THE R-14 PROJECT, A DESIGN OF A LONG RANGE MISSILE AT GORODOMYLA ISLAND

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A001800090003-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 37
• Document Creation Date: December 22, 2016
• Document Release Date: June 24, 2010
• Sequence Number: 3
• Publication Date: August 26, 1953
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SECRET
SECURITY INFORMATION
COUNTRY USSR( Kalinin Oblast)
SUBJECT The R-14 Projects a Design of a Long
Range missile at Gorodomyla Island
This Document contains information affecting the Ns
tional Defense of the United States, within the mean-
ing of Tit)e 18, Sections 793 and 794, of the U.S. Code. as
amended. Its transmission or revelation of its contents
to or receipt by an unauthorized person Is prohibited
by law. The reproduction of this form 1e p25X1d
REPORT
DATE DISTR.
NO. OF PAGES
REQUIREMEN1
REFERENCES
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
26 August 1953
37
1, in the spring of 1949, concentrated work began at the Institute on
Gorodomyla Island on a project which was eventually known as the
R-14 project. At this time, the German chief engineer Groettrup
was believed to have received instructions from Kurganov, the Soviet
USAF, DIA, review
completed.
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ARCHIVAL RECORD
RETURN' TO AGENCY ARCI~S
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Chief Engineer at Ostashkov, calling for the design of
a missile having a range of 3,000 km. and carrying a
warhead of 32000 kg. GROETTRUP in turn notified the
various German section Chiefs, transmitted the Soviet
requirements, and informed them that the project was to
be completed by 1 Oct 49. The German engineers were
apparently given complete freedom'in,respect to the
type and form of missile to be designed,with the Soviet
,.control and direction being solely confined to the
issuance of the initial requirements as specified
above.
the
Mot Soviet description of the R-14 was "SkizzenproJekt".
.apparently the required range or 3,000 km. with a
3,000 kg:d load exceeded by far any of the proposals
8t bmitted by the Germans. Furthermore, no German was
able to identify the requirements for the R-14 as re-
electing his own proposals. In addition, it would seem
th&t the~Soviets would have made reference to a partid-
Ui.ar study were` the R-14 based on it. It will, however,
P-14 project and these studies fm unlikely, since
the direct relation between the
2. In order to understand the course pursued by the
German engineers in their efforts to comply with the
Soviet demands, it is necessary to`.briefly describe
their activity in the preceeding years.
During the years 1917 until the beginning of 1949, the
primary task at Ostashkov, a task which engaged nearly
every section f the Tnstltute. was the desian, of the
R-10 missile,
A
rew ? espec, .ally qua13r lee engineers representing several
sections, intermittently side-tracked'their attention
to the study, of missiles having a range far above that'
of the R-10, There appears to' be some confusion as to
the purpose of this work. In 'a sense, the inspiration
" ,for' these studies came from Soviet sources, For example,
f in visits made to the Institute dating back to 1948,
Korolov a Soviet rclont31l repeatedly voiced interest
in the design of a missile having a range of 10,000 km.
It may well be that, in an attempt to satisfy specific
requirements, individual scientists engaged in these
private studies during breathing spells of the R-10
project and immediately after its completion. Whether
or not these studies LA64 the ground work for the R-14
Project or were associated with the Soviet research and
development program is difficult to ascertain. Certain-
ly, the ambiguity surrounding this point is not lessened
by the Soviet research system with its apparently
numerous and subtle distinctions, such as "Vorp~r? ",
"Ayantpro lekt" , "prates Skizzen Froiekt". etc.
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6,
The construction of a conic shaped missile using
several A-4 motors, The number of motors proposed
was usually between four and six. To lessen the
weight of the. missile, it was contemplated that
the expended motors be dropped from the missile
from various heights, .
Use of multi-stage rockets which had been studied
as the RR-12 project during the years 1948 and 1949.
.In this, a number of rockets were to surround a
missile carrying the warhead. The first stage
was to be provided'by the surrounding missiles
which,. at a certain height, would release the
warhead-carrying missile on its second stage of
powered flight.
Deoign of a plotless supersonic aircraft to be
launched Prom the ground by means of an A-4' type
+4ke' d', Upon reaching a speed of 500 to 600 m/.
ecav r7,d,8-., the plane would begin to produce its.
own propulsion until reaching an altitude of
iroxitn l ely 25 km, The loss in weight and
the,increase in lift would':cause the plane to
01.1 b''to approximately 30 to 40 km, From this
altitude the direct descent'. to the target would'
ensue,
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be remembered that the requirements for the R-14, while
more specific than the requests of Colonel Korolov,,
were nevertheless very general, specifying only range
.and warhead dimensions,
only in the fact that these studies incorporated some
of the information gathered during that time and,
specifically, that the origin of the radically changed
motor which was a part of the R-3.4, lies in thl.s
perio , One of the .studies made during this period was one
relating rooket.thrust,and increased..'u"bue.tion pressures, The
The various studies of the period 1948 to 1950
assume importance in relation with the R'~-lb project
Upon receipt of Soviet requirements, the German engineers
prepared various proposals for a period of approximately
five weeks'aimed'at.satisfying the required range and
warhead load4 Essentially, four major proposals were
submitted from which two were selected for detailed and
concentrated effort The four proposals were as follows:
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Construction of a missile using an entirely
new motor.
Weight Empty
1VV lL
100 k
F
Goa Erola
6 0 . 3400 kg. (3,000 kg.
1390 kg, expolsives)
260 kg.
4.00, kg,
550 kg.
go
6160? kgo
b, uele
1 L i uid o..xygen = 1.13
3 .~ Al bhol--water r.ixtureV= 0.89 (approximately 70
per Sent alcohol and 30 per cent Ivaater.)
- fuel 36877. kg. 326410 dcmo
fuel- 26963 kg. 30280 dcm3
As stated, two proposals were selected by the Scviet
administration for detailed stud;t-the supersonic air-
missile with a new motor, Project R-ii*
craft which became known as project R-15 and the
The order to pursue the two projects came r
s kov bvt
this decision was made at a higher eve ,
presumably the responsible Ministry in Moscow. This
decision having been made,: the German engineers in
Ostashkov, were divided into two froups, the larger
of which was assigned to the R-1I project and the.
other headed by Dr. ALBRING to the R-15 project.
Until I Oct 49, approximately 60...per cent of the
German specialists were engaged :n these studies.
Excluded were only the workshop.section and the radio
and chemical section. Of the 60,per cent that were
assigned to the two projects, approximately 80 per
cent worked on the R-14 project. The personnel were
e9sentially the same as that which worked on the
R-10 project.
86310 DATA
The basic characteristics of the R-14 are as follows:
as Weight Analysis of the Empty Missile
Nose
'warhead
Central Section
stabilizing Ring
Motor Mount
Turbines, Pumpas Pipelines.,and Instruments
A+B
63810 kg.1 62920 dcm3
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c0 Fuel Consumption per Second
A - fuel 251 = 251 kg.+ 2.5*, a 253.5 kg. 0 58
per cent
fuel 1714 12** 183 kg.+ 1*** = 1814 kg.
42 per cent
*Additional consumption for gasing',of~ A-container
**Additional consumption for gasing of 13-container
***Estimated additional consumption for the cooling
of gas for the starting of the turbines
d. Motor Thrust
On the ground, thrust approximately 101,000 kg.
At great altitude, thrust approximately 108,000 kg.
The specific thrust'at. extreme altitude would be
approximately
Tps = approximately 10#"400
43
^ 249 kg/kg-sec
e. Residual Fuel at Propellant Cut-Off
A - in gaseous state in the A container approx. 362 kg.
- in the starting unit (propulsion unit) 120 kg.
02
in gaseous state in the B container approx. 145 kg"
- in the starting unit (propulsion unit). 150 kg.
- in the B container ' 163 kg.
Total A & B 940
I
Of this approx. 270 kg.
would remain in the
propulsion unit
f. Combustion Period (Maximum)
t approximately 63840 - 9)40 = 14.5 sec,
434
As a result of the thrust reduction during the final
part of the flight in order to keep acceleration les?s
than 10 g's.,the combustion period was to be increased
by an additional 11 seconds. Therefore, the actual
combustion period would become:
t p approximately 145+ 11 = 156 seconds.
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Lamchi.ng. Weight
The launching weight obtained from the weight.
empty and the weight of the fuels would be:
W1 = 6160 + 63840 = 7 0000 kg.
h. Weight at Propellant Cut-Off.
The weight at cut-off obtained from the weight
empty and the weight of the residual fuels becomes:
Wco = 6160 + 9140 = 7100 kg.
i, Maximum Cut-Off Speed
vco ^ approximately 4500m/sec,
Maximum Target Range
s = approximately 3,100 km.
DESCRIPTION'
General
y. The first sketch 'see page 23 7 is e, layout of the
R-14 missiles as designed by ' the Germans. As can be
seen from the layout, the missile was a long conic-
shaped body powc,,red by a single rocket motor and '
controlled through the angular deflection of this motor.
The missile design consisted of arose, section, war-
head, central, section, and stabili z1.rig ring which
will. be discussed individually in the follow ng
sections of this report . The contours shown here
are those subm t in October 1950.
The dimensionai:~ " have been derived 25X1
through calculation. The overall measurements are
accurate to within 50 centimeters and the diameters and
central section taper are almost exact, The least
accurate dimensions are those of the nose length and
,taper. The rocket motor location is in error by only
a few centimeters,
100 As stated previously the R-14, for which there was
never any other designation to my knowledge, was
selected for design over several other proposals,
the reasons for selection were many and
nn; u eG the following:
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a Mechanical advantages through ;simplicity, The
fin and rudder system could be eliminated by
maintaining stability through proper location of
center of gravity and center of' pressure,
b Aerodynamic advantages of the cone shape in
supersonic flight. Although this shape was not
advantageous for th,c: initial phase of the flight,
the air resistance encountered would not be in-
tolerable, The relatively low speeds in the
denser atmosphere would keep these resistances
small. The advantages of simplicity and weight-
saving over resistance Justified the selection of
this shape,
Further exploitation of the German engineers,, A
missile design incorporating radically new ideas.,.
could open many more fruitful facets for the
overall Soviet research program than a mere mod-
ification of a traditional, missile design,
11. To fully understand the design presented here, a
few words should be inserted regarding the ballistics
of the missile, The ballistic path of the R-l4 was
to be essentially the same as that of the A-k missile
except that the range was to be increased to 3000 kn
The.missile was to be launched vertically, gradually
controlled to a flight path of approximately 350 and
.continue under powered flight for approximately 155
seconds. However, at a predetermined point after.
propellant cut-off, the nose and body of the missile
were to separate from the warhead and continue along
an elliptical flight path. The warhead would con-
tinue to the target as a free falling body,
.12.. In-the course of the design of the R-14 many problems
arose which were by-passed or ignored because of the
.,time allotted to the Germans and because there was
effectively no experimentation work carried on in eon-
junction with the project, When problems such as control
at critical speeds, ballistic of free falling cylinders,
and weldability of certain parts were encountered, they
were dismissed as being technically feasible but
requiring further development and the project continued.
There were never any estimates made regarding the number
of manhours required to constrict such a missile.
since, by U.S. standards, the project could still be
classed as a preliminary design study,
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The nose of this missile had the sole purpose.of re-
dubtng air reeistanoe ' of the missile during' the a,scend;-
,' portion. of the flight. , Since nolfunotional re-
z0$istanoe, this part was designed for simple afd in-
exp'ensive construction,' In order to keep dimensions,
to a minimum, the principle of internal pressure,
within a circular body was employed, An opening was
provided in the apex of the cone so that ram pressure
could be. utilized to increase the internal pressure.
This .would oonteraot external pressures to' & certain
do as and would'' provide the skin with tensi21
stability.
13. The material decided on for the skin was plywood,
Thus, a sutfiaient thickness be used to provide,..
the r?lativily long cone with 'load ~ etabil j,ty and
urnt awa during high speed flight, but it w4e felt
that the thickness was sfioient to permit enough',
motersal to. remain at extreme altitudes where loads
ware small.
tona2 support needed wkiaa n can uneven oiro p-
toe add
t iron iai pressure distribution occurred during
t3ight .at angles of incidence.
17~, ft order, to prevent internal alr'leskage or suot on
at the Fear of the nose, a seal was provided. e
stag ottd the, ,method of attachrmmunt of the nose section
~o w ead, can be seen ' in decal In view 0 on page
,,2f,0.7, The air inlet oonsisttes1 '*f,& steel insert.
goes 8eotion .
13. A cross sectional view of the proposed noise eeotion
I the R-14 missile , in shown on the second sketch
iP *so .25
, .70
16. - p'ormeps made of 'laminated wo,~r;ot?t;,, %Noore provided for
i
SLR Anoth r eketoh ! . pagi 27, .Shown a cross s o
view of the proposed wer bs ,%d v or the R-1 .
910 164 views are presented to show the details of,
of Various joints.
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19. The design of the warhead was a radically new design developed
solely by the Germans. As briefly meYitioned previously, the
warhead was to be separated from the nose ,ind central section
of the missile shortly after propellant out-off. The separation
was to be accomplished by. the explosive chargea9 points (7) and
(12). The manner or technique of setting off the charge was not
investigated or planned. Since the resistance in space would
be'negligible9 the various components of the missile would con-
tinue in flight until reaching a denser atmosphere where the
warhead would free'itself entirely. It was realized that as
the warhead approached the atmosphere, violent oscillation
would ocour9 but through proper location of center of gravity
and pressure, the oscillation would increase in frequency and
decrease in amplitude until aistabil.ized flight condition Was
reached? As shown in the drawing., the location of the center
of pressure with respect to center of gravity was accomplished
by,extending the cylinder walls at the rear of the explosives
As, the warhead entered. the denser atmosphere belt9 a' violent
deceleration would also occur because of the large resistance
resulting from the flat frontal area.
20. The drawing shows that the entire warhead casing was to be
made of wood. The selection of wood with its low specific
weight. permitted large wall dimensions.
21. As in the R-10 project, the principle of partially destroying
the casing 'through burning was to be utilized. The thickness
of the walls was of such magnitude that a sufficient quantity
of wood would remain at the end of the flight path. Since the
descending speed' of the cylinder would be reduced in the denser
atmosphere, the amount of wood destroyed would also be reduced.
22. In addition, the selection of wood was advantageous because of.
its low heat conductivity. It was felt that the quantity of
heat 'transmitted to the explosive, would remain within tolerable
limits as a result of this:propertypl,us other facts. Since
the speed was relatively reduced, the heat generated would be
reduced. Also9hecause of the flat frontal area of the cylinder in'
descent, a stagnation area would build up and,,thus.,reduoe the
heat factor considerably.
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23. Again, a great deal of this behavior was surmised
since no absolute technical data was available re-
garding heat generation in flight and no significant
experimental work was carried out on the destruction
of wood in flight.
24. From the structural standpoint, calculations showed
that the wood body could withstand the subjected
loads. Should the estimates made on the amount of
wood remaining in the walls be correct, the material'
plus the riidity of the explosive itself would be
sufficient p absorb the loads imposed in oscilla--
tion. Longitudinal forces on the front panel result-
ing from rapid deceleration of the explosive would
be partially counteracted by the air pressure on the
front panel. Calculations proved that the rear
panel with properly cemented joints could support
the explosive under the contemplated 10 gts accelera-
tion during powered flight.
25.1, 25X1
were no explosive experts available, this problem
was ignored. The casing was structurally designed
to rely partially on the support of the explosive.
he method of attachments of the warhead to the
nose and central section are sufficiently clear in
the detailed views A and C on page 277
Ceritra. section
s etph on pag6 29 shows the central section and eta-
ailiber ring of the R-14 missile, Included
on page 29 and the ek,etch on page 30 are ae,eral
design details of interest,/
26 The design of the central section, called for a single-
'shell 2f-containing structure similar in many
t!e0piots to that of the central section of the R-10
miieiler The concepts underlying the design are
+lil ipaily~ those used in the R-10. That is, the
tench ooi,on of loads, the use of internal pressures
for ~s Cart, transmission of heat, etc. are similar
and Will not be expounded upon here.
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270 Briefly, the structure consisted of a thin wall skin
reinforced by a system of formers., The conical
shell was sealed off at its . extremities by panels
and was divided into two compartments by a curved
partition. The warhead of the missile was attached,
directly to the shell /s shown in view A
on page 27 J. The sta it zee' ring was attached
to the rear of th shell, n the manner shown in
view D on . page 3~07,,
28. One of the major points of interest and a matter
which differs basically from the design of the
R-10 is the location of the liquid oxygen and the
alcohol. This design called for the liquid oxygen
to be `located in the forward compartment and the
alcohol in the rear. One of the reasons for this
shift was a matter of ttability. By placing the
more dense or heavier liquid in the forward com-
partment, the center of gravity of the missile
could be moved rurther forward. Calculations showed
that even with this change, the missile would
approach instability during a, portion of the powered
flight. That is, as the oxygen was consumed, the
center of gravity moved to the rear and then forward
again. This can be represented by the following
curve:
Nose
~Shif-
Ris er
Ti rye
$9? To oOmpensate for this approach to instability, the
stabilizer ring . could have been lengthened and,
thu$., shift the center of pressure further to the
rears To lengthen the stabilizer ring would have
inore&eod the weight and also the afr resistance as
a result of a correspondingly larger frontal area:
It was found that the missile could be stabilizedb
a certain extent by use of the motor and turbine
noezle controls., It then became a matter of compm
mice between the extent of stability through the
structural design and the exhaust. An accurate plot
of the above curve was, possi,W with some portion
of the curve shaded as above i.nli caging the duration
and extent of control requir d 10! t ho propulsion
system,
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30. Because of the high fuel injection pressures of approx-
imately 70 atmospheres required for the new motor,
extremely high speed pumps were required.,This ;led
to a danger of cavitation at the pump inlet unless
sufficient pressure was provided at thus point.
"The danger of cavitation w&s especially pronounced
..for liquid oxygen,,which at a temperature of -1830 C,
ie`near the boiling point, To provide the requiro.
inlet pressures, the pressure within the containers.
of both the liquid oxygen and the alcohol was raised.
to approximately 2.8'e,tmospheres. Placing the
oxygen in the forward or upper compartment of the.
shell produced an additional head of approximately
2.2 atmospheres so 'that the critical liquid oxygen
had a total pressure head of approximately 5
atmospheres at the pump inlet. The non-critical
alcohol had a total head of approximately 3.5
atmosphere, Thus, the combination of increasing"
internal tank pressure and shifting of oxygen to the
forward compartment alleviated one danger. The.
dangers or problems encountered with the shell as
a. result of increasing internal pressure will be
discussed briefly.
31. Another point of interest and a departure from the
R-10 design was the selection of material for the
skin of the central section. While working on a
preliminary project after the completion of the
R-10 design, I was introduced, by the Soviets, to
an entirely new high quality steel. Tiie steel had
excellent welding characteristics and a tensile
strength in the welded condition of approximately
100 k mm , whereas the Germans had never known of
?steel having a strength in excess of 70 kg/mm The
5OViet designation was not known to me. The Germans
managed to obtain a small piece of this material and
es ed It for rupture and impact at low temperatures
to% 3A 0), The material became brittle and the
ehdla"sDteristics at low temperatures were not good,
but,ne'Verthelese,were far better than those of other
teele, and the tests indicated it would have Buff-'
Wont strength for the missile.
31. This hi h quality steel appeared to be an excellent
COLDS in view of-the great internal pressure and
tensile loads to which the skin would be subjected.
The Use of this material was strongly pressed by
the construction personnel who appreciated its weld-
kn shiraoteristios over that of light metal. In.
addition, the possibilities interested other members
4
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33*
31
of the group and so the design continued based on
this material. As the design progressed.., it became
evident that a light metal would possibly have more
.advantages,but the final design presented called
for the.steel shell. In December 19k9, after the
design had been submitted, the Soviets asked for
a design of the central section using light metal
of a two millimeter skin thickness. Actually.,
the design was the same as the other with merely
a substitution of mat ^- u.ted in a
slightly heavier body a design 25X1
originated and based on light metal would event-
ually produce a lighter body.
in truth. neither the light metal,,
nor the new steel design were fully exploited .so
that it wag nest clear which had the advantage over
the other. As an exampleg the skin thickness of the.
new steel could possibly have been reduced to six
tenths of a millimeter. At the time of the actual
dteeigr4, there were many qualities of the new steel
such . as bending and forming characteristics that
were not known and so were dismissed for the time
being.
the Soviets noJ o erv e use of
the ma erial in the design of the R-14+. The fact
that the material might be in a stage of development
would not exclude its use in a design of an object
which itself could only be years from production.
Baseu on the diffi.cultY, in inin a sma
piece for test, ^ wasmerely an
.35. A major problem in the design of a thin-walled
missile is the transmission of motor forces to the
body, The R-l4 design called for the introduction
of the motor thrust directly into the rear panel.
The panel was designed as a conical, shaped wall with
.the apex consisting of the female-portion of a ball
and socket joint. /See view a on page 3o?7
The extremities of tie conic panel were curved and
joined the skin of the container shell Le shown .
in view DJ. The conic panel was tapered with the
maximum tl ickness being at the apex and the
minimum thickness at the container wall. ThCi motor+'
pad''contact-with the rear ;rwela~ly by means of') the
'bft11 a*d.' socket ^o th' L INklet or..3.cxgitudi'nr ] foroe
Jkjpiz.~ of he h ap and a
h,e apex x and a
*014, be would produoeoauload sconcentration at t
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?l4m
decreasing load at points along the diameter of the conic
panel. Acting on the panel in an opposite direction would be
forces resulting from the internal pressure. At some point
along the diameter of the conic panel the opposite forces
would cancel each other so that the resulting force at the
extremities of the panel would be one of tension. The tensile
force would.be distributed around the circumference with no
local concentration and could be supported by the thin wall.
36. fliew G is a cross section of the ball and socket gimbal arrange-
wentj It was originally planned to use a modified knife edge,
but it was found necessary to have a close fitting ball and
socket to prevent lateral travel and to distribute the load over
a larger area. The plate had to assume large proportions in
thickness to prevent bending and,thus,concentrations of loads.
The intersection of the thrust cone forces within the plate would
also prevent bending moments. Struts Zot shown were provided
to prevent the separation of the gimbal under conditions of no
power.
37. The apex of the rear panel was to serve also as a manhole cover
for access to the container. Zs-ee view F. The feed pipe (13)
from the forward compartment to the power unit was similar to that
used. in the'R-10 design. In this design the insulation served to
keep heat from the flowing liquid oxygen. The outer casing was
corrugated as before to provide strength and to permit expansion
and contraction. A glass wool insulation was used between the
casing and pipe. The expansion and contraction of the pipe (19)
was to be compensated for-through a metallic bellows union.
38? Not clearly shown in the details are the slotted flanges of the
formers. These slots permitted the formers to be flexible during
deformation of the skin. Again the design and concepts for the,
R-14 formers were similar to those of the R-10.
BU__ bilizer Ring
39. Since the flight stability of the R-14 was to,be maintained through
proper relation of center of pressure and gravity and through
motor exhaust control, the conventional complicated fins were no
longer necessary and the design need only to provide for a
single ring whose sole purpose was to shift the center of pressure
rearward.
40. Simplicity became a keynote. It was obvious that a normal sheet
metal ring would require a network of spars and formers for support.
The heat generation in high speed flight would cause the expansion
of skin, sparse and formers at a different rate since the spars
would have to be of a larger mass. This would all add to further
complications to ai already complicated system. It was decided
then to use a corrugated light metal to serve the purpose of
skin and supporters. Formers would be required only at great
intervals and the expansion of the skin by boundary layer heat
could take place between the riveted points of attachment to the
formers. This permitted a simple h,,.t effective design Land is
shown in detail, on page 30-7.
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41. ?Actually9 the greatest forces on a stabilizing ring of this
type would be when the missile approaches instability during
.mid powered flight. At this time the speed would be. relatively
small and the heat . generated. comparatively small. When high
speeds are reached and heat generation large, the missile'
would be quite stable and the stabilizer would be under re-
small loads.
426Upon launching a missile. of this type, it would be necessary
to rest it on the corrugated stabilizing ring. To prevent
local load concentrations, since the ring would have to support
the entire w. ght of the loaded missile, an elastic launching.
ring would have to be provided. In this way it would be certain
that the load would be distributed around the entire stabilizing
ring.
43. 'As seen LIn view 17, the transfer of the forces from the ring
to the central section, while the missile rests on the launching
ring, would be slightly eccentric. To counteract the resulting
twisting moment at this point the design provided for a relatively
large former.
Propulsion Unit and Propellant System
Operation
schematic drawing See page 32 J shows the operating
irinoiple of the propulsion unit and propellant system con-
templated for use in the R-14 design. It is presented pri-
marily to show the flow of the propellants and is not to be
taken as a .true repToduotion of component parts or location
of component parts9)
44? Assuming the motor in operation, the flow would be as follows:
The liquid oxygen would flow from the A-contaiiner into valve
pipe (10), through the flexible union (25) and (12). It would then enter the first stage of the pumps (14)'
and in turn the second stage. Each stage would produce a pressure
rise of approximately 32 atmospheres. From the high pressure
side of'the pumps, the oxygen would flow into the high pressure.
line (15) and. into the distributor ring for injection into the
head of the combustion chamber. The pumps were to be driven
by a high speed two-stage turbine whi.oh, in turn, would be
driven by gas extracted from the combustion chamber. In prim.
cipLe the gas extraction was to be accomplished in a manner
similar to the method discussed in the R-l0 design. Basioally,
the ' extracte'd' gas was .to' be cooled by means of alcohol heat
extraction and also by alcohol injection.
45? The flow of the alcohol is slightly more complicated in thatg
the alcohol was to be utilized as a coolant for 'the motor.
through
portion of the alcohol was to flow from the B-containeer? the
the feed line (26) by way of the flexible union(25)
rear ring of the motor nozzle. It would then flow betweef the
walls of the nozzle`, collect in the forward nozzle ring, flow
through the line'(27) and into the first stage of a two-stage
alcohol pump.
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46.
The second portion of the alcohol would leave the B-container
by way of the feed line (28), flow thl~:,.-.gh the flexible union
(25) and also flow into the first stage of the alcohol pump.
The alcohol would receive a pressure rise of approximately 35
atmospheres and would then enter the second stage of the pump
for an additional 35 atmosphere pressure rise. The alcohol
would then flow through the high pressure line (36) into the
forward distribution ring of the motor throat. In the ring the
fuel was to be divided with the largest portion (approximately
80 per cent) flowing forward between the double wall of the
combustion chamber and injected directly into the combustion
chamber head by way of the injection cups (5) with a pressure
drop to approximately 65 atmospheres. The remaining portion
of the alcohol was to flow through small orifices and through
a small channel between the walls of the throat. The pressure
drop through the orifices would reduce the pressure to approxi-
mately 40 atmospheres and the pressure at the throat collection
ring would be approximately 10 atmospheres. From the throat
ring the alcohol was to flow through the line (35) back into
the feed line (2i) where it would produce an injector effect
on the Pnteering the first stage of the pump.
47? The alcohol wrap turbine was to be driven by extracted motor
gas obtain d through, the extraction pipe (32) in a manner
similar to that previously described.
48.
49?
Tho vents g, or more properly the gasing, of the A--container
was to be sa,o+aorapiiskied by means of vaporizing a small quantity
of liquid. ox r4,,,ua1 taken from the high pressure side of the ,pump.
The oxygen. Was to be vaporized while passing through the vapor-,
ize?r (19) ioid the thv ressure reduced to 208 atmospheres by
moans of the valve (20). The valve (20) also had the function
of controlling the quantity of seas permitted to flow through
line (21) to the upper part of the A-container.
Onsing oP than B-oontainer was to be accomplished by means of
extracting exhaanrnt gas from the turbine exhause pipe (37).
Th1,s &?ae wa(~a 7;,o be reduced and controlled also by a valve (40)
prior to dzatering the upper portion of the B-container. The
hot gases would be sufficiently cooled before reaching the
upper portion of the container and would. then mix with an inert
'as sa that there would be no danger of combustion in the
dontainer.
5Q1 r he exhaust 'nom the turbines was to escape through the pipes
(22) and (37) and the nozzles (24) and (39). These exhaust
tias6;lFarr V +r+~ to be adjustable in direction by means of the
ucrArol rea storm (2,3) and (38). As a result the nozzle could
6e:1ve t w',Y funotiuns s one to provide additional thrust (approxi-
is&tely 350 kV. per nozzle), and two, to control or prevent ro-
tation of the missile about its longitudinal axis.
oil
to to in the order of 6000 horsopower.
11
the total power absorbed by the two turbines was 25X1
:f
Di, The A and B material mixture was to be regulated by means of
the turbine speed. The unit (47) was to measure the fuel
16vsl by means of floats and an impulse cent to the command
tout (43). On the basis of the impulseaq the speed of the re-
Np88t.ivs turbines would be increased or dee~reased as needed.
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54?
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Filling of the containers was to be acf-;e:T1p1 .shed through the
.one-way valves (il) and (29). The alcohol was to fill all
lines and":the pump and. was prevented from entering the com-
bustion chamber prior t o.starting by some means unknown to me.
Starting was to be accomplished by means of.bringing the tur-
bines up to speed with.oompressed air from an external source
? and, brought in at valves (18) and (33)0 Shortly before the
turbines reached operating speed, the valve'(1?) would be
opened and the materials ignited by a method unfamiliar to
me.
Design .
55? A sketch of.the design layout of the R-14 motor is shown
See sketch on pages 34 and as it was presented to the Soviets
in October 1949. All dimensions are quite accurate according
to source. As in the other drawings presented, many of the
dimensions were recalled by performing a series of stress
calculations based on that data source could remember. The
dimensions that. source. could not produce with certainty are
those pertaining to the throat, chamber9 radii, and coolant
slots. The throat diameter,,however9 is probably in error
by only -.5 centimeters. The nozzle angle is exact with the
wall thicknesses in error`,by plus or minus one millimeter
56. The design presented was a rather complete theoretical pre-
sentation.
570 Upan attacking the,design of the R-14 motor, the Germans.found
that the problems of cooling, expansion, and strength were
extremely difficult ones, and that a solution would have to
be 'Paced on different consideration from those familiar to
them through the A-4 motor design. To review briefly, it will
be recalled that the ,A-4 motor design was based on the prime
nip's of regenerative cooling with a single coolant stream-
and a relatively constant coolant,prdseure from the front
to.the rear of the motor. The result was a unit with ex-
tremely,large dimensions.
'58.' As mentioned previously, the R-14 motor design made use of
regenerative cooling,with the alcohol as,the coolant. Row-
ever, the coolant was to be utilized. in three systems with
various selected' pressures for each of the three stageso.
In order to eliminate many of the'diffioulties of cooling
through think walls and,formers as experienced in the A-4
design, it was decided that the nozzle of the R-14 should
utilize a low pressure cooling system with the pressure being,'.
.that of-the 8-container. Even With this relatively low pre-
seure, the difference between the coolant pressure and the,
exhaust pressure would be high and the ,f,orese exerted on the
,thin (29) desired would be' excessive. Therefore, longitudinal
ribs 29) were provided between the two walls .of the nozzle
and,spotwelded to the walls. These ribs would serve as a
eo,Sotion between the two walls, and counteract the forces
he dosing exulted externally and the ' for,oes a. the inner
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wall exerted internally. These ribs permitted the dimensions
of the inner wall to be reduced appreciably. They also served
to eliminate the formers as in the case of the A-4 nozzle which
were heavy and which restricted coolant flow.
59. The expansion of the inner wall of the rear portion of the nom-
.zle and the casing would not cause too much difficulty, The
inner wall would expand because of heat and the "outer wall would follow
because of the coolant pressure. Proper dimensioning of the
outer casing would control the difference in rate of expansion
and,thus,)the rigid connection between the walls was permissible.
The longitudinal'-strain in the ribbed portion that would arise
as a result of the coolant flow between the walls was considered.
Because the coolant pressure was small, it was found that the
resultant strain was also small.
60. The portion of the nozzle between C-D would not be subjected
to the loads expected in the rear portion, and so it was found
that the ribs would not be needed for support. The increase
of the inner wall thickness from 2.5 millimeters to 4 milli-
meters was provided in place of the ribs to satisfactorily
support the coolant pressure and to carry the bending moments
resulting from the, motor deflection. The radial expansion
between C and D was taken up by the coolant slot, and the
longitudinal expansion was taken up by the bending of the
thin wall of ring (22).
61. A radical solution was necessary to solve the problems arising
in the critical throat area, In order to provide sufficient
cooling, an extremely thin wall (20) of two millimeters was
selected. To protect this wall, a thin coolant slot was pro-
vided to take advantage of the heat absorption qualities
characteristic of the increased coolant speed and small coolant
boundary layer. The selection of the slot dimensions was a
compromise between an extremely thin slot with a high rate
of heat absorption, and a thicker slot; with a large quantity
of heat absorption.
62. To satisfy the structural demands on the throat section, struts
as those shown gn view E-j7 were provided running the full
length of the throat and at intervals determined by the loads.
.The loads resulting through, expansion of the inner wall in the
radial And longitudinal direction were permitted to exceed the
elastic limit of the material and thus take advantage of the
plastic effect. The longitudinal forces of the nozzle, the
bending moments, and the forces arising out of the plastic
effect were to be absorbed by the thick throat casing (21).
63. Film cooling was provided as an additional means of cooling
the throat. A small amount of coolant was to be injected
through the orifices (16) and permitted to flow along the
throat wall where it would be vaporized." The size of the
orifices was based on the coolant pressure and the internal
pressure at the location of the respective orifices.
64. It was possible to maintain a relatively thin inner wall for
the combustion chamber, since a small pressure differential
would exist between the chamber pressure and coolant pressurei
and since the spherical shape of the cha,mbe..~ was ideal for
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carrying forces. The resulting thin inner wall and a thin
coolant slot, creating a pressure drop of approximately five
atmospheres, would provide sufficient cooling. Should local
hot spots occur, the inner wall would expand and decrease the
coolant dimensions at that spot. The increase in coolant ve-
locity would then provide an increase in the rate of cooling.
The union of the inner wall to the injector cups would not
be appreciably strained; since the cups would serve.as a prop,
the pressure differential would be small, and the` temperature
would be relatively low.
65. The outer wall, being spherical in shape, would also be ideal
for absorbing the various forces introduced. In the area of
the injector cups, where the surface would be interrupted by
the cup openings, the wall thickness was increased to 10
millimeters. The thick wall was to be milled to provide a
suitable union with the cup wall.
66. The ideal method of compensating for the difference in ex
pension of th- inner and outer wall would have been to use
a thin outer wall of high grade steel that would expand at a
corresponding rate to the inner wall.
67. Since this condition could not be met, it was planned that
the difference in longitudinal expansion would be taken up
by the ring (14) while the radial expansion difference would
be compensated for by predesigning the radii in the cold con-
dition in such a way that the radii in the hot condition would
be as desired. To prevent the coolant slot from completely
closing or becoming too narrow at any times wires with a cir-
cular cross section were to be placed longitudinally and welded
t'o' 'the inner wall.
68.
69..
additional cooling was to be obtained in the
oumpus-cion ber by providing a series of orifices for
film cooling.
Ithe liquid oxygen was to be
injected roug a copper pate with a series of orifices.
injection A series of tests were Der orme a he Ins u e,
70. The thrust cone was to be attached tangentially to the outer
wall of the combustion chamber and increased in thickness
at the apex. Because of the thickness of the cone, walls
and cups, the entire front portion of the motor would be
extremely rigid. It was believed that this feature would
be desirable with respect to vibration since the mass would
be great and the frequency high. The elastic frontal portion
of the .L-4 motor with its low frequency was oondidered to
be a weak point and it was hoped that the change would prove
to be sound.
71.
auxiliary equipment.
was placed as c16sa
to the glmtal as possible in order eep the moments of
inertia small. This applied to the pumps and turbines as
well as the propellant'lines. in addition, the lines had to
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be near the point of rotation in order to keep length changes
small at different motor deflection angles. One of the reasons
that the missile was to be limited to a 10 g, acceleration
was one. of moments developed in the propellant lines. The
difference in the pressure heads of the oxygen and alcohol at
the entrance to their respective pumps times the specific gravity,
acceleration., and distances would produce excessive moments
about the point of rotation should the 10 g?s. acceleration
be exceeded..
72. The pumps and turbines were to be attached to the motor at two
statically stable points (32). The control forces to be used
to deflect the motor assembly were to be introduced through
a rod (34) at the bracket on the pump and then through rod (33)
tangentially to the outer casing of the combustion chamber.
The forces through the rod (34) were to control the motor de-
flection in one place,while a bracket ?not show attached to
the combustion chamber, but at 90 to the first bracket, was
to accept forces for motor deflection in the second plane.
The brackets shown on gage 34 are merely schematioj
Motor Characteristics
73,, erformance characteristics of the 25X1
proposed motor drawlng L.see page 37J which is
a graphical presentation of the motor pressures and,. temperatures.
A great deal of error exists. in the absolute values shown ands
thereforea,are presented merely as an indication. These.data
are in no way as accurate as the design data presented in
previous sketches.
Points (2), (3), and (4) represent the area of the motor com-
bustion chamber, throat, and nozzle respectively. The reference
line (5) shows the variation in coolant channel thickness, Sk,
in millimeters at various points along the motor.
75? Chart (6) shows the pressure of the gas, P , and the coolant
pressure, Pk. The chart is split into two~acales. Pk repre-
sents the coolant pressure at the time of launching an. Pkb
represents the coolant pressure at the time of propellant out-
off.
76. Chart (7) shows the coolant velocity, vk, in meters/second within
the three areas of the motor.
77. Chart (8) shows the quantity of alcohol, Q, in liters/seoond and
in per cent passing through the coolant areas. The percentage
is based on the alcohol consumed in combustion as 100 per cent.
The chart shows that approximately five per cent of the fuel
would be consumed through film cooling.
78. Chart (9) shows a very rough approximation of'the anticipated
inner wall temperatures adjacent to the hot gases.
CONCLUSION
79, As per requirements, work on the R-14 project was stopped as of
the first of October and the-reports, drawings, oalo l,aidons,andsletcbes
wire.oompiled during the month of October for presentation} to
the Soviets. The final product, the "Sk.iazen Projekt", consisting
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entirely of papers reflected tie little time that was at the
disposal of the engineers. Most of the drawings were over-
all views with partial details on the ,,-ame sheet similar to
those presented in this report. No individual detail drawings
suitable for use in construction were st:.'baa.i: ted and it seemed
hardly probable that construction would ever be attempted from
the sketches made available without a great deal of additional
worko
8b. b,fter.the information had been compiled, a commission appeared
at 'the. Island consisting of approximately tern Soviet scientists
and-engineers who represented various institutes in 25X1
the area of Moscow. They had apparently-been familiar C
R-14 and R-15 projects prior to their arrival. 25X1
the aim of the commission was to study the projects. They
had no contact with the Germans except when certain Germans
were called in for consultation on points that were not clear
to the commission. Two members of this commission were
Cols. Pobedonostsev and Korolov.
81. The results of the commission 9 s s+ynd.y were never known to
me or my colleagues. with the exception of two post projects
that were immediately ordered. One project involved the
design of a warhead that utilized its kinetic energy, and
the second.project..was the design of a central section
utilizing a light metal as discussed under the section dealing
with the missiless central section.,
82. The second warhead. ,design engaged. the efforts primarily of the
ballistics and the aerodynamics section frrom November 1949
to February 1950. The basic idea behind.the design was to
utilize the tremendous kinetic energy of the warhead at
propellant out-off. At a speed of 45(X) mo-hers per second
at out-off, the kinetic energy .when converted to heat ' energy
would represent the energy equivalent to that of a high
explosive. If a greater part of that speed. could be maintained
to the time of explosion, the total energy released, prowidir4g
the explosion occurred above ground, would far exceed that
of the explosive itself. The problem was to design a body
with little resistance and still capable of withstanding
the strain of the high speed flight. Since the ideal aero-
dynamio form could not be realized, it was decided that a
return to the conic shape would have to be made and the added
resistance aooepted. The base of the.oone was to be 1.4
meters in diameter and the length approximately six.meters.
Stability was to be maintained by filling the cone only par-
tially with explosive. Two designs were accomplished. One
was to utilize a thick steel wall. The other was to utilize
a steel shell covered by a-protective material. Apparently
the design set up the specifications for materials to be used
that had not been developed.
85. 25X1
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84o At the completion of these supplementary designs, the
Soviets took no action which would reflect their interest
in the over-all R-14 project. Even the usual premiums,
indicating satisfaction, were not payed to the Germans.
Yet, no criticism was ever received. No indications
were observed either as to the disposition of the project
and further follow-up work or consultation was never
requested.
85., the Soviets anticipated the
early repatriation of the Germans and he project
was an attempt to extract a few more ideas from the
Germans prior to their leaving the USSR.
Sketch page 2;3* Layout of the R-14 Missile
S etch page 251 Cross Sectional View of the Nose Section
Sketch page 271 Cross Sectional View of the Warhead
Sketch, page 29; R-14 Central Section, and, Stabilizing Ring
Sketch page 30, Details of Central Seotionsnd Stabilizing Ring
"Scotch, page 323 Schematic Diagram of the R-14 Propulsion Unit
and Propellant System.
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Sketch,-page 343 Layout of Rocket Motor for the R-14 Missile
Sketch page 353 Metails of Rocket Motor
Sketch page 37s Graphical Presentation of R-14 Motor Characteristics
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:Nofe~
AN dens givenin.mi~i~ :
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CROSS SECTION OF THE R-14 MISSILE
1. Nose,
LEGEND
Scale: 1;50.
Warhead .
LAPropellant Container (A - oxygen)
B-Propellant Container (B - Alcohol)
Stabilizing Ring
6. High Pressure Motor
Forward Container Panel
8. Partition
9. Aft`:;Container Panel
10. Mechanism for Control of Rocket Motor Movement
11. Gimbal Mount
12. Turbine-Pump Unit
13.. Turbine-Pump Unit
14: Mechanism for Controlling Turbine Exhaust Nozzle
15. Deflecting Turbine Exhaust Nozzle
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25X1
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Cross. Sect anol view of ihe
=N ose Section
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NOSE OF R-14 (Gross Section)
LEGEND
Scale: 1:25
.1. Plywood Skin
2. Laminated Wood Former
3. Nose Opening,.
Re-inforoed Joint (See sketch on',p.27 for detail)
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Nok- All dim give a m9im wr
f) (n (91 t~) ts)
(4)
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WARREAD OF R-14
LEGEND
1. ?Plywood Case
.2. Forward Plywood Panel
.3. Aft Plywood Panel
4. Pipe Containing Initiating Explosives
5. Explosive Filling Opening
6. Plywood Nose Casing
7? Blasting Charge for 6
8.. Screwed Connection to the Nose
9. Seal
10. 'Cemented Wooden Safety Pegs
11. Cemented Reinforcement Ring
12., Blasting Charge for the Separation of the Warhead from the Missile
1*.:,1?orewed Connection between the Warhead and the Missile
14. Connection Ring of the Central Section
15. Explosive
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0 so
",for. A" V sae paqo s&
For dshaik'D'; r 4' 0 a4 Ssch m
1-a see page, 30
R-I4 Central Section and
Stabilixin Rin
-1bcE:, p~~ d~+~a.gi~ea+~rr+~ tern
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ORAL SECTION AND STABILISER RING OF R-14
1.
Container
2.
Container
3.
Stabilizing Ring
4.
Forward panel (special Steel)*
5.
Container-Skin (Special Steel)* 2
6.
Conta3.ner~ Former (Steels COB approx. 45 kg/mm )
7.
Container Partition (Special Steel)*
8.
'B' Container 'Skin (Special Steel)*
l Steel)*
i
9.
10.
a
Rear Panel (Spec
2
~ uContainer Former (Steel: G^B approx. 45 kg/mm )
11.
Corrugated Casing ("Dural" O'B o approx. 40 kg/mm
2
12.
Stabilizing Ring:Former ("Dural"s 4rB - approx. 40 kg/mm )
13.
Alcohol Outlet
14.
Alcohol Outlet for Lower Cooling Section
2)
k
/
6
1.5.
mm
g
0
Reinforced Oxygen Outlet Casing (Steels d'B * approx..
100 'B"Container Vent Pipe (Steel)
17, '" Container Vent Pipe (Steel)
1.8. Stiffening and Expansion Bead
19. Oxygen Outlet Pipe (Steels ~B . approx. 60 kg/mm2)
20. Glasswool Insulation
21. Ball plate
22. Conic Shaped Motor Mount (Special Steel)*
*In a welded conditions 2
Elastic Limit (,y 7.0 kg/mm 2
Tensile Strength d 100 kg/mm
SECRET
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 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
SECRET
-32-
Sch~mat ..Diograrr+. of'tht R-14 Propulsion
Unit dn4 'p'ropellant .System,
sECREr.
Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0
SECRET
33
SCHEMATIC DIAGRAM OF PROPULSION UNIT AND PROPELLANT SYSTEM
LEGEND
1.:
Container
34- Gas Contro
l Valve
2.
BhI Container
35. . Alcohol Fe
ed Pipe
36. Alcohol Hi
gh Pressure Li
ne
3.
High Pressure Motor
4.. Gimbal Motor Mount
374 Turbine Ex
haust Pipe
38? Control Mo
tor
5.
Injection Cup
6,
Conic-shaped Motor Mount
39. Turbine Ex
haust Nozzle
40. Reducing C
ontrol Vane
7.
Chamber Cooling Section
41- B Containe
r Gasing Pipe
8.
Throat Cooling Section
9.
Nozzle Cooling Section
42. Propellant
Measuring Uni
t
10.. A Peed Pipe
11. A Tank Filling Valve
43? Command Un
it
12. A Out-Off-Valve
13. .2 Stage Turbine
14. 2 Stage A-Pump
15. High Pressure A-Line
16. Gas Extraction Pipe
17. Control Valve
18. Compressed Air Starting Valve
19. A .Vaporizer
20. A Reducing and Control Valve
21. A Gasing Pipe
22. Turbine Exhaust Pipe
23. Control motor
24. Turbine Exhaust Nozzle
25. Flexible Pipe Unions
26..B4'Feed Line to Nozzle Cooling Section
27. "B'Cooling Line
28. B"Peed Line
29'. "B",Container Filling Valve
301. 2 Stage Turbine
31. 2 Stage Pump (B)
32. Gas-Extraction Pipe
35. Compresed Air Starting Valve
SECRET
Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0
 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
IJeta : for details ' R'."8'.
sce
Salle for ad details t
Note: All dims given mill ime#'ers.
Section C+D
Layout of Rocket Motor
for the R-14 M $$dS
?Zot :: Ltd a o pa .3b
Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
SECRET
--36 ,
25X1
DESIGN OP THE HIGH PRESSURE IOTOR (R
-14)
1.
Combustion Chamber
2.
Throat
3.
Nozzle
4.
Gimbal Plate (Hardened Steel)
5.
Conic Motor Mount (Special Steel)!
6.
Ifljection Cups
7-
Tlaterial High Pressure Line (AJ ' 5dB approx
. 24 kg mm2)
8.
T Material Injection Plate
9.
"A? Material Injection Orifices
10.
`B#Material Injection Orifices
11.
Outer Casing of Combustion Chamber Head (special
steel)*
12.
Combustion Chamber Inner Wall (Special Steel)*
13.
Combustion .Chamber Casing (Special Steel)*
l4.
Cooling Inlet Ring (Special Steel)*
15.
Throat Coolant.Orifioes
16.
Coolant Injection Orifices
17.
Throat Coolant Slot
18.
Throat Coolant Outlet Ring (Special Steel)*
19.
Coolant Orifice
20.
Throat Wall
21.
Throat Casing
22.
Nozzle Coolant Outlet Ring
23.
Coolant Baffle
24.
Nozz,16 Casing (Special Steel)*
25.
Nozzle Wall
26.
Nozzle Coolant Inlet Ring (Special Steel)*
27.
Coolant Baffle
28.
Nozzle Wall (Special Steel)*
29.
Longitudinal Ribs
30.. Food Line
31.,
B"Material Turbine-Pump Assembly
32.,
Turbine Pump Assembly Attachment (2 point s)
33-,
PJupport Struts for 31
34-
Push Rod for Motor Deflection
35.
A Material Turbine-Pump Assembly
36-
Turbine-Pump Assembly Attachment
(2 points)
379
Support struts
*In welded conditions
Elastic Limit d 70 kg/mm2
Tensile Strength e- 100 kg/mm2
SECRET
Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0
4raphical , Presentation "of., R 14 Motor.... Character cs
Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0