sevastopol and N°31 at Taganrog), but... as a passenger transport! It looks like a result of A.N.Tupolev's efforts, who was working on his own flying boats (ANT-8/MDR-2, ANT-11, ANT-22/MK-1, ANT-27/MDR-4) and was not interested in having strong competitor. Designers of the MBR-2 had to use a small trick - passenger aircraft could be easily converted back into military reconnaissater...

Predecessors	Modifications
MBR-1	MP-1	MBR-2 M-17 series

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References	Links
"History of aircraft construction in the USSR", Vol.1 p.529-531; "Illustrated Encyclopedia of the TANTK G.M.Beriev aircraft" Vol.1 p.10-14;	MBR-2 MBR-2, Beriev MBR-2 at Virtual Aircraft Museum MBR-2 at Watson's Beriev Aircraft Beriev Aircraft Beriev MBR-2 (Αεπθεβ ΜΑΠ-2)