TURBOPROP DEVELOPMENT PROJECT AT ZAVOD NO. 2, KUYBYSHEV

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A002000170010-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 16
• Document Creation Date: December 22, 2016
• Document Release Date: May 25, 2010
• Sequence Number: 10
• Publication Date: August 25, 1953
• Content Type: REPORT

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FD
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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SECRET
SECURITY INFORMATION
COUNTRY USSR (Kuybyshev Oblast)
SUBJECT Turboprop Development Project
at Zavod ' No. 29 Kuybyshev
DATE OF INFO.
PLACE ACQUIRED
This Document contains information affecttnIK the Na-
tional Defense of the United States, within the mean-
ing of Title 18, Sections 793 and 794, of the tl.d. Code. as
amended. Its transmission or revelation ofits contents
to or receipt by an unauthorized person Is prohibited
by law. The reproduction of this form 19 prohibited.
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REPORT
DATE DISTR.
NO. OF PAGES
REQUIREMENT
REFERENCES
THE SOURCE EVALUATIONS IN THIS REPORT ARE 'DEFINITIVE.
THE APPRAISAL OP CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
946Q UV
?
JUM0 022 1l'RCRATT TURBOPROP DEVEIAP)TTT PROJECT AT ZAVOD NO. 2
Physie4 Characteristics and Performance
2. The characteristics of the 022 turboprop engine are to followss
maximum horsepower - 4500 ps (one German pe is equal to .973 hp),
length - 4 Teeters,
maximum diakgeter - 1000 ma
weight - 1350 kg (without propeller or reduction gear),
turbine - 3 stage
pressure ratio - .50
airflow - 20 kg/sec,
exhaust cone - fixed, and
o suers - 2 contra
p was that the 022 developed 00 The only, peer figure op psi
"
LM110
there "'was no thrust since the tur es absorbed all of the power
some measure~of accuracy since "th.e Soviets always' wanted the weight of
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STATE { ARMY
(Notei Washington Distribution Indicated By "X") Field Distribution By
25 August 1953
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the engine below 1400 kilegrus", and BRA1 DNER said, "the engine was
:'.jibed after couple tion and came.,out to be. 1350 kilograae" o
o De i Gr a
I*ii group as headed by DIEBHARDT, with Dr. SCHROEDER- responsible for
'thA. thsar-tio.al oulotlations Of, the cossppres'or sqerd ably;sad KUTSCEnOFF
# .,,eher of the construvtiOa 'ssation, whicl# ? de the, drawings from the
1ihi~or sti a o&leulationss furnished by Dr. SCHROEDE :'s section. From
k~1 IpG I011&,gs the shop. fabrioat.d thi oompresagr. ompozents.
`ca ss$ruation section was divided into thr"Aa its, 4oter, stator, aid
C48 L*g.
developing couprseeats for the single tsag* compressor rig
pd 'prea.nrt relief valves for the 022 compressor 56e page
ll~
9le~rt~F~ I . sward p sg iL7o
Compressor
Group
DIEWHARDT.
sous On
Calculation
Engineers
KOTCHEROY (Sov.
FREYDIW
WMA (8ov.)
EBERL
WTEML1lt
WOL?
xperiments
on full
ompressor
CHNEIDER
Conti ruction
Deputy
KUTSCHEROFF
Rotor
HARTLEI
Stator
SCEVELE
ADLER
SCHLIItPE
Casing
8ABLIKS8I
Jjlt0: 022 Oo>d igor
6; The blade profiles used for the 022 oompressor were a ^odifioatton of
tits t ootting.n and NACA movies*
' Only'* fob' 'oaf ;the tables for the pro i e sew r ? s awailabl at
Saved-W6. 2, which Dade the job drawn out ind'~tidtdus, for s eo8' 0Z E'R's
saloula'tion~ ?seati.;.' Most of the RICA blade pf8'ilr,jnformatioa was
='wa'ned, by eading reports and magasine articles ( the Shukovski profiles
were 'tried'biLt proved to have an excessive thickness/chord ratio, as a
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result the Goettingen series were the basis for the compressor blading).
7. The construction section (headed by KUTSCHEROTT) constructed the com-
pressor drawings from theoretical data furnished by the calculations
section (headed by Dr..SCHROEDER). These drawings, in turn,'were handed
over to the shop which fabricated the actual components. When a new
blade design-was introduced, it was standard practice for the shop to
fabricate one blade, cross section it in three places (see page 10),
and send it back to the construction section for checking. These solid
blade cross sections were then projected on the wall and compared with
the master profile projected from the drawing. The shop would continue
production of the blade form if the profiles checked within the allow-
able tolerance (unknown).
8. The stator blades were welded to the compressor casing. They were rolled
to shape from sheet steel and. welded at their trailing edge. A major
difficulty encountered was failure because of vibration (breaks occurred
in the blades and mountings).
9. The compressor rotor blades had dovetailed feet. (See page 10, Sketch No. 2)..
,;The sides were inclined-at an angle. A retaining pin insured positive
locking. Rotor blades with fir tree root design were also tried, but dis-
carded since the fabrication of such blades took much longer than the dove-
tailed type.
10. The clearance between the rotor blades and the compressor cuing was about
1.5 to two millimeters. To diminish the effects of disruption of the
airflow caused by excessive and uneven clearances, the rings (shrqud
ring attache to the icasin surrounding the rotor stage) were lined with
graphite. the material was graphite and not a mixture
A? Annnal aid -talcua The as had previously been reported by FAUST in
The lining material had a brown color and was
about . to me-arn thick, The al used to line the rings was
one continuous piece graphite blocks
were used to maintain a minimum clearance in the ur a otor stages).
(See page 10, Sketch No. 3.) Centrifugal forces cause a radial lengthening
of the blades which permits the blades to scrape the lining, and make their
own paths in them. The tip clearances were held to a minimum by this method.
q0i 'RESSOR PRESS RELIEF SYSTP S
ydraulioally Operated flat Type Shutters
11. During the testing of the 022 oompressorr surge or stall difficulties occurred,
especially during the starting operation. The first attempt to overcome
this problem was a set of eight to ten shutters arranged around the compressor
entrance. (See page Ili Sketch No. 1.) These shutters were hydraulically,
operated by a piston which translated motion to kinematic linkages, which
raised and lowered.the shutters as needs. This required a piston for each
shutter. During starting the shutters were raised to reduce the airflow,
and lowered flat during normal engine operation, These shutters were not
successful, and a second method using an "airfoil shutter" system was tried.
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.rrdt-auliaall~- 0wer,+ ted Airfoil Shutters
This system consisted of a series of airfoil shaped shutters arranged
orouad the compressor entrance. All shutters were interconnected
with a circular linkage . (See page.. 119 Sket h. No. 2.) These
shatters were operated by a hydraulic piston which acted against a
kinematic control linkage which operated all of the shutters sfmul-
t42eow.sly. This system also was unsuccessful.
a?~ess*e 8eli$Z wolves
13,E find Sedification of the pressure relief system. resulted in the
t-~l . of two escape valves operated by action of as bid. pressure
e~a`~tta'tia istasffi.,
110 millimeters-, the bottom case (made of sheet steel) on which the
T ltes were fitted measured approximately 200-250 millimeters x 400-
,S O0 ailliaeters. She vertioal height of the valve section was 100-120
sitlia~ters.
it niis+AA of ona piston which. operated a shatter valve
a
r.r es son 7
design used had four blow-off valves. This was modified to the single
piston operating the two interconnected shutter valves (this system
was used as of ?o(ober 1950).
d two pistons one for each shutter valve. Another
fhe !i t d i h
s .er a
yp
?io pe Porto; each having a shutter valve which was connected by
r& steel mod). Tko center of this connecting rod was in turn.mated.
$$,a. foric4d arm, which was operated by the action of the piston xbve-
t,IwRent, (operated by oil pressure). The shutter valve was mounted
8].iggtly off center so that when it was in t'~e fully. open positions.
the pepper tip was about five. millimeters from the edge of the.oxit.
The lower tip of the shutter at ~`thie point ae ``level with the outst-
in$ bass flange. (See page 12.)
n
wow ,u B e
e) contained in each air escape pert (there were two
-&4 $y t
Th. base of each pressure relief valve covers the area between the
fifth ind.sizth compressor stator stage ,(including the area above the
fifth rotor stage). (3sr page 12.) The actuating piston is
located between the two blow-off valves. The 00 ia+a unit is o ted
at the top dea1rter position of the engine.
the relief valves are side by s de and not one behind the others as
been reportod
16. "the disutr ?of the; blow-off valves (aluminum alloy casting) was 100-
17.
a
?8p$OV paap kept the oil pressure over a specified valve so
be setaitiag piston is operating' because of the incoming oil pressure.
s setien opens the butterfly valves in the relief valves, allowing
Adi to be bled off. Upon attaining a predetermined rpm the oil
pressure falls below a minimum value so that the oil flow to the
Setmti*g piston is automatically out off from the system, causing
the,,relief valves to close. at what engine rpm the
valves opened or closed. The loaded spring then loses its tension,
pulling the piston back and olosing `the butterfly valves (a double
the 'engine lubricating system
ssmre relief wale Unit Was connected to it in
cone manner. 36e page h .) uring storting4am engine driven
t
th
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lik"Y
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acting piston was tried,, that is, oil pressure oprating in both
directions, but this was discarded because of oil leakage in the
seal when the piston traveled backwards). This pressure relief
unit removed eno -1, '--P this air flow to insure starting without
pressure surge.
SINGLE STAGE COMPRESSOR TEST STAND
18. the, development of the
eration in
y for o
p
single stage compressor test stand. 14-Was read
1950. (See page 14.)
19. The air inlet leading to the compressor entrance was a conventional
grid type. The mass air flow was controlled by the insertion of a
flow adjusting orifice (Measblende),built to German DIN standards, in
the diffuser section (there were as many as 10-12 orifice plates which
could be used to simulate the required test conditions).
20. The compressor ,when tested,was driven by a mollified JUMQ 004 turbo-
one absorbed the
t
ages;
jet engine. The engine had three turbine s
JUMO 004 compressor power;'the other two absorbed the power of the
compressor unit on test. The test rig had a' capacity of testing
.either one compressor stage or two compressor stages, the 004 power
unit being inadequate for higher powers.
21. One reason for the long delay in developing the 022 compressor was
the failure to complete the single stage test stand until 1950. This
Was the only one at ZavodNo. 2 and all of the test work had to be
done on this stand. Many oases of Id.smatehing the compressor rotor
stages and improper blade angles could only be rectified by continuous
testing on the single stage compressor test stand before going into
the full scale testing of the compressor.
Test Procedures
22. The compressor stages were tested individually and by pairs. Bach
time a different compressor stags was tested the inner "bullet" and
outer compressor casing hILd to bat changed (this was because of the dif-
ference in rotor wheel sires). After successful single-stage tests
were completed, suooessive'pairs of compressor stages were tested,
i.e., stages one and two, stages three and four,, stages five and six,
eta. (never odd pairs such as twoAnd-three, or four and five, eta.)
More than two compressor stages were never tested at on time, since
the JUNG 004 power unit had such a low power output. During the testing
procedure (duration of test period'is'not known) the following data
were takens
a. Have air flow.
b. 'Inlet air temperature.
o. Inlet air pressure*
d. RPM.
e. Temperature and pressure before and after every stator
and rotor stage.
f. Direction of stream flow after each stator and rotor stage.
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23. There were three methods ice: use for measuring the stream pressure and
direction of flow. One Cf the instruments'Use ' d was called a S tauk l1
(pressure sphere). This war a metal b.all_,#hapedj;devioe consisting
five internally drilled channels which led to a manometer bank.
(See .Page This instrument was made and used in Germany during
the war and a few of them were shipped with the original engine parts
to Kuybyshev,? The Stauku~e_l (ball-shaped measuring instrument) came
in two or three sizes, all within 15-20 millimeters diameter.
24. The S tauku lwas lined up with the longitudinal axis of the compressor
l 4-U a terior of the
x
t
?,Inter would indioate the direction of the. flow over the ins ranee, .
s as
t
casing 7 seroing.the calibrated scale moun
casing (eye During the compressor testing?procedure
the ball was lined up with the flow until the maximum pressure could
,be recorded (by observing the manometer tubes). At the same time the
t 4
The second method of measuring stream pressure and direction was by
ue.ing standard'Prandtl tubes. This method was more adourate than the
aforementioned '.Stai l.. Sometimes both inetryLments were used to-
;ether, i.e. one a e top and one at the bottom, as a check against
each other. the instrument used in the third method
of.measuring stream pressure and direotibh once. It was disc-shaped
,nd was ck]4ed a ger 14sescheibs (measuring- disc).
ST TZRFROJ
26.
the compressor'of the small gas turbine
starter for the.q . ' At test an axial flow, 'compressor unit was
.designed and tested, but discarded in favor, of a centrifugal flow
type ressor. Tht rated output was' 00 hg (pa, which is equal to
.973 c a orsepowea 1,. (See pare 16.) Test runs on the unit
had included 180 separate starts on a test stand, which incorporated
a water brake to absorb the power.
AIIT~T aO P1111a~ lio~~a~ 25X1
#r Sri 1+48 located
to t visit Soon
aftor they ha arrsvrd riders ware reasiTdi" o to ? es IM of the
rsa~, ? stig? ?ompr?ssor stand (in 1949) ?so.tkat a ,.Soviet compressor
?onld be ''trstrd.
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b1 ? rints of an axial flow compressor.
the Soviet compressor could 25X1
r rs * o r ' a ? a o t stand which was to be
",p11t Into oporattrn at Saved No. 2.' To the 25X1
psitLno &9 ?omprersor dimensions, oto. the blueprints
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furnished by the Soviets. fto drawings were new and were no.t,,etampea
with any olassifioatiom. ,All of the O'aiiag numbers `nd titles had been
out.out before the Gernan group received'the blueprints (only the &L-
sessions remained). ill of the printing was in Russian, and it was
easy to see that the drawinge'had been pde.by the $o vieti because
"there was no style or form to the drawings. The -line.a were heavily
drawn and not sharp and neat; they were not drawn to German drafting
standards".
30.
the compressor man be summed up as foUows:
The Bovi t gnproamer was prob;Lbly;abcut 80 silii tdv
aas1$er'in ameter than the 022 compressor.
Rotor blades appeared longer ant with nior. twist than
the 022 blades. ' .The type of ;blades atta~lhseat Ras not
known.
o. The rotgr wtCaeis were built "heavier" than the 022, 1. 9,
ole''an d more massive looking..?
d*
there: might ha!e beed'..'eight stages.
it did not' appear to be similar to the 012, 022,or 003
eoaprossor. "
31. DRAIDNEX had stated that the compressor had been built ant test run at
the factory in the Urals, where he had been working. It had not run
under reason own ipower. Onl motoring been coupletadq should, be for
t
this a,
32. The redeiigs of the single stage compressor test stand to accommodate
the Soviet compressor wheels was completed at the end of 1349. The
parts, such as nose inlet, outer;oasings, etc., had been built inithe
bad
workshop and were lying around at the b af 1096, All
to.be done was the installation work.
no`tests on the Soviet ooap?esser had been made:&% awe . its
33. The blueprint t ooapreisor were put into the archives at
Saved No. d. possibly VIIMLJ, who conducted compressor
would know sere
test stand
,
testing on the sag e s age oomM55er
ram
ro
t
d te
e
g
p
s
cte
about the, 4tiaate date of the proj
d)
.
the prossot had been abandone
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ZILPIO47 aaw .wswww ww -- kin on a diesel air- 25X1
POINT
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Page 10, Sketoh? No. I s Location of Stations,for 'Compressor Rotor blade
Profile Check;
Page 10' Sketch No. 2s Mounting of Coapressor Rotor Blades
Page 10, ; Sketch No. 3: Graphite Lining of Compressor Rotor Shroud Rings
Page 11, Ske toh ' loo. It Shatter type Pressure Relief System
Page 11i Sketch No. 2s ' rfoil Type Pressure Relief System
Page t1, Sketch No. 31 Compressor Pressure Relief Palter Installation
.Page 12, r Compressor Prossars Relief valve
"Page 13, 1 $skautio of Compressor Pressure Relief Pape Operation
,'.,'Page 14i 1 ?ohemstio of "'eagle i:tago Compressor Test Stand
Page 3$, 1 Stamk*pl (pressure sphere) Instrument
Page 16, $kstoh,Ro. Ii Gas Turbine Starter Compressor Assembly
Page 16, $ketok No, 21 Gas Turbine Starter Unit Installation in JUMO 022
.atmmgAt. Probably 80 German horse power (ps) is meant i much as
e ermn xeasu'-'re is used earlier' in the report} howvever the =text toes not
fully clarify the meaning.
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5+afioh o
ke+ch._. i
Locca+"io i of S 'afions for
+ioh ..
Sta
.Compressor blade Profile ch.ee s
etc
#2
Mtih9f
o.mp'ressor Ro+orr Blades
:S k e4 ch * 5
G naph iire Li n i Compressor
Rotor 5h'rot 4 2 i hogs
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041 6
'c Livi kage.__?.
.Kivism
lieait operafed
N rau
.
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-10 Shwt+ers arraigeA.-
arouid compressor inld rstiu#Fer- cllo;
Sloe tch * 1
Shutter type Pressure Relief Su4er?
~~sr
T -- --.- ~ Z - ~O-
sh dtegf
closed pos+416%
Aeo-
ToothPA~
,,
Ac~Na~ih L~hk
draN i all ?Peroed
mtoe4-ch # 2
Atrfai 1 Tu pc
Pressure ~Zelief 5y -cv"
Valves ivqf alla1ioh
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sMu~~er- o{~sr- -~~_ ,7
pos~t~oh~ Rotor sFo~ge
Compressor Pressure Rely of
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Ioo- l 1o r rn
Col retleh Spring
Valy s
Compress r 'Press r
8!CRET
Alwmj'naw alloy cos+ i'h5
rogo4
Threaded -art
S -d e We e w
Pressure rel ref Port (2)
Ce n n e e+i
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En.Sins AS
ftes"
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0
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Ch1YcAncl' (HrtQ
A"emsnent
MavdWe GAakct Oust
Jumv 0o?
Power
V h lit ,
A
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4rN11K4W. _ fic+e M4'4.w, a#gr TtJ,es (r)
Pd&kira U144 SC*I&
A14611 ckom
1"Pperr
Pres+Hre Tu6g% (s)
TONS View
'3TA U K V G E L Pressure S pkere U STA U.PrTI 0J1
slow
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WRIV
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as Tur. 11-tcha-I
Cowsso r A~ssiew~:bt.~,
ar b e S+a rter
Ck* bsr
i -n a N+~ro 0 22 'Gr AA a
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