AIRCRAFT ACCESSORY PLANT AT MOSCOW

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A001700690002-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 4
• Document Creation Date: December 16, 2016
• Document Release Date: June 13, 2005
• Sequence Number: 2
• Publication Date: October 14, 1953
• Content Type: REPORT

Approved For Release 2005/06/30 : CIA-RDP80-0081OA001700690002-6
CENTRAL INTELLIGENCE AGENCY
-INFORMATION REPORT
SECR.E)
COUNTRY USSR (Moscow Oblast)
SUBJECT Aircraft Accessory Plant at Moscow
25XbATE OF INFO.
PLACE ACQUIRED
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This Document contains information affecting the a-
tional Defense of the United States, within them n-
ing of Title 18, Sections 793 and 794, of the U.S. Cod , as
amended. Its transmission or revelation of its contents
to or receipt by an unauthorized person is prohibited
by la. The reproduction of this form Is-prohibited.
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REPORT NO.
DATE DISTR.
NO. OF PAGES
REQUIREMENT NO.
REFERENCES
14 October 1953
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2. The aircraft accessory plant was located on the southern side of a street to the
railroad station which passed north of Dynamo Stadium. From the plant it was
a. five minutest walk to the Dyngmo Stadium and ten to twelve minutes to the
railroad station,, From the third floor of the administration building, the
advertisement lights of the Pravda Publishing Firm could be seen to the south
at a distance of 300 to 4,00 meters. The administration building was located
in the western portion,of the plant area, east of a e,"ide street. The building
had an underpass which was used as a, plant entrance. The other plant buildings
were located north and east of the administration building. The plant allegedly
had a work force of 500 Soviets. German civilians or PWs allegedly were not
working at the plant. 25X1
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The plant produced rpm governors which had. been developed by the Junkers Plant
at Dessau for the Jumo-004. The output was not determined.
800 to .1 ,000 unma.ehined, cast components 6 e governor
casing n.a workshop. There were twelve test stands for servo motors and four
rpm test stands available at the plant which exceeded the equipment of the
Junkers Plant and indicated that the output was.. rather high. The quality.of the
governors, however, was.imperfect. About fifty percent of the products did not
meet the Junkers specifications for acceptance, which, in.order to fill the pro-
duction quota. were only partly followed by the plant administration. Some
pistons of the units which left the plant had faulty surfaces or badly trimmed
edges. During the meetings,, the Soviet engineers attempted.to persuade the
German engineers to alter or omit the specifications for acceptance inthe
test instructions, because, if these specifications were strictly followed, it
would be Impossible .td meet the production quota fixed by the Soviets. The
German engineers emphasized-that, by improving the production method, it should
.be possible to meet the Qualitative and quantitative requirements. Foreman
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25X1 Fritz Schmidt, I Iwho had worked with the Junkers Plant since 1935,
took a great pert in familiarizing the Soviet foremen with German precision
work methods. It was not learned whether the visit of the group.of German
engineers to the plant had been .a success.l
Aircraft
Y 1 Engine Plant at Chernigovka
I IVY 4. In late 1947, or Early 1948, engineer Kreuzburg (fnu).of the. Junkers Group was
temporarily transferred from Zavod2 to the aircraft engine plant in
Chernigovka. Having returned from his mission, Kreuzburg stated that the
plant was a big enterprise, working three shifts on the series production of
BMU-003 and Jumo-a04 turbojet engines. Kreuzburg was assigned to the plant
to eliminate difficulties encountered in series prodi ption.2
Mechanical Zayod_Located near Develop ent,, Plant Na, 2
A plant called-the Mechanical Zavod.was located about six kilometers.s.outh of
Upiavlenches.kiy, on the road to Kuybyshev. The Junkers.Group learned that jet
engine components were produced at this plant.
Radio Sh4 4lding of Spark Plugs
6. The spark plugs used in these experiments had a.gap of 2.5 mm and an.ignition
25X1 nation factor;,of 160 (sic). the project of radio shielding
for spark plugs was of importance especially w regard.to the ultra shortwave
radio sets to be used. The resistances were produced and installedin;the plant
for spark plugs in Ufa.,
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Ignition Tests
The Jumo-012 was previously ignited with gasoline. Experiments conducted by the
British in.1949 and 1950 directed the Soviet interests to kerosene ignition.
It was intended to, achieve kerosene ignition up to an altitudd of 15x000 m.
experiments had been conducted to determine whether
sere ignitionvould ill function .at an alt'itude of 6;000 meters..
round tests. in a vacuum `'chamber sim.lat
testa a ignition of kerosene could be guaranteed at this
altitude, at temperatures, down to -300C. At altitudes above 6,,000 meters, the
kerosene was still atomized but instead of ignition apa'ks, a kind.of arc,,. as on
neon light tubes,; was produced. The problem of kerosene ignition at altitudes
above 61000 meters had not been solved. Is solution
to the problem would probably be found in g eats, ecause ere were
difficulties encountered with the testing chamber for altitudes around 15,000
meters.
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coil with .a .tension of 20, 000 v. The type was not determined. Kerosene was
used..for ignition. The radio. shielding operated at wave lengths down to 3 cm
.with resistances,up to 15 ohms. The resistance gave a radio disturbance elimi-
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TheMY #~i Juno-022 Governor System
.rp~!r..rMri~.Pl .~~ P
8. Enclosed is a sketch of the Jumo-022 governor. The sketch is divided into the
following parts-
I Temperature governor
II Control unit
III Fuel governor with p-control.
IV Operational chart
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e m ure control unit proved to be very successful in many long
group s. Flight test data were not obtained... In the legend the component
L
parts are listed according to their funatioU .
Legend to Enclosure
I Temperature Governor
1. Oil tank
2. Pump
3. Overflow. valve
tE Diaphragm
5. Compressor
6. Thermo capsule
7. Adjustable transmission lever
8. Spring
9. Control piston
10. Gain piston
11. Rack
12. Toothed segment
13. Shaft leading to the fuel control unit
II Servo Control Unit
.16:! ?Throttle lever
17. Reduction gear
18. Cam
19. Sliding lever
20. Drive
21. H. Connecting link with worm `gear
HSliding lever with adjustable roll
23..'' Drive ehb: `,leading to fuel control unit
24. Fuel control spring
III Fyel Control 'Ufit
14. Barometric capsule
15. Control piston for p-control
IV Operational Chart
9. The control unite operated as follows:
e. Temperature governor: The oil is pumped from the tank (1) through the dia-
phragm (4) into the apace forward of the control piston. The pressure is
regulated by the overflow valve (3). At increasing temperature:, the tbermo
capsule,. containing a liquid with a big volume expapsion.. coefficient, expands.
longitudinally. This expansion transmitted to the spring (8).by the trans:-
missionlever (7) effects an increased pre.sttea of the spring (8). The
control piston,, which is tending to close the return flow.,bf the oil is
pressed back to neutral position by the pressure"bf 'the returning oil until
a balance is established between the pressure of the returning oil and the
spring.,-The increasing pressure activates the gain piston (10) which,, via
the rack (11),, adjusts the shaft (13) leading to the fuel control unit (III)$
increasing the pressure to the injection nozzles.
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b. Servo control unit: The servo unlit was to adjust the main fuel valve when the
throttle lever (16) was constantly pulledin.accordance with the. characteristics
(IV). For instance,. if the throttle lever (16) is moved about 90 degrees, the
cam(--(8) revolves about 270 degrees. Because of the shape of the cam, the
sliding lever (19) supported by . the cam makes a ,turn of 90 degrees,. This
motion is transmitted by the drive (20) to the connecting link (21). The slid-
s7..j.::l.ing lever rolling on the connecting link transmits th.is.motion to the drive
shaft (23) and on to the fuel control unit. The fuel control spring (24)
is connected to the drive shaft (23) and onto the- slid ingl-le rer((2 ) the con-
necting link (21), the drive (20), the sliding lever (19), and finally.to the
cam (18). In order to adopt the servo control unit to the variations of the
aircraft engines. produced in mass production,, it is necessary that the main
curve reproduced on the chart (IV) be modified. By adjusting the worm.at the
connecting . link,. the curve is moved in direction a,b, while an adjustment of
the roll of the sliding lever (22,) effects an 1teration,of the curste in.c-d
direction.
c. Fuel control unit with p-control: The fuel flow, to the injector nozzles is
.,controlled according to the chart (IV) by the main fuel valve. The fuel
pressure produced by.the pumps is reduced to 85 to 88 percent. By adjusting
the control lever which is coupled with.the control Xever4to the rpm governor
of the propeller, the rpm of the engine,., and therefore, the rpm of the fuel
pump,"can be controlled. This roughly constitutes the functioning of the fuel
control system. Precision control is achieved by.the main fuel valve. The
difference between . injection. pressure and feeding pressure, 85 to.88 percent,
remains.approximately constant, with regard to the given rangecof rpm.. The
temperature governor described above releases an additional area to the in-
jection nozzles, thus. reducing the throttling (difference in pressure), and
increases the injection pressure. The p-control.operated according to the
same system.
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Indicates the approximate capacity o Vie.a rcra accessory p an in
Moscow. The plant concerned is probably the Aircraft Accessory Plant No. 33..
This. confirms. previous information according to which Jumo-00k and BMW-003
turbojet engines were produced at Plant No. 26 during the. time reported.
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Approved For Release 2005/06/30 : CIA-RDP80-0081OA001700690002-6