1. POWER PLANT TESTING AT ZAVOD 2, KUYBYSHEV 2. AIRFIELD ON GORODOMLYA ISLAND

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01030R000100430001-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 89
• Document Creation Date: December 23, 2016
• Document Release Date: November 5, 2013
• Sequence Number: 1
• Publication Date: September 24, 1954
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
50X1
Thia material contains inforigrAtion affecting the Na-
tional Defense of the UnItedatates within the mean-
ing of the Espionage laws. Title 18, USD. Seca. 799
and 794, the transmission or revelation of which in
any manner to an unauthorlied person is prohibited
by law.
COUNTRY
SUBJECT
DATE OF INFO.
PLACE ACQUIRED
USSR (Kuybyshev, Kalinin Oblasts)
1. Power Plant Testing at Zavod 2,
Kuybyshev
,..2.? Airfield on Gorodomlya Island
REPORT
OAT6 DISTR.
NO. Of PAGES
50X1
24 Sept. l95
89 50X1 -HUM
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
D-84665 THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
50X1 -HUM
Comments:
2. Throughout the report:
WIEYSHEV is correctly KUYBYSHEV.
Ministry for Air, or Air Traffic Ministry, is correctly Ministry of Aviation
Industry.
282RIA is correctly BERM.
T'UPELOV is correctly TUPOLEV.
KA:3AR is correctly WAN.
OM is the abbreviation for Otdel Tekhnicheskogo Kontrolya (Technical Control
Section):
3. On page 5, Diamler Benz is correctly Daimler-Benz.
4. On page 6. KUZNITZOR is correctly KUZNETSOV.
5. On page 6 IMMELM is correctly li/LHEIXI.
6. On page 6 ESMENOPF is SEMENOV.
STATE j #X I ARMY 1#X NAVY 1 #X1k AIR h I ret
AEC
NOTE: Washington thstribvtIon Indicated by "xn, Hold tUstrilsWiwi 4
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?
SECRET
-2-
7. page 11, ISAIEFF is correctly ISAYEV.
8. On page 39, LEBIDEFE is dorrectly LEBEDSV
9, On page 51, BESIMIANKA is correctly BEZYMIANKA.
10. On page 2 of Inclesure 13, Mech Zavod is correctly Mekhzavod.
SECRET
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Declassified in Part - Sanitized Copy Approved for Release 2.014/01710 : CIA-RDP81-01030R000100430001-2
1/4 AF FORM I12?PART II
. APPROVED I JUNE 1948
-SET.
AIR INTELLIGENCE INFORMATION. REPORT
50X1 -HUM
PACE
PADES
SECT/ON
-n
?
?
TABLE OF COMINTE
PAGE
1.E3T OF INCLGSURE3
GENERAL
A. latroductice
Bo ftt atoriaal
C Min collantous
Do' Aircraft Sighted
SMART
to 'Object 003C
..B, Object 004
Co Object 032 ' ?
D. Object -0D3
E. Object 028
Fto Cbjaot A-022
Go 'Object M-022
Cbj?et
.2, ,Cbjaot "D"
/1004191finsous .
3
14
14
5
7
S.9
9
9
9
9
9
9
;
10
10'?
IV OBJECT 0030
V.
OBJECT Ci04
VI OBJECT. 012
VII . OBJECT 0 114
VIII ? OBJECT 028
IX OBJECT A.022
X: ? minor '6;422
csan. RIC"
XII OBJECT 811)*
XIII KBOILLANEOUS ?
? 1I

NOTE: nos Documi r LoN TAINS INFC11MAT ;ON AFFECTING rHE NATIONAL orrEmst OF THE UNITED STATES WITHIN THE MEANING OF OrE ESPIONAGE Act O u C
31 AND 32. AS AMENDED ITS TRANSMISSION OR THE REVELATION LIE ITS CONTENTS IN ANY MANNER hi AN UNAUTHORIZEDPERSON IS PROHIBITED By LAW.
IT MAY NO1 BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPTS? PERMISSION OF THE DIRECTOR OF
INTEU.IGENCE. USAF.
(cLAsrAn Ari ) T
IC-- U6711 I LI 0P1Mr91 Pite?I
50X1-HUP
50X1 -H UP
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? AF FORM 11/?PART
APPROVED JUN11194E1 .
?
SEGRET
ICIAS;n1rATION ?
AIR INTELLIGENCE INFORMATION REPORT
IC
Inclosure 41
MST OF INC LOSURES
50X1-HUM
PAGE
OF
PAGES
formulas and explanation of 50X1-HUM
symbols
Inclosure #3 ?
Drawing No, 1 Titled "General View of Object "K" with nomenclature.
Inclosure
Drawing Not, 2 ? Titled "View of Control Room for Test Stand 14", with
nomenclature.
Inclosure #5
Drawing No. 3 ? Titled "Test Stands 1-6 for Objects WS", with nomen?
clature.
Inclosure #6
Drawing No. 4 - Titled "Waterbrake for Object "K", with nomenclature.
Inclosure #7
Drawing No. 5 ? Titled "Waterbrake Type 70R Power Measurements of
Object Me with nomenclature,
Inclosure #8
Sketch No. 1 - Titled "Schematic of 2/4V Electric Safety Petcock"
Inclosure #9
Sketch No. 2 ? Titled "Schematic Drawing of Pistol Grip Fueling Nozzle"
Inclosure #10
Sketch Nos 3 Titled "Rocking Stand for Thrust Measurement"
Inclosure #11
Sketch No. 4 Titled "Schematic of Waterbrake for Object "K", with
torque measuring system
.4
Inclosure #12
Sketch No. 5 Titled "Schematic of Fuel System Test Stand for Object
"K"
Inclosure #13
Sketch Noe' 6 - Titled "Oval Itheel Fuel Flaw Meter"
Inclosure #14
Sketch No, 7
Inclosure #15.
Sketch Noo
Inclosure #16
Sketch No. 9
Inclosure #17
Sketch No. 10
50X1-HUM
OTE. THIS DoCuMLNICONTAINI, INEORmal ION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN lOW MI.ANING OF THE ESFRORAGE An, 50 D 5 E
31 AND 32 WS AmtNnEn I IS 7 HAWN ISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED By I AW
IT MAY NOVDE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNI1ED STATES AIR FORCE AGENCIES. EXCEPT 13Y PERMISSION OF 1HE DIRECTOR 0
IN T ELLIGINCE. USAF
SECRET
? 50X1-HUM
(CLASSIFICAllaN) 16-WWWI
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2.
AF FORM 112?PART II
APPROVED I JUNE ISIS
?
. .
e 'zugaints_.. r -
(CLASSIFICATION)
AIR INTELLIGEN E
k ? I
ON ?REPORT
50X1-H UM
PAGE
14
OF 51 PAGES
IL, GENERAL
Ae Introduction
50X1 -HUM
2. This report is
56
an attempt
I to expound in detail the tes-t stand activities and 50X1-HUM
procedures at Zavod II) Kuibyshev (5312N 0 in the 1,;:g
OTC THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S.C.-
3? AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAV.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
C fra iR Cr r 50X1-H UN
A...) i..?.
(CLASSIFICATION)
?
18-65.510-1 u. s. tormalat ram-riga wing
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Ai FORM I12?PART II
A. gm'AAPAnaCe
t
C:12?22C,? 2 A 1,47 7
in A 12e AA j2?22
AIR INTELLIGENCE INFORMATION REPORT
5
or
51
50X1 -HUM
B. Historical
50X1 -HUM
when test stand diagrams were completed and usable
copies were made and Sent to LEN/?RAD and MOSCOW.
in LENIN-
WU) tnere is an orrice for test stands. (When Object "K" was undertaken
there were two test stands erected at Zavod II and later four more were
shipped in from LENINGRAD.
50X1-HUM
high altitude test chamber from the Junkers Plant was brought to Zavod II
in disassembled pieces. It was never erected and was later sold to
another plant near MOSCOW in a corroded condition.
4. In 1947 the test stand erection had progressed sufficiently and testing
began on components of the BMW-003 and the JUM0-00h. Development work
was also started on the JUM0-012. These then were the first powerplants
of German origination to undergo development at Zavod II and had become
an important function of the experimental phase within the Ministry for
Air. Later, in the spring of 1952, these older test stand Units were com-
pletely dismounted and a new one consisting of six units constructed. One
of the units from the old test stands WAS used as No. 7 and mounted
perpendicular to the others and at one corner of the building.
? ? Am, (21 .?2 ? yi 21/2 2 -2 '142/10, YA-2'.112.14 I 11 1 14/ 1?M11/ 1111 '1 ? 11 ? st ANY MANNI ;I 1(t ? ?1?? 11.!c.. 1r2
11 ?A .1. 1. 1?1. 11.1'. I:. All01.1. CI; IN PART. Ire ? 1t1? ?? ' it. ',IA.' ? A11 IODLE ACE t v n't HY Pi ?v tit '
Nil I.. t
.12:) ItSkire I
.CLA IrA ION ?
50X1-HUN
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AF fORAII132?PART II
APPROVED 1 JUNE 1941
??
.33CAtieT 4.?--
ict,47,11, siON)
AIR INTELLIGEN
k
N REPORT
50X1 -HUM
PAGE 6 OF _53_ PAGET
5. The chief Soviet designer KUZNITZOR, who came from MOLOTOV, once made A
trip to MOSCO and shortly after returned. BLADE and a 50X1-HUM
General LIN came to Germany to see about starting a new industry within
UK Vf
the DDR. The ';oviets then were telling the Germans at Zavod II about re-
building PIRNA, DESSAU, etc. They were promising them that some day they
would all go back to Dermany and work on aircraft again within this
industry.. They were even given an allocation of quarters as commensurate
with their position. About the end of 1352 they heard that much building
was going on in DESSAU due to the influence of SAADE and that they would
be re-situated in this center of the new industry. 50X1-HHUM
6. About MAY of 1953
DIM was in a state of collapse. fl
7.
all work in DESSAU. PIRNA and SOUS.
many specialists at Zavod // seemed ,50X11-IUM
think that EDC had an effect on this industry collapse.
There were no publications in the
newspapers about the uprisings but within the UTIR it was known. The
Russians openly blamed the Americans for it. Although they were publicly
blaming the Americana for it they griped at the Germans there in YTJTRYSWEII
for it also.
50X1-H UM
From about December 1952 through June 1953 the ?;oviets seemed to ignore
the German specialists and didn't so much as try to obtain any assistance
in learning anymore about the various projects. These Soviet workers did
their job alone more and more until they were self-sufficient. They would
work alone and do their job over and over until they understood how.
50X1 HUN
this was a dictated policy from the Ministry fot
Air. The Germans were told in 1952 they were to be repatriated and most
of the workers seemed to develop a passive resistance and steadily in-
creasing loss of interest in their work. They were afraid that in enter-
ing new projects they may be kept there longer. It was noticeable by the
Germans that the Soviets in charge didn't like the idea of their not going
home either. luring 1952 and 1953 tension increased and VOGEL once ap-
proached a Soviet by the name of SEMENOFF, who was always present at the
Official State Test runs, and who came from the Ministry for Air. He
asked, "117 can't we go home?" SENENOFF answered this by saying that it
had all been discussed within the Ministry and everything was cleared for
this move, but that something within security that he didn't know about
came up and had hindered its progress, there seemed to
be a definite change taking place in the security phase of events there
due to the BER/A complex. 50X1-
NOTE: 7141S DOCUMEN T CONTAINS INFORMATION AP EECTING Frit ICNAL 1:1,E1:44:.1 OE THE UNIT' .) STA AMON 1'I. ME AN INC. OF TNI ESPIONAGE AC r. 50 U S. C ?
31 AND 32 AS AMENDED, lit TRANM..jiQN OR THE RiTEL,771701 C1? I CONTENTS 114 E.1 MAN'. ,? TO AN 1/NA1THORIZED PERSON IS PROWSITED BY LAY
11 MAY Nor FIE REPRODUCED IN 11110LE 01 IN PART. BY OCHER FFIAN UNIT Ie ? SIMI AIR FORCE AGENCIES. EXCFPT BYvPERMISSION OF THE DIRECTOR 0
INT ELL IGENCE. USAF.
???
Or.
CSSlrCAT;Cl
If valo *
UM
50X1-HUI
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AF FORM 10?PART II
.APEROVEUI1UNEUIE
? AIR INTELLIGENCE
?
ON REPORT
50X1-HUM
PAGE 7 OF
51
INV^.
S. On the 26th of June 1953 They received orders to stop their5 OX1-HUM
work. On 30 June 1953 VOGEL was taken with 105 other specialists and
their families to GORODOMLYA ISLAND at OSTASHKOV (Branch #1, Zavod 88)
where they were to join other specialists from the Air Traffic MinistrY
Here they were told thoy would stay to forget their Zavod II experiences
?50X1-HUM
prior to their re triat on
The next -
in 4 weeks. (Note: Later,
both groups were reunited into 50X1-HUM
r again divided. They had been told that because
of BERIAIs arrest that there would not be anymore transfers). 50X1-HUM
50X1-HUM
C. Miscellaneous
1. on GORODOMLYA ISLAND an airstrip there. 1 I ,
biplanes there
eere being radar tracked for practice. Thes,50X1-HUM
l
biplanes were 2 seaters red and had a 5-cylinder enginel
M-11
50X1-HUM
2, Many times V/P personnel visited Zavod II. These visits averaged about
one every two weeks. Often Directors and Chiefs of other plants and
officials from the Ministry for Air came to visit the plant. At one time
a chief design engineer came from MOLOTOV to visit the plant. He was with
a mission from the Ministry for Air. He stayed for another 4 or 5 days 50X1-HUM
after the mission personnel left. He was Russian but had a short German --
sounding name
During h s
several experimente with the Object 14-022 and drew up a characteristic
engine curve for calculating engine output. He also put several different
hole-pattern types of sheet metal havin vari iee perforated holes in
front of the intake
pattern was placed
were recorded. After this man left, the
experiments for some time.
30 One very old man I
came to visit the plant. The Russians mentioned that he was a great 50X1-HUN
scientist in jet powerplants. VOGEL stated the man seemed to feel insecure
in the plants atmosphere and didn't show much practical enthusiasm, thus
indicating he was a theorist and not experienced in the practical aspects
of engineering. Also, l la man came through the plant with
a large committee. He came to see the Official State Te ts
seemed to be a very important man
the man's name was TUPELOV, the great Russian designer,
14. Once a supposedly famous Russian pilot, who had shot down many planes,
visited Zavod /I. He toured the plant with other pilots in a group.
these Russians openly talked about their flying in
KOREA and that some of them had shot down "SABERJETS". They ?poke of
KOREA as being similar to SPAIN, only as a testing ground for the future.
s Whenever each new 50X1-H
the tailpipe temperature readings
Germans carried on these same
?
50X1-HUM
50X1-1-ILTh
Non THIS tyx...?ArNT EONIAINN 11P.IR MA r 1N L'itiriNli .?; rinNAL HEE ENV.E IRE I.NITED STATES WITHIN TGE ME AWN.: dr 7111 ESPIONAGE ACT. 50 U U c
II AND p A WI No 11 115 1RAN Tyr WI VII A:lI,.'I 0111 Ni S IN ANY MANNER 10 AN IINAU1111)P1/10 PER:IGN IS PHOHIHITEI) BYLAW
El' MAY 11,11 IN , I .e.P11?1 I IN 11110LE OR IN PAP I Ur 0 ;IAA IRAN UNI11.0 SPATES AIR FORCE AGE M;10E EXCEPT fly PERS11_.:4011 01 I W. DIRECI OR or
INIELIEGENEt."
50X1-HUI
se -r-
tAfIINI I n !if.4711 I 1
?
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AF FORM 112?PART II
? APPROVED I JUNE 1948
?
(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
PAGE
D. Aircraft Sighted
50X1- H UM
OF 51 PAGES
50X1 -HUM
the TU-70
came into KUISYSHEV almost every day.1 a DC-3 trpe
transport landed there each da One other type transport to land the--
12 50X1 -H
at Zavod II, M1045's would buzz ?uite often* But
mostly in the summer and in clear weather, it was 50X1 -H UM
generally known they flew little under poor weather conditions.) F
knew at Zavod II what the MID-15 was*
they had heard about the MIG-15 defect-
ing in KOREA on the radio about the 22nd Octeber 1953, The Soviets also
told them the day following the incident about it. They blamed 50X1- H UM
oi--1
capitalistic influence f or the incident and said the pilot woul not live
long. There was another fighter type similar to the 103-15
buzzed Zavod II one day. These flew not quite so low as thi?wma-51ir,;?
\ /they didn't know what
t e it was but it was slightly different*
the nose was different and seemed longer. The wings were
sliOhtiv different 50X1-HUM
the tailpipe was shorter and had a soz-50X1-HUM
bulge (similar to the YAK-23)
50X1 -HUM
50X1 -HUM
50X1-HUM
GTE: THIS DOCU MEN I CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING Ot THE CMIONAGE ACT, SO U S. C.-
31 AND 32, AS AMENDED. I rs TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBIT ED BY LA1 .
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR 0
INTELLIGENCE, USAF.
?
,
rip..
- A IC ION/
" 6M.7" Ii "`"""t -50)0 -HUM
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AF FORA, 112?PART le
APPROVED 1 JUNE 1948
?
%ad; :.?Javi_.? 3
(CLASSIFICATION) .
AIR INTELLIGENCE INFORMATION REPORT
50X1-HUM
111.. SMART
A. Object 003C
?
The 0030 is covered in slight detail main in
test stand rune.
PAGE 9 or
PAGM
50X1-HUM
? ? . ?
general specification figures are given. Same indications of the production
history will also be included.
B. Object 004
The MO 004 development will be briefly described with 50X1-HUM
emphasis an historical data and some noted differences of those engines that
underwent tests at Saved // and information known.
?
C. Object 012, ?
The JIM 012 will be described as to the engine in general and specifications
? as a matter of interest and comparison to known d is more for
checking if any s 50X1-HUM
changes occurred at Saved II.
D. Object 01$ -
The HMS-018 will be described as a matter of historical interest also.
Specifications will not be entered
?
? ?
S. Object 0241
The S3am0211 will be described with the same interest as the BMN-01S.
F. ObJect.4.022,
."7
50X1-HUM
The Object A-022 will be described in detail ? .50X1-HUM
1;-41;ee;, asosisory, and development descriptions, along with the die. 50X1-HUM
This includes specifications, construction, test stand procedure,
meetly procedure. Since this engine was series produced, are points of --
interest giving indications of a confirmatory nature are included.
O. %jest HP-022
Since this powerplant is two A-022 engines coupled together through a gear
reduction box driving a contra-rotating propeller. A brief description of
the modifications will be included in this project.
H. Object "K"
This powerplant is an enlarged version of the A-022 and since this
plant had never reached its full d
DTI: THIS *acumen' CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITE() STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. SO U.S. C.? ?
MANI) EL AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORI2EDI1ERSON IS PROHIBITED BY LA?,
IT MAY WIT RE REPRODUCED 1/1 VA1OLE OR IN PART. BY OTHER TIAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF 1HE DIRECTOR OF
IHTE/JJGEMCE. USAF.
SE:EaRt.. 1 ?
MANIFICA r
50X1-HUf1
IA - 41100-1 * VS. wnroutirt morn ague
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AF FORM 112?PART 11
'APPROVED 1 JUNE 1948
?cm" skaT IC Nc
AIR INTELLIGENCE INFORM ?
N REPORT
?
PAGE
10 CF 51
50X1 HUM
PAU'
-
I. Object "D"
Since this powerplant was being developed only in the primary stages, little
can be expounded upon other than it was similar externally to Object "K" and
was said to be a "high altitude" version with supersonic compressor.
J. Miscellaneous
Here small items such as extra products, and items of technical interest
other than large programs will be included. It is used also to afford ad?
ditions, and/or re?vision notes obtained while report is in writing.
01E: THIS DOCUMENT ? ? NTAI NS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED FATES WITHIN INC MEANING OF THE ESPIONAGE ACT, %I) C.
3! AND 32, AS AMLNDED. ITS TRANSMISSION OR THE REV,: v"I.Th OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORILLD PERSON IS PACililUI -IE..) BY LAW
IT MAY NOT BE REPRODUCIED?IN WHOLE OR IN PART. BY u I AR THAN UNITED STATES AIR FORCE AGENCIES, EXCEP1 DY PERM I&SION GF THE DIt;ECION U
INTELLIGENCE. USAF.
50X1-HU
c n IT old 7-*
:331.70? * 0.0 canitu.uir P.11111ING orrict
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)eclassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
asv e
?
AIR INTELLIGENCE INFORMATION REPORT
AS FORM 112?PART 11
APPflOVED I JUNE 1948
?
OBJECT.00,2
As 09flerkil
50X1-HUM \
PAGE
OF PAGES
1, The BMW 003C was being developed by the BMW Plant in the Soviet Zone of
Germany. The 003-42 had some slight external changes made in East
Germany in 1966. A working model was taken along with plant and test
stand facilities as reparations in 1946 to the USSR. The 003C underwent
development from summer 1947 through minter of 1948. The "C" model 42 it
was produced had different combustion chambers which were a development
of the "A2" model. This was meetly in re-routing of the cooling air to
produee greater volume. There were also changes in the turbine bbuket
design. There were some changes made here too, to pass a greater volume
of air for cooling the turbine buckets. The A-2 model had 800 kg thrust,
the same as the A-1 model, but the 0030 had 1000 kg thrust. (Natal This
is quite low for the 003 models. It should be closer to 1800 kg and
2000 kg.)
2. There were various material tests being run on the turbine buckets of the
pre-production models of the 0030. Sone changes occurred in bucket ma-
terials and shapes. A newer type fuel regulator was also used. This
newer regulator had an accelerator valve that was built externally into
the system. It was mounted on the compressor section and connected to th
regulator. Its function was designed to squirt more fuel into the
burners through separate jets to the spray nozzles for quicker accelerate.
tien. This was essentially based on the carburetor acoelerator pump con-
Aeption. (Note: This system was later built integral into the regulator
and used on Objeot A-022).
So Production
50X1-HUM
le The 0030 was said to have been series produced outside of Zavod II.
Dr. CHR/STIANIs Group care to KU1BISHEV
from PUSAN.
\the 0030 was being
test run in LENDGRAD. Some of the indicating factors
\
which pointed to assurance that the 0030 was being series produced in-
clude: 50X1 HUN
?
a. A Soviet Lt. Col. by the name of ISAIEFF, who had been in charge of
work at STASSFURT, had gone to LENINGRAD and later came to Zavtd I/.
Ho was well versed on the 0030 and \MAIM" hae
been working on.an 0030 production project. 50X1 HUN
b.
tes ing aci it es a
or better.
CA" ell III
corn:par
0
50X1-HUM--
Co Two specialists from Zavod // were sent to MOSCCW to a factory. They
were to help solve a manufacturing problem revolving around the pro-.
duction of the fuel injection nozzles for the 003C0 This factory, '
i was quite barge and was solely produc-
ing fuel injection jets in large numbers. 50X1-HUM
int TlIllk1lMINI YONIAINL.INI 111:MAI ION Al 111.1041: 1111. NA11ONAI 11111N414W 1111.11NI ILOS1/111 werinti 7111: MI ANING lil I ..1?10NAG1 AG1. MI II S
31 AMU 32. As Atilt NII:11 In; 114ANI.MINNItIti ON 1111 nrvi I A1DM 01 I IS CI1N1r.NTS IN ANY MANNER 10 AN IINA111111110/rIlltiroN P. 111111111131111 liy LIW
11 MAY NOr /11 111PHOOtlel IN MIMI: Olt IN l'Alti. BY 0111111 ',IAN 11N1 110 11All't Alit r011Gi. AGI NilCt. riN'l III DY IIMMINI,1014 01 I H1.. tilkil. lint'
INII II IGO NCI .11NA1 50X1 -HL
r`OR FT
, it"...irs Al kW
ts r?Ati:q I ft u ? .4??????Linr ,,,,, .w.b nen,
npolassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AF FORM Ill?PART H
.. APPROVED I JUNE OAR
AIR INTELLIGENCE INFORMAtION. REPORT
50X1-HUM
PACE
2OF 51 CAM
d. The first group of German Nationals to be returned to the Bast Zone
of Germany in 1950 was replaced at Zavod II by Soviet workers and
specialists who came fran KASAN, and sane from other places. All
these personnel were well familiar with the BMW 003C and at times
rtentialeci that it was being series produced.
e. 1Then the second group of Germans returned in 1951, they were also re-
placed by Soviet technicians. eut this 'oup was different. They
knew the 003C well, and were well trained in its production phases.
but there was no more talk of the 003G. they were 50X1-HUM
briefed more strictly about security.
50X1 -HUM
Lb
during the
first cart of 191A. was
0 Ian engine
at Zavod II there was an engine
(0030) that was of complete Soviet manufacture. All hos0X1_-_HUM
neotions and outside accessories were of Soviet manufacture. But
these were all of American design and all threads and measurements
were in the ifiglish inches system. These connections would not fit
any of the standard German designed connections on the test stand
and much welding was needed before test runs could begin. Also, it
was noted that the engine suspension design was different from the
type of Zavod /I manufacture and appeared more to be for aircraft in-
stallation. This engine was to include a modification made by a
Soviet engineer and was the sole reason for calling on technicians
to work during a holiday. When the test finally began the turbine
temperatures were too hot and the testing was halted at 0
morning. The powerplant was dismounted and taken away.
50X1-HUM
lens truoti an
1. wile 003r. as it was built at Zavod // had both overhead and under-attached
types nf suspension. It was a turbojet engine with a 7-stage axial flow
eanpressor and a sintular annular. combustion.chaftera There was a single
stage turbine having hollow steel blade's with cooling air bled Through.
There were 8 or 10 (Source cant t remembera bet knows it-was au even
number) fuel ejection nozzles evenly spaced around the outer wall of the
combustion chambtm These were "IP shaped' the jet sprayed downstream
directly toward the center of the cembustien chamber from the forward part
I f the ohamber itself. Mere were four starter jots spaced equally
around the annular chamber and the four igniter plugs were placed
directly behind these jets. The starter *jets:'were slightly to. the 'rear
and to thn nide of four main jets. There worn two fut manifolds, we,
a SI in:de fuel manifeld system for normal runn rf17,- ntrifi two, a separate
mingle !nerd feld leading.. to the star tinr, jetso This way gasoline tuuld ha
nand f or s tar t I ngi. ?Fuel pump Weill the p4itimempreanure?
of 1107 to kg/am' and the file) nontria incorporatma an aeoelerator
,:overutor, Lied In el th the man ter centre/1 th-retbtite ' ?
oti lily. hos ?MINI I iN111141.1NI 4111i 1144.? 1111 NA 11. i/141 111N.I 1111 Al 1 '? IIIN Ill 411111141..ii1 III, I 4. I.. 11. .
4.41Nlit i ill 1111 111%11 .1 N 1. irs AN1 MINNI 11 1141A11111. .111:11111 i
II 1141 Hill 111 111111.11.11.111 IN 1?111111 till IN PAHL III 0111111 111AN ON! 1111 ??1 111.. Al,: 1 1 /0.1M II.. I ?. tit
INIIII Ira Nil I1A1
teditr'w
"Iit
4
50X1-HtM1
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AIR. INTELLIGENCE INFORMAT ON REPORT
AFFORM 112?PART II
APEEOYED I JUNE 194
50X1-HUM
PAGE 13
PAGES
2. Lubrication was of the dry sump system wit the pressure feed to the main
bearings. Normal oil pressure was 6 kg/ce. The exhaust nozzle was of
the variable area type. It had a steel outer casing with air cooled
double skin, and a movable air cooled. It-oosition inner cone that operated
electrically. Ithe specifications of the
003C
50X1-HUM
Diameter
Length
Frontal Area
Weight
Thrust
RPMIs (maximum)
(normal )
(cruise
Fuel Grade
Compression Ratio
Air Mass
about 750mm to 800mm
about 3SOQmm to 3850mm.
about ohm
about 900 kg
about 1000 kgt.
10,000
9,700
9,350
kerosene or gasoline
(unknown)
(unknown)
3. Starting was acccAplished by a small two-cycle motor installed in a dome-
shaped gear reduction housing ahead of the compressor section and centered
in the intake ducting. This was connected directly to a shaft by a geared
coupling and clutch arrangement that uncoupled automatically when the
engine was running on its own. This outboard type engine was in turn
started by hand and rope, or by an electric motor which was built into
the unit and utilized the aircraft batteries. This was called a firctenEL?
motor.
Do Testing
le There were three general types of tests run on this powerplant. Although
they were generally similar, they each had a different purpose and at
various stages in the formation of development they were dissimilar.
They were:
a, Special Teets
b. Endurance Tests
co Official state Acceptance Tests
26 The following is the testing, i.e. (a,b,c) in breakdown fermi
a. Special Tests
(1)
Special Tests were run for special experimental testing to solve
a particular problem) or to test a particular component such as
.compressor tests, or limit load tests, etc. The first series of
tests were compressor tests. Here there were readings of all
stages of the compressor., This was to cross check pressure rises
against theoretical rises in blade designs and to facilitate the
' completed compressor developments. Then, there were oil circu-
lator tests along with fuel system pressure checks. Here the
fuel pressure was read before the pump (at pump inlet) and after
the pump (pump outlet) And in front of the injection nozzles.
The oil pressure and temperature readings were taken also at
various places,
mum liii. 191.11141 NI oNIAlpe. op/IAA:P w All11.11tp. lilt NA iuNAL 1,111.NGA. 01 1111 IINIII WO A II '? WIIII1N MI ANUS. (11 !III 1*.PIONAUE WI. SO U. I.
II ANI' V k. AIN WI II Ir. 01 tut ill iti yel 4/1144 ill II' oN It NI1 IN 4t4Y M(NN: I: Ii) AN IINA11111/11?1/1 D 19 Ir.ON I Plit111111111 () DY I AW
II MA III II uIIIoituptl11 IN Wilill 1 VII IN 1'411110 Ulla It 111AN 111111111NIAlll All( lUIN I A1.1 tli'll".. ( 9(91?1 IlY PI IIMISION OF 110 0/141.t.11)1t0
IN1111114 MI.1ral
rs emS t ???? ?????
N.11' Akar c:
If AA4-II I f- v a
50X1-HUN
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-----
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- -
-a..., NIT .61.2.5119?..'s..."`: ?
Arl?KM.1 I AMR 194i
50X1?HUM
? AIR INTELLIGENCE INFORMATION REPORT
PIGE 114 OF
51
1 . . 114GM
50X1-HUM
(2) Prandtl tubes were used to measure gas velocities and pressures
at three places: QTJ and P4 and around the tail cone. \
(3)
?
These Prandtl tubes were linked to manometers using mercury and
some using kerosene. Generally there were two types of readings
taken One measurinv, ( 4.) dynamic, and (-) static pressures to-
gether. And the other taking only static pressure readings.
The Prandtl tubes could be adjusted to various depths into the
slipstream by merely sliding in and out to adjustment by clamping
tight with ring clamps. There were special tests run with these
tubes at various depths. For the endurance tests the position
selected was halfway between the outer engine air intake ducting
ring and the intake spinner dome. Reading pick-off points P, P2,
and P6 were used to take static pressures only and consisted of a
one millimeter hole in three places spaced evenly around the cir-
cumference and all leading to a single manometer. These mano-
meters were made of a "U" tube holding kerosene. Sometimes with
the Prandtl tubes, pitot pressures were plotted against the
static pressure at the same point and the difference was recorded
as the differential pressure. The manometers were of flerman de-
sign and manufacture. Later) as some were brokon, they were re-
planed by Soviet manufactured manometers. These Soviet pressure
gages were of ,theial indicating type similar to the German de-
si 'ed ones. Nowak/or, these did not work well and so the mercury
were reverted' to. At first all manometer tubes were read
by ratans andinotehl on a NORFORY sheet. /n addition to this
th? were photdgraphed. later all readings were photographed
cagy. This wasi. done by the Soviets.
;.
There was no p4e-determined time allocated to the special test
runs. They woUld run as long as required for the tests and then
be 'shut down. There would sometimes be long periods that the
engines would be left at on a pre-determined setting. This was
to let all readings steadily settle down. Temperature readings
were taken in. three different places.
(4 Ta (atmosibere) was read somewhere near the intake ducting.
(b) T2 was taken directly behind the compressor.
(o) Temperature readings were taken in the combustion chamber
at the head of the chamber near the intake guide vanes.
(d) T6 was the tailpipe temperature readings taken in the tail-
pipe.
T2 and 16 while being taken were done at various depths from the
outside surface. Veasurements were recorded by thermocoupling.
Temperature readings were sometimes read near the turbine instead
of at the head of the combustion chanter, but this was never at
maximum parer output. Tachometer readings during all special
test rims were always cross checked for calibration. Other
checks were' Accessory checks, generator checks, including checks
on generator cooling efficiency. ?
?, .?, ?... ..1:1.,?.41 IIIIN.I t.i .1hri I. ..V11:104 MI 4t.t114. '1 1.1'
.1 1141 1.? 4 1411 104N?.411.??, I,j7fl4? Jr: i NI% IN ANY MANtil 14 II, 4N N41111..011.'11.14 I..ifl ,..4.11. 11 In !AW
II MAY ? . r. NOW: 1 .11 IN 144111. II, a 11.1 : AN 1?N111:1 .14:1 41111411711 Aithi 11'? 14(11'1 II. I, 1'141 .110..1 ? ?1 11111/. i 1
IhIl 1 114.1141 1 1.'4%1
Sg
ET
In 4
? -50X1-HUM
jib
.4
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AFFORMHZ--PARTH
ccussu:00:0;m:-. ---
APPROVED JUNE INS
. AIR INTELLIGENCE INFORMATION REPORT 50)(1 -HUM
PAGE
OF mom
b. Enduran% Tests
1.1)
?
The enduran e tests on the 003C began in 1948 with the first
powerplants undergoing special attention in the preliminary in-
specticns. The first hour of the test running was along the
following pattern:
( f )
( g)
The engine is brought up to starting RPMes (about 800 RPMks
by an electric pendulum type motor and the ignition plugs
activated.
Gasoline els pumped into the starting manifold which leads
to the four starting injection spray nozzles which in turn
sprays fuel into the burner near the ignition plugs.
After atomization and ignition, and when a fire is burning
evenly around the annular cam, the speed is brought up to
1100 RPMIs by the throttle controlh Here kerosene is in-
jected into the burners by the normal manifold and the gaso-
line is simultaneously stopped.
The RP)'s are then increased to 2000 and steadied momen-
tarily while the idnition plugs are shut off and the start-
ing motor is disconnected.
The RPM1s are again increased to around 3000 to 4000 and
held constant. Here a check is made on:
(1) Tailpipe temperature
.(2) Oil temperature
(3) Oil pressure
(L) Fuel pressure
(5) Leaks for fuel and/or oil
(6) General inspection by mechanic for loose connections,
etc., on the external part of pcwerplant
If all appears satisfactory the engine is then slowly ad-
vanced to maximum take-off poser of 10,000 RPM1s. Here it
is steadied again and the (variable tail cone outlet) ex-
haust ncezle area is adjusted to obtain 1000 kgt (thrust).
Here the first hour of testing begins.
For the first five minutes the engine is run at full power
and all measurements are carefully taken at the beginning
and again at the end of this period. Exhaust gas velocities
are measured by a tri-hole tube called a "measuring cylin-
der", (see Sketch No. 8 )0 This cylinder has three holes
drilled in it and could be rotated by a control linkage
from the test control room. The cienter hole would be
directly into the slipstream when the cylinder is rotated
so that the two outer holes have their pressures equalized.
At various RPM's this direction would change and the system
was desi.sied to obtain a more accurate pitot pressure read-
ings. These tubes have five levels of holes and sometimes
for special tests all levels are linked to manometers. But
for the endurance tests the middle depth is used.
OH l? NI' LIN "rmilloN All I row iNAI UNA' ni"iiii. um I Ill SI All Wi I INN lilt. mi AWING or rill Ili:MONACA: Arr. So U S. C.?
II
II ion 1101 Ri poi tom IN IN MOIL till Ill VAN'. (IV 01111.11 IVAN tINI Il)STA II AIR loner: AGLNCII.iL LXCI I MI:MISSION OF THE DIRECTOROF
ANI' Ami :Ail I ? Ili. gum. r IN 014 lin IA LiiAl loN or corill Nis; IN ANY MANN! lo AN RSON IS PRoiruni Fro By LAW
sEdart ?.
olV1,41h411.4.?
?
50X1-HUN
16 t.:.!7 U. S. co mom NT ',Rio., 'once
1
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 CIA-RDP81-01030R000100430001-2
? AF FORM 112?PART 11
APPROVED I JUNE 1948
S!
17ir-40;774.1:?
A.-rot ?
LA GA ION
'AR INTELLIGENCE INFORMATION REPORT
50X1 -HUM
PAGE
16 or
51
PAGIS
(h) After the first five minutes of running the tail cone is
readjusted to decrease velocity and tailpipe temperatures.
(i) Then the fuel flow is reduced to moo mows uso%) by the
hand throttle linkage to the fuel control valve and the en?
gine is run for twenty?five minutes more.
(Notes During this 25 minute run and only during special
tests the tail cone is readjusted.)
For the endurance testa the tail cone was left at the pre?
determined setting and stayed there.
(Notes There were four pre?set settings that were to be
selectable by the pilot fbr the flight tests.)
During this 25 minutes all these readings were recorded
twice more.
(j) After this 25 minutes of continual running, the exhaust
nozzle area was again increased. The fuel flow was further
retarded and the engine RPM'S brought down to 65-70% which,
is considered the cruising power setting for
maximum efficiency. 50X1 -HUM
(k) The Mils are steadied and another 25 minute run is made at
these conditions. During this 25 minute run the generator
and hydraulic pump are put under a load. Also, air is bled
from the compressor section from between the 6th and 7th
stages to simulate cabin pressurization. In addition to
this, air is bled off from the 5th stage and used for tur?
bine cooling.
(1) The last 5 minutes of the hour are used as alternate load?
ing checks. This was accomplished in the following manner
The tail pone is opened to maximise travel and the en?
gine throttled back to idle. Here a mechanic will make
a quick visual check of the engine (externally).
Then the throttle is advanced and the speed is increased
to 60% with tail cone left open. The engine runs here
for 1 minute then is .brought back to idle.
Then again the engine is accelerated from idling speed,
but this time to 100% RPM, e. A man With a stopwatch
time the acceleration to 100%4 (Notes Tail cons
still open).
(1)
(2)
(3)
(14)
(5)
After this, it IA brought back to idling very slowly.
The timing to 100% RPUss is repeated, but this time the
engine is left at 100% and the tail cone is re?set to
maximum output.
Non II,,; MEOW NI I ON IAIN'. !Nit111MM ION Al I ICI INC. 1111 NAI IONAI 11111 tcr t/F 1111 UNIII'D WITHIN THE MEANING UI lilt E.SpIONAGE ACT. IOU c?
m AND V m Aml NM 11:. 1 1/AWDMitili,11 1111 11 11. 111 VII Al ION 01 114 CON1111P4 IN ANY MANNI.11 Ill AN UNAUTNOlillt II 111.160N IS PRoMRIIED 11v LAW.
II MAY NW Ill III PIttillIk III IN W1101.1. OH IN PAM. In QINtlI I HAN IINI I ID 5.1AI CS All( I ORCL AGINCILS. Lyet,11 SY punt tziou OF THE DISLCTOR OF
11111
S -I- ET
0 1 41:1rit A
? 50X1 -H UN
le -Una I * ? I??? MM.
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
)eclassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AF FORM 112?PART II
APPROVED I Juric
? .SFragcEr:
AIR INTELLIGENCE INFORMATION REPORT
?
?
.50X1-HUM
PAGE l7 " 51 MGM
(2) After the tail cone is re-set, the second hour begins. This hour
by hour testing would go for five hours. A five-hour period was
then considered Phase I of the endurance tests. At the comple-
tion of each phase, all filters are checked. These phases were
repeated by various amounts to make up various types of tests.
fa' -en phases originated the 50 hour tests and was at first con.
sidered satisfactory. Later it was a standard for plant
records testa.
(b) Twenty phases made the 11)0 hour test which was later adopted
for the Official State Tests standard.
0. Official State Testa
(1)
The official state tests were a special thing. For this test
which was monitored constantly by the Ministry for Air, every-
thing was more rigidly controlled. Al]. pre-test assembly was in-
spected by the military comnission. The conditions for the tests
were, however, the same as the Plant Endurance Tests. This mili-
tary commission calibrated all instruments for reading errors*
After inspections by the commission, everything was sealed and
safetied. At the completion of the test, all seals were again
broken and reading instruments were again calibrated for errors
or noted changes.
(Notes Paragraph 4.20 the fuel aooelerator added more fuel far5oxi l-HUM
acceleration. 'is, of course, is the opposite in theory of auxiliary 50Xi-HUM
In
units neoessary within the fuel regulator system. It might be 1
an over-speed governing compLeent. Par. A020 is
system functioned a ) . 50X1 -HUM
?
N0N. THIS DOCUMTNI CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, S3 U. S. C.-
31 AND II. AS AMENDED, ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
? IT MAY NOT IK REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
ontwomem USAF. . 50X1 -H U
SEET
,rcAs FICAll Is.-116/70- I * a. O. 410?Inittlit felting arned
nenlassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
r-
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 CIA-RDP81-01030R000100430001-2
? ,
? ?
FOM 112?PART )1
CLASS CA ION)
/JPPROVED I JUNE 19411
AIR INTELLIGENCE INFORMATION REPORT
50X1-H UM
PAGE
PAGE5
OBJECT 0014
A. General
? 50X1-HUM
1. The JUNO 0014 powerplant was a Junkers development that paralleled the 0030
development, both in Germany, and at Zavod II when teat work first began.
there were no important tests made of the JOBE/ 00/4
powerplant development at Zavod II. There was component testing and sane
special tests made of a preliminary nature. These were made th_onnaration
for the development of the JIMA() nip I
this small Use of the 0014 at Zavod II was on
some erienoe in turbine engines for the Soviet engineers.
50X1-H UM
50X1 -HUM
to pick
Zavod II.
many tests of this engine run n+
50X1 HUM
3o The 004 was later used and run to drive, byaa coupling, the compressors in
various types of tests on the 012 development. It was again later used in
the same manner in the development of the A-022. This system of power
availability was accomplished by coupling a drive shaft from the turbine
shaft, behind the turbine, and running straight behind to the test com-
pressor mounted an a stand directly behind the oohs The exhaust gases were
funneled rearward and then upward by an oLn shaped exhaust tunnel thus
avoiding interference with the compressors being tested. The driveshaft
passed through a hole out in the exhaust tunnel at the elbow. This project
utilising the 004 had an engine redeslgnation. It was re-designated the
OT-2.
Be Specifications
le
50X1-H UM
1 Sale changes made at
Zavod II may show up in the listing of general speoificationsel
Type Axial flow turbojet engine
Caspressor 11 stage axial flow. 2-piece aluminum alloy with aluminum
stators and guide vanes, with 11 rows of steel rotors and
spaced with aluminum rotor discs forming the bullet that
was held to shaft by flanges.
?
Single stage with solid steel bucket blades and hollow
steel air-cooled nozzle guide vanes0
embus ti on 6 individual but interconnected cans of the straight
through flow type having a single injection nozzle.
NIL lily; MUNCH II 011 AIN. IHI ONMAI ION All IA 1INI) 1111. NAIIONAI Iii crtsr or 11W 'mom STATOR WITHIN WE III AN ING Or Mir ESPi0NAcr At: I. So II 5, o -
:11 AND Ja.AS Alm III.) I IIANNM ONION till TIII NI.NRAI ION OI ITS VON II N15 IN ANY MANNER 10 AN Wain IIMIZEn pritsoN N RR/Minn! ro liv tAm
II MAY NOT In III ptInnik II) IN *11011 OH IN PANT. nv QIPILIl 11IAN OM', I 1) S1 AFES AIR FORCE AOLNOILS.t.no1P1,111. PERMISSION OF lin: Dna:oral; a
1111111 MI IN I
50X1 -HUI
SEpFkgr
0.
SO On /0 I * ...arias arms
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
'AFFORM1124ARTH
APPROVED I JUNE 1948
AIR INTELLIGENCE INFORMATION REPORT
?
50X1-HUM
PAGE 19 OF 53. MOB
Exhaust Nozzle... Variable type, inner cone hydraulically controlled and a
steel outer casing.
Fuel System Dual manifold system with a BAB)/AO type fuel pump of
1400 ltrs/min. capacity and 50 kg/cm' pressure. Speed
governor within regulator.
Diameter 850mm
Length WOO=
Frontal Area Unknown
.Weight 1100 kg
Fuel Grade Kerosene or gasoline
Thrust (mmximum) 1E00 kg at 9000 RPM
(normal )0 1500 kg at 8500 RPM
(cruise )0 1300 kg at 8200 RPM
NOW THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPINDUCED IN?WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGEN USAF.
SECARET
16 ...664 . ???????1?1;???????? 'no 6
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' I
50X1-HUP
leclassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
ASigaghr"T..:
AFFORM 112?PART II
APPROVED I JUNE 194$ ?
AIR INTELLIGENCE INFORMATION REPORT?
V/. OBJECT 012
AO General
50X1-HUM
PAGE 20 OF 51 PAGE
-50X1 HUM'
le The JUMO 012 underwent development production at Zavod II.
1 Two of these engines were
sent to museums in 951 and two were scrapped. This scrapping was on a
general basis and other older powerplants were also scrapped at that time
There was a large number of cans to the 012 burners manufactured and when
the project was halted they became surplus. They were later used as
waste baskets. The man who suggested the cans be used for this purpose
received a 6 month's pay increase bonus.
2. In the spring of 1953 an 012 Was used to assist in the air flow calibra-
tion for the intake ducting for Objects "K" and "D". This was ac-
complished by connecting an aluminum tubing from the intake ducting of th
"K" to the intake of the 012. Then, by running the 012 they passed the
air mass through the "K" ducting and could thus take readings which were
used for calibration.
B. Production
50X1-HUM
1. not more than 11 or 12 engines were made at Zavod II0
Sens engines of the 0129 series were shipped from Zavod II but no
personnel.from the plant went with them. These engines were first given
trial testa of about 10 2 hours t ed up and made _react, for
shkpping?'
the manner in which because of
for flight testing. Always when an engne was to be flight tested on an .
they were test run, they were shipped 50X1-HUM
aircraft more care was taken during the trial tests.
a. Plotas /
auxiliary powerplant.)
The models 012A and the 012B had very little changes from the original
012. There were some changes in the turbine, and some changes in the fue
system had been made,
2. The 0229 was prepared for Official State Tests (100 hour) for possible
selection into productions However, these tests were never undertaken,
The 0129 did, however, pass the plant tests (50 and 100 hour). The last
test runs of the 022B were in the spring of 19/490 The complete testing
period was from 1948 to 1949. The plant test runs were not too satis-
factory and because of continually excessive tailpipe temperatures which,
because of various types of defects, could not be controlled and the
project was abandoned in favor of work on the A-022,
they were (Light tested as an
50X1-HUM
NOM THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.??
31 AND TA, AS AMENDED. ITS TRANSMISSION OR TNE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT OE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGFJCE USAF. ? 50X1-HU
mapp ET
(ClASS1 CA ION) I ?sum. * C t 1/17/MItelt? nompte cane.
norinccified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
eclassified in Part- Sanitized
Copy Approved for Release 2014101110 CIA-RDP81-01030R000100430001-2
F
#
0 1,:r""r
(tWaf;--
AIR INTELLIGENCE INFORMATION REPORT
AF FORM 112--PART II
APPROVED 1.1UNE SUB
50X1 -HUM
PAGE
21
OP
51
PActs
G. Specifications
Type The 012 was an axial flow turbojet engine similar to the
JUM0.004H in construction.
Compressor........
In 11-stage axial flow compressor of welded steel plate co
struction with a stator blade ring welded integral. The
stator ring consisted of the two rings, an outer ring and
an inner ring. The stator blades were welded to the outer
ring and then inner ring alternately, The inner ring
formed the static part of the bullet housing to the drive-
shaft. Then, at intervals of about every 12 inches around
the outer ring, a lock pin was installed to hold the whole
stator ring on and to keep it from rotating about the in-
side of the casing plate. The rotors were of solid
aluminum alloy in the first half section and of steel in
the latter
ha F of the assembled section.
There were air pressure relief valves on the compressor
section housing which were hydraulically operated in the
0128 models and mechanically operated in the earlier 012
engines. Those were to relieve compressor surges at lot
RPMts and in starting and during acceleration.
Combustion., ,,, ** 6 interconnia;ted,tUbular Steel combustion chambers of the
straight through flow type with two fuel injection
nozzles. One injection nozzle was for normal running and
one for starting only,
Turbine 2-stage axial flan turbine consisting of solid steel alloy
construction,
(Note: On one test a turbine flew apart and one turbine
blade penetrated the walls and entered the next test
stand d,
it was solid steel),
fthaust Nagle Variable adjustable type with steel outer casing and
meohanioally adjustable inner cone.
Fuel System Fuel system of dual manifold type,. The starting fuel
system was separated from the running fuel system,? Both
manifolds were controlled from a single fuel control unit '
and the switch from gasoline to kerosene was made at the
regulator when engine reaches sufficient Mrs. The fuel
pump. was a Soviet manufactured copy of the BAFOL40 German
designed pump. Of this, there were two types:
1. Rated at 1400 ltr/min.
2. Rated at 1600 ltr/min.
The 1600 ltr/Min capacity pump was used on the 012 and the
11400/1tr/min pump was used on the BMW 003C and JUMO 004
powerplants.
(Notes These pumps ,were series produced in the USSR).
NOTE: THIS DOCUMENTCONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, SO U.S.C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER To AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPRODUCER IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR 0
INTELLIGENCE. USAF.
"woAgalider%
(CLISSIFICATtONJ
15-114tair1 * S. turgionitst nmarou arm
OX1 -HUM
50X1-H UM
--50X1-H
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yr?
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"' ."1- ??
AF FORM 1t2?PAT II
JUNE.
.-21;r4AF454a.-4:.. .
AIR INTELLIGENCE INFORMATION REPORT
PAGE ? 22 OF 51
D.
50X1-HUM
Accessories Hydraulic pump was the same as that on the 003C and the
generator the same as used on 003C and 00/4, only these were
Soviet produced.
Starting System... Compressed air starter installed in the intake dome and
driving throu41 a gear reduction to compressor drive shaft.
This compressed air was generated by a 24V electric motor
driving an air compressor and operated at 1.7 to 1.75
atmospheres.
(Notes This is the first an eleetrio-driven air compressor
starter has been heard of.)
Diameter.1 Unlannm, but larger than the 003C
Length Unknown, but the inlet was of a shorter design than that
of the 003C. Approximately 1/3 longer overall than 003C.
Frontal Area 9 m2
Weight Estimated 1400 to 1500 kg
Fuel Kerosene, gasoline for starts
Fuel
Consumption Specific (1.05 kg/kg thrust/hr)
Thrusts Maximum 2300 kg (only on the first group produced)
Normal 2000 kg
Cruise Oniarown
Miscellaneous 50X1-HUM
ler---Thelped construct system for measuring the thrust (see Sket
No,
ch
o. 3 p and helped in operatina it. I
50X1-HUM
(Notes This low thrust rating was only on the first few engines built.
Later, the thrust maximum was more.)
2. Starting temperature limits were 700?,750? C and the run temperature
limits were 500?-600? C. There was much difficulty-in maintaining these
limits and many small defects would keep the 012ts test runs continually
going beyond these limits.
OW Docl WENT CONTAINS IN/ oRMATION AFTECTING 'THE. NATIONAL nut NSE 111E UNITED ST ATP; WITHIN 1HE MEANING oF THE. ESPIONAGE ALT, NJ u s. c,
)1 AND U. AS AMENDED ITS TRANSMIhSION OR THE REVELATION OF I TS.CON1ENTS IN ANY MANNER 10 AN UNAuTHORI7ED PERSON IS PROHIBITED BY LAW. ?
IT MAY NOT BE rirpRonucco IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, Occur BY PrliMiSSION OF 1FIL DIRECTOR OF
INTELLIGENCE. USAF. ?
? ..S UlpfR ET 50X1-HUN
N) IA MATO I F) ).? ohm; ..t pupil Nt.'s, Pi IWO o yip try
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IF Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AE FORM 112?PART II
APPROVED I JUNE 1948
?
w,L, OKI
AIR INTELLIGENCE INFORMATION REPORT
PAGE
OF 1 PAGES
-50X1-HUM
VII. OBJECT 018
A. General
1, Di 19146 within the Soviet Zone of Germany, the BMW group had under
development the BMW-018. This was constructed and brought to the test
stand for testing but was never run. It was motored over for compressor
and turbine blade checks but never fired up. Although the 018 was in the
project stage of development in 19145 it was mostly developed by the BMW
plant after occupation and until late 19/46?
2, Late in 1914 and early 19)47 the test stand was erected at Zavod /I to
test the 018. This was the same stand 'that this powerplant was suspended
on in Germany. it was merely reconatructed in the USSR? However, the
powerplant suspension was changed. in Germany the suspension was over-
head, but at Zavod II it was from below. This one engine that *as
brought from.Germany was the only 018 that was pro-50X1-HUM
ducede it was the only one that underwent testing at Zavod II,
3. About the end of 1947 this powerplant was put on the test stand and
ignited, for the first time. The primary tests were a failure. It was
not run to very high Mita because the turbine buckets expanded due to
excessive heat and cut into the outer shroud ring housing. This made a
very loud scraping noise and also began to deform the outer housing.
The en4ne was immediately shut dom. It was then taken from the stand)
dismantled and sent to the disassembly section and scheduled for
various design changes.
4. During the time this powerplant was in disease:ably a new policy change
was issued Fran higher authority to give this project up and concentrate
on the 003C. Also..;during this time the design department was working
on the BMW-028 project and the JUM0-022 and seemed pre-occupied. This
was in the winter of 1947-4%. 50X1-HUM
the BMW-018 Idesign features were
adapted to Object A-022, 50X1-HUM
B. Specifications
1, The Ingr-i01.8 was a turbojet engine with a 12-stage axial compressor and a
single annular combustion chamber. It had a 3-stage turbine fabriciated
of steel and hollow alloyed guide vanes that were air-cooled in the 1st
and 2nd stages. The first stage turbine rotor was hollow steel and was
air-cooled, while the second and third stage had root-cooled solid steel
buckets. The exhaust nozzle was variable and electrically operated by
an automatic control. The general construction pattern of this engine
was the direction in which all later and more successful engines went
and is described in more detail later in Object A-022. The BMW was
never run to maximum paver output but was said to have well over 3000 kg
of thrust.
011 THIS DOCUMENT CONTAINS INFORMATION AFFEETINH11111 NATIONAL, 00 t tvii or i It UNI1LI) SIAFLLi WITHIN THE MI ANING 01 11H lliPIONAGE AC ISO II S.C.-
3) AND a AS AMENDED. II S TiiANsMIsSION ON 1 HE REVELATION OF IPI oN1rN Ili IN ANY MANNER 10 AN UNAU1II0111/1 111.11SON 15 P1201i1a1rn ins LAW.
IT MAY NOT OE REPRODUCED IN WHOLE OR IN PARE. BY OMER THAN IINII1.1) MALES AIR 1011CI: AGENCIES, CXei Ii MY PEHMP3SION 01' THL UIRLE1011 OF
INTLLI.IGENCE, USAF.
SEI,Cifraint
(CIA'3IAIEA1 ION)
IA antioft LI U. eon mmmmmm 111111171 .1.15u91s( 1?HUM
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?
0 FORM 112?PART II ?
snipvio I ;JUNE 1948
AIR INTELLIGENCE INFORMATION REPORT
50X1-HUM
VIII. OBJECT 028
A. General
PAGE
PAGEF
la The BMS-028 was being worked on in the design stages only in the Soviet
Zane East Germany and after World War I/. It was, a turboprop version
of the BIST-018. Althou, drawin were made, no parts were manufactured
up to 19146. 50X1 HUM
2. At' Zavod /I the, design group was given- requirements to develop a new
powerplant. This was to be a turboprop engine and seemed to be designed
around the JUM0-022 requirements. This was to be called Object 11A11, but
was later called Object 11A-02211, The BMW design group working on the
028 and the Junkers design group were pooled and moved into this new
design together. The design features of the ocabustion chambers were
taken from the 028 and in conjunction with the JCW0-022 features were
pooled and development on Object A-022 Was started.' .This was to be an
all new design development.
0011 1.11.. in 0141 NI ? ? IN 1 AINN 1111 i1liMA IN All Ii 1 INN 1111 NATIONAI or rmr UNITED OM ES WITHIN THE MEANING OF THE ESPIONAGE Act so u s.c.?
,11 A1411 10 A'. Asp NI.' IP. IRAN Ml, PiN Ulf 1111 III VII *111114 (11 ITS 1'0NToils IN ANY MANNER 10 AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY Nih Ill III PIIDDISAD IN MA II I UR IN PAHL RY 0114(11 I HAN 01411111 falall:S AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIREZTOR 0
INIll LIM .11iiAl
50X1-HUP
SEE Er
le pomI * I. A stresition MOM* *Mgr
?
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:classified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
on' rum IIbPUT II ? ?
APPROVaT I JUNE 1944 S gelaRET
AIR INTELLIGENCE INFORMATION REPORT
OBJECT A-022
A. General
1. Juno 022
50X1-HUM
PACE 25 OF 52.PAGES
an The JUDO 022 had a parallel existence of the B1R7-028, in that Source
believes acme were built and only data was taken in KUISYSHEV to be
used in Object A-022. The drawings were completed in DESSAU in 1914
and went with the Junkers Croup to the USSR. The EOM and Junkers
Groups at first worked separately until the specifications f or Object
' "A" were laid down0 That both groups were pooled together on this
single project. The specifications on Object "A" fit the specifica-
tions of the JUM0-022 almost precisely, and so it was called "Object
A-022",
2. A-022
50X1-HUM
a. About spring of 1948. Object Aa022 was started. In the fall of 19148
Test Stand #3 at Zavod 2 was rebuilt to test the A-022. in March of
19149 the Lint engine was brought to the teat stand. I-
B. Construction
Type
Comps sse or ? 0. ?
A .
Turboprop. 14-stage compressor, single annular combustion
chamber and 3-atage turbine with fixed exhaust nozzle.
14-stage axial flow, two-piece welded sheet steel cuing
that is described more in detail in Object "K". Rotor
blades were of aluminum alloy for the first IS stages (this
was a sort of brass color when freshly machined) and the
last 6 stages were steel alloy, oxidised, and blue colored
like a gun harrel. There were stringers spaced evenly
around the sheet steel casing which WU welded in "V
fashion to add strength. These were drilled with holes for
lightness and were hollow. OM shaped). :Me top stringer
housed the accessory driveehaft and also served as an oil
return line from accessory drive gears to a scavenger pumP.
lit stage compressor blade dimensions were,
? (1) width 50mm
? (2) length 120mm ?
(3) distance between blades 25-30mm (at bine)
last stage compressor blade dimensions weres
(1) width. 50mm
(2) length 50mm
(3) distance between blades 25-30mm
ROM NW DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES wittut4 THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
II AND 21. AS AMENDED, ITS TRANSMISSION OR TM REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PR,CHIBITED BY LAW.
IT MAY NOT BE REPRODUCal IN WHOLE OR IN PART. BY OTHER THAN UNITED STATE! AIR PONCE AciENCIES EXCEPT BY PERMISSION OrTHE DIRECTOR OF
INTELLISEICE. USAF.
sgeRers
0
16,-16.70?1 * I. L Mitinutin Minn alit&
in rt - Sanitized Copy Approved for Release 2014/01/10 CIA-RDP81-01030R000100430001-2
50X1-Hl
leclassified in Part - Sanitized Copy Approved for Release 2014/01/10 CIA-RDP81-01030R000100430001-2
? SifSALRET .
4
AT HIRAI 112?PART 11
APPROVED 1JUttE Ml?
.44".
AIR INTELLIGENCE INFORMATION REPORT
50X1 -HUM
RAGE 26
51
Spa
? 50X1 - H UM
Combustion Chazber.. Single annular steel combustion chamber with equally
? spaced flame tube separators,
\ antt having 'Tenet
engine type spray nozzles itt
Turbine
50X1-HUM;
(Notes there were some Yllienen burners
tested here, The fuel nozzles in the Nene and the 1-022
start jets were the same),
5-stage axial flow type with in 60-60mm difference in
diameter between the first and last stage.
Sizes (last stage)
(1) shafts, ...... 7040mm diameter
(2) wheel, turbine 550mm diameter
(5) blades, turbine 120-140mm length
N .
(Notes All three turbine wheels, were the same in
on' the blades were longer on the last stage),
diamete
?
The three stages were bolted by 6 bolts that were copper
.coatad. The retainer nuts were copper also, The turbine
bladed' were highZr polished with an "X-mas Tres" base re-i
tainsi design that was copper plated. This VW for anti-
corrosion and for installation ease. .(To keep from chip?
ping or cranking the steel). tried chromium
plating some turbine blades. they Imre 50X1-HUM
successful and were used along th the others. The
blades were forged and machined to a fine finish. The
blades and bolts *ere of ISA/Tm steel.
Exhaust Notate Fixed. type, pre-determined artavwith steel outer casing
and inner oone.
Lubrication Dry s(zsp type with scavenger pump type return from mad*
feed 0711 drain under bearings. ..
? 4 1
(1) pressUre 4 +Atli with t .5
(2) consumption 26 to 3 kg/hr.
3AR31*3 in* fuel pump with 65-70 situ, pressure on the
first group of engines and later, in the LOO series
80 ?Fuel regulator was called the KTA. The ring
manifold was a single unit with two lines ileading to each
of the 12 ejection nestles,. These two lines leading into
a single ejection outlet in an inverted "le fashion.
.1fili was found to give better atomization than the single
line-"straight through" load that was installed.an the
first group of engines. These flexile' were machined from
bar stook. In 1951, 1952, 1953 the Soviets manufactured
all nozzles, special testa 50X1-HUI
with silver-bronze injections in fuel, The silver bronze '
*AS to leave deposits on the metal inside the burners in
order to better trace combustion expansion and airflow.
These testa were done only once, GUENTHER IAN08 was said
to be the real brain in oombuetion desizo.
Fuel System
?
WU THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED sTATES WITHIN THE MEANING OF THE ESPIONAGE AGT.50 U.S. C.? 4
31 AND S. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON 1S PROHISITED BY LAW. ?
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER 'MAN UNITED STATES AIR FORCE AGENCIES. can BY penmissiou OF THE DIRECTO{
INT ELLIGENCE, USAF. 50X1 -H U
171.
? )
le. MAW I Itt I. L IMettle IIIIIM*1 /RIO
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AF FORM 112?PAILS!
APPROVED I JUNE 1046
? ?
SEtAPRETCLAs inCATION)
AIR iNTELLIGENCE INFORMATION REPORT
PAGE___27.
OF 51 ? PAGES
50X1 - H UN
Performance and Dimensions
Fuel Grade Kerosene with a specific gravity .825 and was
colored golden yellow (like a cup of weak, light tea)
Specific Fuel
Consumption (1) lot group engines 260-280 grres/PS/hr
(2) 2nd group engines Serial #100 and later
? 2145.248 grms/PS/hr
(3) Special tests (allowing higher tailpipe
temperatures) 2$8 grms/PS/hr
? (14) Some special tests shared at take-off power
(maximum) 3160 kg/hr of fuel used
? (5) One fuel spray test was noted by Sotrrpeo The
readings as remembered were:
Dimensions
? (a) "%a 1.8 ltr/min for each jet
(b) "`" 11460 kg/hr for al/
Then, taking.1.8 ltre times 32 burners times 60 min
times op 8r (.825) ? 1070 kg/hr. ? The formulae used
wares 50X1 HUM
#1 ? (*measured consumption)2
x.23 atiz. + P2 (Pres-
sure be compressor)
PK )2
? 23 +P2
pH ? 414.0 AL
Mese figures are for-
yarded for study
,
(1) Diameter
(2) Length
50X1-HUM
800-1000 n?
4500-4700 ma
The short burner engines were about 100-190 mm lent
Weight
Area...4 sea with ' 4 intake struts700
ir
. (Here, the Prandti tube was TO mm from its base
mount and was half way between inner and outer
surfaces. /t was mounted 100-110 'in forward of
the first stator (guide' vane) stop.
Paver Output Maximum, take off (MEP)
(a) First group 0..5200 PS
..(b) serial 0100 and over 6250 PS
(Notes Cne PS si .9863 F(P)
OTE: THIS DOCUMENT CON TA.NIS INFORMATKIN AFFECTING THE NATIONAL MANSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 60 U S C ?
31 ANUS,AS AMENDED ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED By LAW.
IT MAY NOT RE REPRODUCED IN *1401X OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
.S.SEMRET
Mumwmen.) m-mmul V NOHOW. on tot 5,9X1 -HUM
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? r-
Declassified in Part - Sanitized
?
YiPFOR14112--PART
APPROVED I JUKE
Copy Approved for: Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
1 ? ? SeaSET. "
AIR INTELLIGENCE INFORMATION. REPORT
50X1-HUM
?
. (2) Residual thrusts
(a) first group
(b) serial #100 and over
RPUts ? 1) Maximum take-off 7700
;? Cruise
1
,,got cruise, ..... ;MOO
7250
500 kg
LA) kg
. Temperature
?Reedings
? ? -
.1;1 T2 compressor cutlet
Ti compressor inlet
?
5 T3 inside burner 'before
14 T4 tailpipe teaperature
? (e) Vamdesum ? 550-570* C
? (b) "fermata ...... 000 500.12'
'free air tempo
4 250470? C
turbineo,", 1100? C
Do Disassembly Procedures
. .
lo /t took about five hours from engine stoppage to cempleted tear down in the
disassembly shop (oilled Shop #1)e. Os hotrwas spent for cooling down
period and Mass I?of the'teardeeno. Pour hour& were utilised in Phase II
of teardowne This tow hours was spent in Shop #1.6 The following break-
down shame eaohPhase of disaasedb/yo
. *ea Ph440 I
. (1) :Disoonneei water brake
(al Check alignment of engine withimetirbreke,
(Notes This was:denepertioularlfted micryearefullY with an
engine whichhad egsessive vibiatielt)
(2)
Disloinsot all ittachmenta such ass
All measurindinstmuements, and their attachments
Tachantir
All oil lines
All fuel lines
All electric connecticme ?
All throttle and control linkages from control room
- (3)
Drain all residual oil and fuel frca engine, close up all
openings and drain plugs.
(4) Lamm all stand mounts and attach overhead hoist mounts,
(5) Lift optima out of stand memento by overhead hoise.and rail.
Then move to a movable9etand
(6) Mare by dolly to disassembly shop (Shop 91) and set into engine
Weirdoes% frame there.
WI: THIS 00CDIAINt CONTAINS INFO/Imam/I API ECTINti INC NATIONAL DEFENSE Of THE UNITED STA/ IS WITHIN THE MEANING OF THE ESPIONAGE ACT. to U.S.C.-
II AND a, As mmiggz...113 THANspitssioN oN TNt ACTUATION OF ITS CoN ruts IN ANY MANNER TO AN UNALITHOMEED PERSON IS OROHISITED SY LAW.
IT MAY Not NE NONODUEXCI IN WHOLE ON IN PART, By MHO THAN UNITED STATES AIN FORCE AGEKIES, EXCEPT DY PERMISSION OF THE DIRECTOR OF
INTILLIOLOCIL USAF. ?
SgrytiET
50X1-HUN
lg. IMP I P. Mmitillakf NMI* into
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;lassified in Part - Sanitized Copy Approved for Release 2014/01/10 CIA-RDP81 -01030R000100430001-2
t-
sr runt iii?PART II
aggaeor , . .
AIR INTELLIGENCE INFORMATION REPORT .
APPROVED I JUNE ION
S.
by Phase II
(1)
(2)
50X1-HUM
PAS
29
51
PAGtSe
Remove tailpipe:
Remove turbine
Third stage turbine first, then stator
Second stage turbine, then stator
First stage turbine, then stator
(3) Turn up on end with humors *down
(a) Remove support stand
(4) Remove intake housing (outer ring)
(5) Remove gear housing and reduction gearing together (as one unit)
These are unbolted at the base of housing and the compressor
gado vanes*
(6) Remove fuel regulator, and all external accessories
(7) ,Aotiessory reductim gear housing if; removed (this is by 8 bolts
' holding it to outer compressor easing)
(8) Remove oompressor (completel), from combustion chamber burner
settle% ?
(a) live it to sub-asseebly tor splitting in half and dis-
assembly
(9)
Remove from inside the annular combustion (Masher the airflow
separators and guide vanes,
pre-Test Running
ly The new engine is at first turned over by an electric motor, (up to bee.
tweet 300 and 500 RPItts)* This is done to check oil oiroulation* bearing
checks and in general, obvious faults and failures* The bearings are
?hooked by a special sensitive thermal coupling giving an aocurite heat
reading thus making the coeffioient of frictions 10u), readily oomputiblik
This was a 5erainute run* During this run* sir pressure readings through:"
out the enginewers read at the manometer** This is, the first thence to
plot actual readings against theoretical readings* Thee. was also oil
quantity check by measuring quantity flow in and quantity an out,
2. 'During* these 5-minute runs* they would also accomplish the compressor
break in, This was because ef the oompressor guide rings being made of a
soft tsar-plastic materiaU For bonding purposes an nnevey-surface was
.ground on this plastid similar to small screw threads,' This was matched
.by the other surface of the retainer ring and together they formed a.bondy
This plastic was to take up the heat expansion tolerance that was in the
. seta blade and housing. The compressor Maus simply would out their.
,gmn tolerances, making the plastic housing act as a seal ring and maintain
close tolerances. This type of 5eidnute run was repeated for a week to
'
NOM THIS tOCUMEN I' CONTAINS INFORMATION AFFECTING INE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE AC7,110 U.S. C.?
It AND SI, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PRON18170 MY LAW.
IT MAY NOT St REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF 53j -H
INTELLIGENCE. USAF.
SEGRET
MUSIMOTWON
I.0 ?
111.?IM101 ftt I. ',annum nines -'it.
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 CIA-RDP81-01030R000100430001-2
Pr ?
A5FORMI12-.PART11.
APPROVED I JI.11:1E 11141
suzinET
AIR 'MEW. GENCE .INFORMATION REPORT
?????
.50X1-H UM
PAGE 30 0. 51 nGIM
ten days, and until all apparent defects were ironed out, The engine
would then be taken from the stand to disasseMblyd It would be returned
later for another motored run, 50X1 HUM
3. The starter motor was a D.C. pendulum type motor of a maximum amperage of
under 300 amps. 4 300 amp0 circuit breaker installed
in circuit). The transformer installed in the cellar for the test stand
was 6000 watts. Fifty cycle ADC, power was piped in from the city and VAS
changed to D.C. by a WARD-LEONARD unit produced by the S/EMANS Co., East
Germany.
4. At the completion of this 500 RPM, 5-minute running phase, the engine was
increased to higher RFM's (2800). This was done in steps and the timi
was increased to 15 minutes up to 30 minutes at various times. This phase
of running took about 20 more days. The same type checks as previously
completed were accomplished here also. But in addition, there were checks
on the waterbrake and couplings. (The waterbrake was new and needed com-
putation checker also.)
F. Firing up the Burners
1. At the completion of the 2800 RPM break in.tests and when all seemed to
be well and ready the combustion chambers were fired up. This was at 800
RPMfe and with gasoline having about a 5% 'oil addition. The fuel pressure
used for this start was supplied by a special electric pump of 2 stn.
Miring these first rune there was considerable difficulty in ignition.
/t was thought that an improper mixture of fuelo-mir was the cause, There
followed, of course, changes in the ignition plug types, fuel pressure
changes, and later, changes in the fuel jet nozzle types. Then some
starts from 430 to 800 RAM's were tried. Various combinations were tried
and the best combination was found to bet
a. At 400 Mite the ignition plugs came on
b. At 800-1100 the fuel was turned at' into the burners
2. During the first series of start toots, "hot starts" were frequently ex-
perienced (7004006 measured at T6). Whenever the engine west peyond
700-400" C they would nearly always shut the engine dawn and inspect it.
Sanitises temperatures would go to 1000? C and this would always be cause
for a shut down. Later normal starts were being made at WO? C.
3. Good starts were taken up to 3500 RFMIs. The starter motor was then out
out and the engine left to idle on its me All measurements were taken
here. These idling runs were sometimes up to an hour, and then again
sometimes only 10 minutes. When the engine VAS shut down again, sometimes
it was taken to disassembly and cheeked for turbine, compressor and in-
ternal material failure. /his type of testing extended over a period of
about 2 to 3 months. They were also having difficulty with the waterbrake
coupling (Dwg. No. 5 ). The waterbrake mounting, the pendulum motor, and
the engine were all mounted on separate stands. The tolerances were too
difficult to maintain and considerable instability in proper alignment was
plagueing the suooese of this series of tests. The turbine break-in
period was included in this 3500 RPM test.
ROTE: THIS bocumrst CONTAINS INFORMATION AFFEcTiNn THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 60 U S. C.-
LI AND yl. AS AMENDED. ITS TRANSM TRION OR THE REVELATION OF yr, CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED By LAW.
.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. SY OMER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCL. USAIT 50X1-HUI
SECRET
It MOO I It IP. O. 11??111111114, ?11111010.
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AF FORM 112?PART II ?
APPROVED I JUNE TO48
SE-0Ft -
AIR INTELLIGENCE INFORMATION REPORT
50X1 -H UM ?
PAGE 31
OF
PAGES
0. Trial Runs
1. The next stage of testing was a gradual increase in RPMts. This Wan up
to 6500 RPMts. Here they found that the tailpipe temperature rose
dorrespondingly to the RPhits, but by too large of increments. At the
6500 RPMts they started experimenting with the hydraulically controlled
air bleed valves. These were remotely controlled from control room. They
tried various settings to determine how many needed and how much to open,
and at what RPIlts necessary to maintain a desired temperature.
2. The correct amount was done finally by a Characteristic curve of the
compressor which predicted that at a setting of 6500 RPMts there would be
a compressor stall and a small vibration would take place within the
compressor. This would result in a consequent rise in tailpipe temperer-
tures. this proved out in practice as was predicted in
theory. In addition, though, in practice it was noted that if the holes
closed too soon a stall also occurred. 50X1-HUM
3. They tried stopping up the air holes used for cooling the turbine in
engine #104 which was in preparation for Object 11-022. The specific fuel
consumption dropped noticeably but the temperatures rose too rapidly.
They tried various systems here until they reached the compromise they
wanted. Engine #104 also was run at an overload condition for 50 hours;
small changes were always being made during construction on the "next to
be run" powerplant. Later they all had more power.
H. Plotting the Characteristic Curve
1.
50X1 -HUM
The next series of testa were to plot a characteristic curve for engine.
Under 3500 RPMts it was difficult to maintain a constant and so the plot-
ting was done from 3500 RPUte up. This was then considered idling,
burners would stay lit back to 2000 RPMte, but then the tail-
pipe temperature starts to rise rapidly and shuddering would take place.
This was from a compressor stall, but it also would sometimes flame out
here without a stall.
2. At each 200 RPM increments from idling to 7700 RPM (maximum), the various
engineering groups took their respective readings to plot against their
theoretical curves. These tests were re-run, and each time, with in-
creased loads. This continued until the engineering group considered
everything satisfactory. This testing period consumed about 2-1/2 to 3
months. During this time, one powerplant was assembled with gear reduc-
tion housing and propeller. The propeller pitch change was operated by a
manual hydraulic control, remotely from the control room.
3. After a curve test on each engine produced, the engine is either selected
for flight testa or it is used for endurance testing. When it is te be
flight tested, it receives an additional 5 hours run for an endurance test,
It is then pickled and shipped. During this curve testing phase, some
engines were purposely overloaded and over-run to determine some of the
ultimate limits. Ultimate temperature limits were also determined by
cutting holes into turbine bucket roots and filling with various metals
of knowh melting temperature points. Sometimes holes were drilled in the
turbine wheel between the "X-mas Tree" bucket retainers. Then as the
temperatures were increased these metals passed into a liquid state and
NNE: THIS DOCUMEN1 CONTAINS INFOR MAT ION Al r ECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S C -
31 AND 3Z. AS AMENDED 115 THANSMIRSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE ON IN PART. BY 07E1111 THAN UNITED STK, ES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
SgENRE-T
50X1-HUM
16- M670 I *II ? GtAl r.m? St PRINIING 11,1 1951 Vein
?
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AF FORM Ili -PART II ?
?
4.1 i
; a?'
AIR INTELLIGENG INFORMATION REPORT
50X1-H UM
G. Trial Runs
'1 51
1. :m ..Lace of testin.; was a in !;:"c :1.in was up
to 1,5x {ere they fnund the tailpipe temperature rose
cprres?andia;li to the it?:Ps, but by too large of increnents. At the
6500 RPM's they started experimenting with the hydraulically controlled
air bleed valves. These were remotely controlled from control roam. They
tried various settings to determine ham many needed and how much to open,
and at what HYM's necessary to maintain a desired temperature,
2. The correct amount was done finally by a characteristic curve of the
compressor which predicted that at a setting of 6500 RPM's there would be
a compressor stall and a small vibration would take place within the
compressor. This would result in a consequent rise in tailpipe tempera-
tures0 this proved out in practice as was predicted in
theory. In addition, though, in practice it was noted that if the holes
closed too soon a stall also occurred. 50X1-H UM
3. They tried stopping up the air holes used for cooling the turbine in
engine #104 which was in preparation for Object M-022. The specific fuel
consumption dropped noticeably but the temperatures rose too rapidly.
They tried various systems here until they reached the compromise they
wanted. Engine #10!.t also was run at an overload condition for 50 hours;
small changes were always being made during construction on the "next to
be run" pamorplante Later they all had more per,
H. Plotting the Characteristic Curve
1,
50X1-H UM
The next series of tests were to plot a characteristic curve for engine.
Under 3500 RPM's it was difficult to maintain a constant and so the plot-
ting was done from 3500 RPM's up. This was then considered idling,
burners would stay lit hack to 2000 RPMs, but then the tail-
pipe temperature starts to rise rapidly and shuddering would take place.
This was from a compressor stall, but it also would sometimes flame out
here without a stall.
2. At each 200 RPM increments frcm idling to 7700 RPM (maximum), the varioue
engineering groups took their respective readings to plot against their
theoretical curves. These tests were re-run, and each time, with in-
creased loads. This continued until the engineering group considered
everything satisfactory. This testing period consumed about 2-1/2 to 3
months. During this time, one powerplant was assembled with gear reduc-
tion housing and propeller. The propeller pitch change was operated by a
manual hydraulic control, remotely from the control room.
3. After a curve test on each engine produced, the engine is either selected
for flight tests or it is used for endurance testing. When it is to be
flight tested, it receives an additional 5 hours run for an endurance tes
It is then pickled and shipped. During this curve testing phase, some
.7,!,;:1n35 were purposely overloaded and ever-Itm to determine -.ono ot the
ultimate limits. Ultimate temperature limits were also oetermined by
cutting holes into turbine bucket roots and filling with various metals
of knowh melting temperature points. Sometimet holes revs drilled in the
turbine wheel between the "X-mas Tree" bucket retainers., Then as ths
temperatures were increased these metals passed into a liquid state and
".
I! t ? ?, ? ? .r.! :ti %%tic: rs,' It; 'ARID! Orin :IAN,.,'IC ? I . ? 1 n; I tit. DIRIC101.,;);
50X1-H UM
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
? AF FORM 112?PART II
ArtHow.ii JuNI ISAA
fa;il.::Hirk 7 :
r--777SITEI.TIOE N1
"AIR INTELLIGENCE INFORMATION REPORT 50X1-HUM
SAGE 32_ OF 51_
resolidified in passing out the tail cone. They could tell this way how
much heat the turbine buckets had been subjected to. Sometimes turbine
buckets flew apart on these tests.
4. cure ?lotting Procedures
a. Engines are inspected at disassembly and then sealed. This was in?
.spected by 0Th inspectors.
b. All the following measuring instruments are calibrated: (Also in?
spected by 07 men)
(1)
(2)
(5)
(4)
(5)
(6)
Manometers
Prandtl tubes
Tachometers
Temperature indicating instruments
Weights
Flow meters (See Sketch No. 6)
c. The waterbrake was calibrated in 100 kg increments up to 850 kgs.
This was plotted for a characteristic curve against atmosphere condi?
tions and was then used for a torque calibration curve (See Inclosure
No. 18)
d. The thrust 4alibration curve is plotted on same chart by using a 2 to
1 ratio. This is done by the leverage arm moments and simply making
100 kgs read 200 kgs. (This was plotted to only 450 kgs but was made
to read 900 Igo). See Inclosure No. 18 and No. 10.
e. During engine calibration on test stand for characteristic curve, no
engine readings are taken. Everything is plotted with the calibre.?
tion curve of the waterbrake stand.
f. The test stand operator goes up the scale according to the atmospheres
read and back down in the same manner as indicated on the pressure
gauge indicator 50X1-HUM
g. Load moments of torque would be taken from the calibration curve of
the waterbrake stand.
(1)
(2)
(3)
Total range was from 300 kgs to 780 kgs at 7700 Ents (maximum)
Increments were of 100 each
Each new point on curve had to be left 5 minutes to settle before
readings were taken.
h. There were later five points selected on a curve from which to take
readings. This was for the series development engines. The four
settings other than idling were;
(1) 7000 Rpm's ? 50
(2) 7250 RPMIs ? 50
(3) 7400 RPMts ? 50
(4) 7700 RpmTs ? 50
on UolcoY! N yON AINS INI-1,NMAT ?ON AFFECTING I HI NATION A. i1FjN5121 LJNIIFIj:V1Ail HIN OE !ALAN/NG H! SmONAGE WS; , Yu o 5
11 AN! 1 AS AMENDED I O.. THAN' ,M,O1ON OR THL REVEL ATION ON ITS CON IT.E1 5 !N ANY MANNTY ": 0 AN UNANI:',.:A:(1?1 PI f..SoN U, 'ROIlAITEE) BY ;
It MAY NO] Si PEPRODUCED IN WHO' L OR IN PART, BY CEENLII THAN NNE' LO STASES AIR FORCE. ACI_NCILS, EXCITT U. PENA1T.LiON OF TIE DIRIOTQR
INIELL IGINCL. USAF .
IN I
50X1-HUM
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 :-CIA-RDP81-01030R000100430001-2
A f FORM 112--PARTII
Am Rom, HINT
?
rr6iii.?
? .?
-rL :Win !It'IN ?
AIR INTELLIGENCE INFORMATION REPORT . ?
50X1-HUM
rcx
32
0, 51
resolidified in panning out the tail cone. They could toll this way how
much heat the turbine buckets had been subjected to. Sometimes turbine
buckets flew apart on these tests.
.:? a : ? ? H .? t't,e.rns
a. En_ines are inspected at disassembly and then sealed. This was in-
.spected inspectors.
b. All the following measuring instruments are calibrated: (Also in-
spected by OTK men)
(1) Manometers
(2) Prandtl tubes
3) Tachometers
43 Temperature indicating instruments
p) Weights ,
6 Flow meters (See Sketch Ne1.6)
c. The waterbrake was calibrated in 100 kg increments up to 850 kgs.
This was plotted for a characteristic curve against atmosphere condi-
tions and was then used for a torque calibration curve (See /nclosure
No, 18). -
d.
The thrust alibration curve is Plotted on same chart by using a 2 to
1 ratio. This is done by the leverage arm moments and simply making
100 kgs read 200 kgs, (This was plotted to only 450 kgs but wan made
to read 900 kgs). See Incloeure No; 18 and No. 10.
e. During angina calibration on test stand for characteristic curve, no
engine readings are taken. Everything is plotted with the calibre,-
tion curve of the waterbrake stand.
f. The test stand operator goes up the scale according to the atmospheres
read and back down in the same manner as indicated on the pressure
gauge indicator shown in 50X1-HUM
g. Load moments of torque would be taken from the calibration -curve of
the waterbrake stand.
(1)
(2)
(3)
Total range was from 300 kgs to 780 kgs at 7700 RPMIs (maximum)
Increments were of 100 each
Each new point on curve had to be left 5 minutes to settle before
readings were taken.
h. There were later five points selected on a curve from which to take
readings. This was for the series development engines. The low
settings other than idling were:
(1) 7000 RPMIs t 50
(2) 7250 RPMIs t 50
(3) 7400 RPM'S t 50
(4) 7700 Rigirs t 50
0t. ? t?t , ts .41% tri Li?iitlitNrr)1,0 rams; t.L04 Wittig ,11?11NAIONA.. HEELNSI "V I itt UNIMJSTAILS SlUnk nit: MEANING OP 'OIL ItSP00?,A0E Alit. Su u r
LI AM I C AS ASEPIM 9 II,. THAWMY:40N OR 1NL REVELATION 01 ITS E0t, t N1S IN ANY ALARM, 10 AN IMAM tit ?ttl/.1.1 pi ReYIN is RR/9;01111U ay LA*.
It MAY No I ut TiCPPofllJCflt IN SPIOLE,OR IN PART. BY OtttEll THAN ONI1ED MAI ES AIR FORCE AGENCIES, EXECI9 PEILI2OuSION OF INC DIRLE1Oti
IMO Lust titAl- ?v? ???? ? !?' ? I' ' ? - ? ?-????% ? " -
/1?10, WA. w CL IWIleft.
)1 cbci, ? ?
41Pre.t.ts oa, gale lb Iti?li.1100?1?J: 1.1111/41?..?-? .11,.? '14
? 50X1-HUN
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
?
AF FuRM 112-PART JI
?tie.vsy . -+E-?
-?
r.: (CA ?
AIR INTELLIGENCE INFORMATION REPORT
? 50X1-HUM
i. The ESHP was computed thus:
J.
33
51
Cl) md- n a PS (Note: This is read from chart, Incl log 10 att a
700 kg.? (RPM) a PS a 5000)
(2) Then using same chart and multiplying each unit measured by a
factor of 2 (5 ate a 500 kg 0.91 a h55 PE)
(3) Then totaled: (5000 + 1455 - 5)455 PS a ESHP)
If n ?
PS was called N also and is referred to in formula- 0k')r
60 ? 75
The unknown propeller moment (10. r) is replaced b
torque of weights placed on arm (G ? 1), so a N
since 2.'/'.-O.7513 a lonstant or; Rn G ?1, n
716
the level arm is made the same as the constant:
y the known moment of
G 1 11- n .2 but
60. 75
or 1 . In this cas
71-6
N (in PS) a G? 0.716n
716
where "0" is read on manometer and 0.716 is in meters because PS is in
kg m. Then: N aQ.n. 0.001 -Kg. n 0.001. "G" can alsd" be taken
from the calibration curve by reading the pressure gauge on the water-
brake stand in at% and converting to kilograms.
,50X1-HUM
(Note: PS a .9863 hp. The use of 0.91 as a constant was arrived at
by the desipp group but was dependent on the test stand design.
k. At various times instruments were re-checked and re-calibrated and at
the end of each calibration run the measuring instruments were always
re-checked and re-calibrated. Some of this work was done at nearby
Universities under the supervision of OTK .
I. Endurance Tests
1. All endurance tests were run with propellers, with the exception of a few
that were to be run with overloading conditions. These tests were run
(minus propellers) on the waterbrake test stand with a controlled amount
of overloading. The endurance tests were the same in principle as the
003C in that there were similar types of inspections prior to running and
the five-hour phases were run in the same manner. However, in the A-022,
all phases were worked out in more detail and closer tolerances were held,
And while the Official State Test of the 003C was only 50 hours, the A-02
was 100 hours.
2. After 5 hours of testini; (Phase I) the prop pitch and feathering was
tested. In peneral, there were more external loads put on this engine
than on the 603C such as generators, compressor, hydraulic pump loads,
etc. There was also an air bleed from the compressor section that was
used for cabin pressurization. During each 5 hour stage of testing, this
air was analyzed for its gaseous contents. The greatest difference in the
A-022 endurance tests was that no output was measured on the propeller
stand. These newly constructed test stands for props were erected
differently and a groove was cut into the flooring wide enough for the
blade tips to pass. The blade tips passed below the horizontal level
of the flooring.
NOTE. i DOC -Mt ct et. ?
iI AM- 12
II ???? ? ? -II t ?
INIL..11.t
?
MAlNiNitIt ("TING THE NM IONAt OFFEN'yl OF THE. LINO ID 51 A IES WI FHIN 1141 mrAmirin OE TM! ESPIONAG1 ACI . 50 S C
,y .9.??? mt. THE REVELATION OF 11) CON II NTS IN ANY MANNER 1() AN IINAU1 H?m-1/Ett PLIFAIN I PNOHIRITEI) DY LAW
tt t ? A PART. BY ?MLR 1 HAN UNITED STATES AIR FORCE AGENCIES. EXCLIN BY PERMISSION OP I HE DIFILCTOR OF
SEOR ET
50X1-HUN
c LAclif CATION) In 50501 I IICfl MN 4',n/IIS IVO. ISO Itripl Cl9111'
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AF FORM 112?PART II
? APPROVED I JUNE 1948
- (CLASSIFICATION)
AIR INTELLIGENCE INFORMATION 'REPORT
? 50X1-HUM
PAGE 5.4 OF 51
PAGES
J. Endurance Start Tests
1. Starting was considered completely automatic. The starting motor utilized
was the TS-1 also known in the project listings as "Skject_00
2. There were start tests to test the endurance of the TS-10 The first phase
consisted of 150 starts, which later was considered a standard. There was
one special test that ran to 200 starts. During these tests they would
sometimes let the engine set until cooled down to the winter's temperature
to simulate settin7. over night, Then re-starting was accomplished. These
tests took weeks to rune
3. In cold weather tests kerosene was mixed with oil at various percents to
determine how much dilution was necessary in utilizing the 15-1 for start-
ing. This was done at -30? C to -40? C temperatures, and up to 75% kero-
sene was tried. All regulators and accessories using oil were diluted
with kerosene in the same manner in order to insure fluid conditions and
not have failures of an important regulator control due to congealing of
the oil.
L The starting procedures were as follows:
a. An electric motor was started by a switch in the control room. This
started the TS-1 gas turbine starter engine which then accelerated to
maximum RPM. Starting igniter plugs were also in this circuit.
b. Th.? maximum RPM's acceleration is timed, and when reached, an electric
timer relay shoots an oil pressure that hydraulically couples the
TS-1 to the engine for starting torque rotation.
c. At hn0-500 RPM's the "stop-start" sensitizer sends an impulse to the
igniter relay which in turn starts the igniter plugs?
d. At 800 RPM's the operator in the control room starts handling the
throttle to keep fuel pressure correct and thus tailpipe temperatures
within limits.
e. When the powerplant has reached 2000 RPM's the "stop-start" sensitize
actuates an oil pressure that ties into the accessory section idler
gears, and thus hydraulically disengages the 15-1.
f0 At the same time the 1S-1 is disengagedp'an oil hydraulic impulse is
sent to a relay that turns off the fuel and thus shuts down the TS-14
The turboprop engine is then accelerating on its awn.
ge Also, at 2000 RPM's a starting sequence light in the control room
that is tied into the TS-1 relay circuit would go "out".
ho A second light tied into the sensitizer relay circuit would go out
also.
i0 Then the operator would be free to increase the RPM's by the throttle
control to 3500 which was considered idling.
OTE: THIS DOCUMENT CONTAINS INFOI1MATiQN AFFECTING THE NATIONAL DEFENSE OF THE Uh/ITED STATES wiTHIN THE MEANING OF THE ESPIONAGE ACT. SO U. s.c.-
31 AND 32. AS AMENDED ITS 1 RANSM 0510N UR 1111. REVELAT;ON OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED By LAW.
IT MAY Nor Ell REPRODUCED IN wHOL P IN PART. BY OTHER THAN UNITED STA] ES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INIELLIGENCE, USAF.
_ 'j ? , 50X1-H UM
k riLssIFIertON! IC M67(s I V. s. Sov vvvvvvv PROM/ING OrPICt
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/81/16.: CIA-RDP81-01030R000100430001-2
? ,
AF FORM 112 --PARTII
OPPROVED I JUNE 19413
( SS1PIC. TIONI ' ?
AIR INTELLIGENCE INFORMATION REPORT
50X1-HUM
PAGE _35 GC 51 PAGES
K. Icing Tests
1. Durin.- the expPrr.ental anr end?!rance tests, much icing occurred and
various eic..rants were made it: at; attempt to eliminate icinf,? Some of
these incltiod:
2,
a. A collector ring manifold was installed around the leading edge of
the intake. 7.ts numer.m.ls mall spray holes. Water was pumped
through this manifold ano consequently sucked into the intake. This
was to see the effects of icing. It was in October and in slightly
below freezing temperatures. However, nothing happened and no icing
developed?
b. Later icing developed from natural effects. For this they ran tests
on selected days. These tests were performed by installing a spray
ring using an alcohol?glycerin mixture. This was also a failure and
ice formed on the intake bracing struts anyway.
50X1-HUM
c. Later they tried some sort of salve from fats0
it was yellow in color. This, too, was a failure
in preventing ice formation. The ie would break off in large chunks
damaging rotor blades and causing shut down0
icing control was not accomplished on tlite test stands.
"Lo Propeller Tests
1. With the A-022 on the prop test stand there were special tests also4 The
same first five?hour (Phase I) tests were also used to "wear?in" the re?
duction gears. During the experimental phase of testing, there were
different types of blades tested. For same of these tests there were
thermodynamic instruments set at different planes on the blades. This was
accomplished by cutting channels into the solid aluminum blades. These
channels were then filled with a plastic substance with thermo?elements
running between the plastic and aluminum. On later blades (which were
wider) there was a collector ring at the tip of each blade for all these
thermal elements and then this was funneled up the back to a master
distributing ring, (Note: probably meant strain gauges). 50X
50X1-HUM
2. The first tests with the propellers were for testing the synchronizing of
the fuel regulators and propeller s.overnor, The regula t es and governors
were pre?set and pre?inspected on a test bench for the proper amount of
fuel flow. This fuel flaw was known on charts and adjustments were made
to correspond. The governor and regulator, of course, were pre?tested
and adjusted on separate test stands. The final fine adjustment was made
together on a "mock?up" test stand with propeller.
3. The RPM control was dependent upon two things:
a. The RPM's at that instant, and/or their awn inclination to change due
to changes in air densities.
b. The fuel regulator at the same instant, and at what power setting
It is set for.
-HUM
Mt TINS DOCUMENT 1:0N I AINti INFOR MA I ION Afl ECTIND I !tr. NATIONAL 00 I' WA'. OF TI1r. UNI: ED STATE11 Wil1tIN THE MEANING OF TFIL ESPIONAGE ACT. 500. SC.-
31 ANO 32. AS AMENDED 115 TRANiMP'140N OR 11W kE1.1-1 ATION OF l'IC CON I EN IS IN ANY MANNER 10 AN UNAU1 HORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NO) BE REPRODUCED IN WHOLE OR IN PART. BY ONCE ThArl LINITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INT ELLIGFNCE? USAF.
;71C:gseAgf%2:
,Ct.lieLsinc/I,D?o
50X1-HUM
IC A6610 Ifr u ? ....... ? ter?inre *rm.
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
SI
AF FORM 112?PART II
' APPROVLO I JUNI INS
=7) L;etszki,:,?:
AIR INTELLIGENCE INFORMATION REPORT
50X1-HUM
L.
PAGE 36 OF 51
--"? 50X1-HUM
the propeller governor and fuel. regulator system
are as follows:
4
a. The regulator was dependent upon tailpipe temperature and pressure
changes in compressor.
soxi-Hum
50X1-HUM
(Note:
the fuel reulator oeing
tied into the circuit of the tailpipe temperature (r6)
for about six months on the later A-022 this was done. It was
not continued however. The principle of operation was: a single
piece of metal as heated, changed in electrical resistance (ehms)-
This allowed an electrical impulse to move a piston in an ca50X1 -HUM
hydraulic system linked by a single line to another piston. This
secondary piston) which was within the fuel regulator, was in turn
activated and regulated fuel flow. 5ource knows nothing of inside
of fie' regulator (KTA).
(later, there was in instrument called "Temperature Measuring Instru?
ment", which was on the right side of all engines. This instrument
had a metal covered shielded cable leadin.: to the regulator (Km)
and having a male plug. The cable was about 1 cm in diameter and
carried electrical wiring. There were always electric wiring leads
coming from Ti and 120 but only for 6 months at DS.
(A pressure line also led to the (Mm) from behind the last (1)4th)
stage of the campressir.)
A
b. The propeller regulator was tied directly to the fuel regulator by
an oil pressure line. Its operation was dependent on an oil pressure
impulse from the fuel regulator. This pressure was at 20-25 atu
maximum.
c. The governor itself incorporated a booster pump within itself that
operated the blade pitch angle changes. This was from the signal of
the fuel regulator pressuresj (20-25) atii. There were three pumps in
all for the propeller pitch change:
(1) The normal pitch angle pump (explained above)
(2) A separate system pump for the reverse pitch control
(3) A separate system pump for feathering.
d. The only control of the RPM's was through the fuel regulator itself.
When the throttle is advanced, the pitch an2;le is flattened out to
Increased RPM's by an impulse sent from the regulator.
e. The fly weights within the governor itself, and which operates the
pitch angle change also, then have only two functions:
(1) To maintain a constant RPM's in various densities
(2) Prohibit an over speed condition during maximum RPM's and in?
flight pitch changes and during engine acceleration.
won. us DOCumt NT t OS I AINS INFORMATION Ar! ECTING HE NATIONAL ULF/ NpL OF THL UNITED STATES NITHIN THE MLANINS OI I,,, ESPIONAGE A-' S C
31 AND 32 A') AY! S: S TRANSMIS!.10N tIR TIlL SW IA I 1:m fl MI; CONTENTS IN ANY MANNER TO AN uNAUTIrtPs71 ri PI it;ION r, pRettIpitE:: /pi !.A
II MAY NO) HI PEI POW:CCU IN WHOLE OR IN PART. BY OTHER THAN UNPILE. S rot ES AIR FORCE AGENCIES. EXCEP I s ? PERMISSION 01 TN. !PRECTOR 0/-
INT ElLtULNCL. USAF
? ;;;..
? 50X1-HUN
(CLASSIFICATION; -
0-?45701
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
?
AF FORM 112?PART II
4(1141 IVLIP I Itl!.1 1918
ESE ET
AIR INTELLIGENCE INFORMATION REPORT
37.
or
51
50X1-H UM
PM,
M. Miscellaneous
1. Tachn'eter !171 tens l'sed :
a. At first the tachometer was diroctly connected to the engine by a
driveshaf t that operated a set of contact points which opened and
closed. A 2/LV D.C. current was fed into this counter and by a return
line passed through a junction box that also utilized a 220V A.C.
power fed into it from the city. This junction bout also contained a
counter and a stop watch. To read the RPM,s0 a button is pushed and
the counter window is zero,d. Then when the button is released the
counter system runs for exactly one minute. The number of times the
circuit breaker !.s actuated is recorded thus giving RPM'S.
Note : A curve for this apparatus also had to be calibrated for the
Calibration and Official State Tests to compensate for pulse changes
i n the ci ty s 5)-cycle AC current).
Later an aircraft type tachometer system was used. This system in-
corporated two separate aircraft type tachometers.
(Note: A curve plot was also made to check the accuracy of these
tachometers during calibration and official state tests. A hand
strobe-light system was also used for counting the RPM'S).
2. Turbine Failures:
a. In the testing of the A-022 and AF-2 there was one failure where the
wheel came off. (AF-2 was a version of the A-022 before 100 Series
and only one was built. It failed at turbine).
b. There were about two other failures: one where two. stages of turbines
flew off and one where a single stage disentigrated.
c. Many times blade failures occurred and blades flew off. Most of these
failures were where the blades broke off at the roots.
3. Combustion chambers up to engine #18 did not incorporate the short combus-
tion chambers. Engine #25 did but these ire.Tre only for special tests and
were not continued in production. No short burner engines were flight
tested.
Li. Graphite seal rings came into production engines only after engines in the
100 series. These were flight tested and endurance tests were run on
s tends,
5. En7ine #1h was first to go to flight testing. About 6 to 6 total of these
series went to flight testing.
6. Some of the Test Stand Control readings that Source could remember are
lis ted below:
a. Qu a 2300-2/400 m in kerosene
b. Pl, PM.) a 110-120 in m mercury
c. P2(4) a 5.g-6.0 atii
fi 45 heeece. ei 1 1,4% All'. 'Fite tile' 111 LILA LA1 ION r la CO' '." l.?AM,I It Ice All 11:141.111(?!..11..PT H,:nt. PleOli1B111 LiY LAW
11 !in,/ 1.1,14.1001..e.Ly I!. V.1101.1 eq IN ',NO. ITT 011,111 1.i;-N 1 NIT CIT STATUS AO? bud t AGENCICS-. EXEUPT UT PERMIT...ION OF 111I: ITIRECTOR 01
WI: I LIGLIeLt iflA9.
A
c)tEc."
- e .StritteeTe0
1.50X1-H UM
)eclassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
Al FORM 112--PART II
?if4t.:949
?
sEoptEr
AIR INTELLIGENCE INFORMATION REPORT
d.
p2(?)
e.
n6( +)
1.
P8(?)
? 5.7 ? 5.9 atii
707 mm mercury
? 1200 in kerosene
EASE. 3g
50X1-12IUM
51. PAGT
OTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S.C.-
31 AND 32 AS AMENDED, ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW,
II MAY NOT HE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF IRE DIRECTOR OF
INTELLIGINCE. USAF.
SODRET
(CLASSIFICATION) 16- S6570-I *II GOVVRNMEN1 PRINTIW; WWI 19%1 ? 918139
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
? rh
AF FORM 112--:PART -
sots's, DIN( 19.16
S E T
' '2E41.33 iCa. tow
AIR INTELLIGENCE INFORMATION REPORT 50X1-HUM
39
X. OBJECT M-022
A. General
1. Object !!-022 was a powerplant made up of two A-022's
and coupled together by a reduction gear housing. In the 14-022
configuration two A-022 engines were coupled to a dual leiblade contr50X1-HUM
rotating propeller a coMbination of planetary and
spur gears (Planetengetriebe und Strinvardergetriebe). 50X1-HUM
2, For Object M-022 a newer test stand was built. This was also used for
Official State Tests. It was 10m x 10m inside dimensions. The M-022 never
underwent the Official State Tests but the stand was later used for Object
"K". There were more test stands for the 14-022 built at Zavod II. These
were shipped out disassembled along with a full set of drawings fez' each
stand. There were also three stands left there at Zavod II for testing
Object "Ir and later all of these stands were re-built into "Object K"
test stands.
50X1-HUM
3,
somewhere near
went with some
craft
airfield near MOSCOW. an aircraft had crashed
near MOSCOW withean Object 'WI powerplan
the reason for the crash was some fault with the mountings. and ""
50X1-HUM
the engine had torn itself out of the mounts.
there was much talk of a Special Commission from
the Ministry for Air. They did visit Zavod II and came only to check the
dampers and suspension mounting of the engine test stands on Object M-022.
As this happened the OTK men had to rush around the plant and stamp ore-
inspection dates on all parts making up the suspension units. 50X1-HUM
50X1-HUM
the Object 14-022 engine had been flight tested
MOSCOW. A Mr. LEBIDEFE (a Soviet technician with Group #8)
propeller reduction gears one day for exchange on an air-
at one
4. The air compressor that was run from the 1.4-022 was called the "AK-75r.
B. Dimensions
1.
2,
50X1-HUM
Personnel
here wereall Russian technicians, the spur gears were
about 120 mm in thidkness with a diameter of about 400 mm. Then the plane-
tary gears that rotated about the spur gear had the same thickness but were
about 150 mm in diameter. The gear teeth were straight. (However, angle
teeth gears were tried also but not for long.)
50X1-HUM
could not give any information about gear reduction but gave a hazy
version of the propeller diameter. This was About 6.E meters. The prop
rotation was about 900-1000 RPMes, 50X1-HUM
OW THIS DOCUMENT CONI Al NS INFORMATION AFFECTING THE NATIONAL DEFENSE OF 1HE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. WU S C-
31 AND 32 Ari AMENDED, ITS TRAN'iM1'2,111N OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY Nor RE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
S eaii
ET . 50X1-HUM(CLASSIFICATION)t 16? 665201 *ist GOV/100041 PRINTING OfTta 1951 0 918739
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10 : CIA-RDP81-01030R000100430001-2
? AF Ft(311TA 112?PART It
APPROVED I JUNE 1940
r--4:-A=TCcti
AIR INTELLIGENCE INFORMATION REPORT
PAGE 40 OF 50X1 HUI
mu-
C. Propeller
1. Both engines were right hand rotation and the rear propeller was also right
hand rotation. The contra-rotating arrangement was accomplished by a50X1-HUM
hollow shaft. One powerplant was to one propeller and the second was
to the other.
2. On earlier mounting systems although when one engine would be partly or
fully shut down that engine would not be disengaged but no longer would be
engaged and other engine swung both props.
50X1-HUM
36 The propeller was eight blade contra-rotating with the first croup having
rounded tips and a slight taper from the shank toward the tip. Those were
later cut off to square tips. Then newer blades came with square tips.
These were very wide blades and these props were later used on Object "K".
L. There was one ,overnor mounted on each engine for each propeller. The
fuel regulator for each engine was connected to the governor for that
propeller and operated the blade pitch angle booster pump within that
governor. There was also an equalizing line connecting both lines from
regulator to governor. This was tied in to each pulse line to the governo
at the governor inlet. Alongside the fuel regulator was a control box
that had a mechanical linkage to the regulator. An oil hydraulic line ran
from this box to the governor in parallel to the line from the fuel regu-
lator. (
5.
(Note: Here there were two lines coming into each governor but only the
lines from the regulator had an equalizing line.) 50X1-HUM
The small differences in RPMIs that would arise in each engine would be
compensated for in the propeller pitch angle change by this equalizing
line and the separate control box. The box was know ctric ulse
Producing control and operated from a 24V current.
if the propeller governor lines were criss-cross
not too much effect was noticeable,
there were some small differences but mostly in the test readings.
Although the ent:ines ran almost the same, the manometer readings in the
control room were all off. 50X1-HUM
6. The feathering was a separate system. A single pump was mounted on each
engine, one for each individual propeller. Later on there was a_single
pump designed and built to feather both sections of the propellor'. This
was mounted independent of the engines and operated by an electric motor
driven hydraulic pump. A separate tank was incorporated in parallel to
the oil system. This was so that the feathering pump would not be putting
too much drain on the normal oil system.
D. Testin&
1. Testing of Object M-022 was much the same as the Object A-022. In the
M-022 the fuel regulators were coupled by mechanical linkage to a single
throttle. A single oil circulation and cooling system serviced both en-
gines. The starting sequence was synchronized by a switch in the control
0TE: THIS u0CvmEN t co. I ? INS INFOEmAl ION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U.S. C.-
31 AND 32 AS AMENDED 11$ TRAN5MisSION OR THE TWAT LAT lom OF i15 CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON 15 PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN W14021 Dig IN PART. OP 0 fhb+ !IAN ta402.1) STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTCR OF
"INTELLICENCE USAF.
(CLASSIFICATION)
26-60570-1
50X1-HUM
* U.? aommirwr ntinica orrect
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
Declassified in Part - Sanitized Copy Approved for Release 2014/01/10: CIA-RDP81-01030R000100430001-2
AFFORM112--PARTII
APPROVED I .I,UNE 1948
?
9
?
rairr
Lr
CA ION
???.?
AIR INTELLIGENCE INFORMATION REPORT
50X1-HUM
PAGE
OF 51 MGM
room. There were two buttons but the operator could not oderate either
button individually. When the operator pushed the two buttons both en-
gines started simultaneously.
2. The M-022 was run at full power on the propeller test stands but not on
the waterbrake stand. The existing stand and waterbrake had insufficient
capacity. (The three disc brake see Dwg. Po. 5 )0
3. M.P. was compl:ted by addin7 the output curves of two A-022's and multiply-
ing the results by the gear loss factor. (This was a constant worked out
by the gear design group
50X1-HUM
4. The gear box coupling tests were in summer 1951 and until fall 1952. In
September 1952 the first 100 hour tests were completed. There were four
failures in spring through summer 1952. They wore:
a, The first failure was due to the teeth stripping out and distorting
the casing. This happened in winter of 1951 and 1952,
b. lie second failure was the same as the first except the casing wasn't
distorted. (Winter 1952, 1952).
c The third failure, the gears became too hot from insufficient lubrica-
tion and burned out all the bearings.
d. The fourth was a small failure. One bearing burned put due to lack
of lubrication caused from sludge stopping up the oil discharge jet.
5. Various types of gear teeth were tried, straight and angular mostly. M
spring 1953 straight teeth were finally selected and used from then an.
6. There was one more test failure about the fall of 1952 on a 100 hour. test
(Official State Tests) with dignitaries present. This was also due to a
bearing failure, A Russian engineer had redesigned the gear housing.with
different materials and used a new type of bearing. He had it entered on
the 100 hour test above the protest of the .-)erman project engineer. It
failed at 20 hours and they went back to the Germah design.
OTC THIS DGGUIAENTCoNTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S.C.-
31 AND 31. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPRODUCED IN VMBLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE USAF.
(- ?
(CLASSIFICATION)
50X1-HUN
16_54670.1 * & & oatroutnn ruMtror?