ACTIVITIES OF THE JUNKERS GROUP AT ZAVOD NO. 2, UPRAVLENCHESKIY, NEAR KUYBYSHEV

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00457R012900210007-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 44
• Document Creation Date: December 22, 2016
• Document Release Date: February 25, 2011
• Sequence Number: 7
• Publication Date: August 4, 1952
• Content Type: REPORT

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SECT
SECURITY INFORMATION
INFORMATION REPORT REPORT
COUNTRY USSR (Kuyh; hev Oblast)
SUBJECT Actiiities of the iumkers Group at Zawd Noe'
Up ?avle .oheskiy near Ku byahe r
DATE OF
INFO.
PLACE
ACQUIRED
THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE
OF THE UNITED STATES, WITHIN THE MEANING OF TITLE 18, SECTIONS 793
AND 794, OF THE U.S. CODE, AS AMENDED. ITS TRANSMISSION OR REVE-
LATION OF ITS CONTENTS TO OR RECEIPT BY AN UNAUTHORIZED PERSON IS
PROHIBITED BY LAW. THE REPRODUCTION OF THIS FORM IS PROHIBITED.
DATE DISTR. 4 August 1952
50X1-HUM
NO. OF PAGES 20
NO. OF ENCLS. 24
(LISTED BELOW) 50X1-HUM
SUPPLEMENT
REPORT NO.
* Not graded
THIS IS UNEVALUATED INFORMATION
sding Particulars and Perforwanoe
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Compressor Assemblyr~e+.~..w.??eY?..ae.as~e.r.es....
Turbine Assembly ..?...-s.?..e++a e.e.....'?a?.s.ara..+sa
Design Procedure on Turbine Assembly ?.?..w?r.+s?....
Fabrication of the Turbine Rotor Blades .....e..+e.,.
IL
Exhaust Nozzles wwr. ara. rs.w.ar.a.a.aae?ws~rw
Combustion Assembly e..e.s...s.r.........a...ee.-....?
Accessories .. +..r.......? +...+..-
JUMO 012 ..
General e~?a.+. e.. s.+ .++.ea+.e..a..O....a+...
Leading Particulars and Performance Y...,..Y ?.Il .?-?.. +?s ...
Description ? ?:.. ..:. ew ..?.. +,..,.. ;.~.t.. ~....... o - w .,.... ~...
Additional Projects ...... e..........,......,,...........,...........,.
Nene Exhaust.Nozzles .. ?,.> ..,. - .. ..w??-? w....,..:. a + ..
Tushino Group .....0,. a e..0e... e.. ?.?..s-...,..ae.~ a?.?..?. a a s... w.
PLANT LAYOUT ......,...... ................. ...........,. +........ .
ORGANIZATION AND LEADING PERSONALITIES AT ZAVOD NO 2 .......
FIELD COMMENT ...'?.?.J.1... .. .'...w sas,. -?.w . . s??a. 0. ?'.
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PROJECTS WORKED ON AT ZAVOD NO
JUNO 022
3. The original design for the JUMO 022 turbo prop engine was
started in the early part of 1948 by order of the Soviet War
,Ministry. Prior to the order, some theoretical work was per-
formed under the direction of Dr __V__o__g~t__s__. The first engine was
fabricated by the fall of 1949 andtotal of ten were com-
pleted by the time of my departure in September 1950. Each
engine was numbered,,one through ten consecutively. The first
three engines were designed as the 022 and the engines from
four through ten were d.esignat-ed, as 022A. The variations in
the ten engines were those found necessary through tests. All
engines were built at Zavod No 2, including the standard hard-
ware-such as nuts and bolts, normally supply items.
Engine models that were contemplated but never built were the
022C and D. The 022C was planned by the design department and
worked out by Dienhardt, Chief of the Compressor Group, It
was to have only eight stages. The 022D was planned by the
Experimental Department.
50X1-HUM
5, an 022F engine was In the stage
of construction, This was to be an improved model and its 50X1-HUM
objective was to achieve a specific fuel consumption of less
than 300 hr.
The specifications
or the 0 2F called f'or a maximum power of 5000
hp with a specific fuel consumption of 320 g/hp/hr,
~ngines numbered eight and nine were set aside
or a state acceptance run
Leading Particulars and Performance:
}
7. The following is a summary of leading particulars and per-
formance of the 022A as of September 1950:
Fuel: Parrafin Specific Gravity .823 - .808
Heat Content 10,000 k calfkg
Compressor: Rotor - 14 stages*
Stator - 13 stages*
Turbine: 3 stages*
Compression ratio: 1:5 or 6
Turbine Temperature: 1st stage entry - 11050 Kelvin*
3rd stage exit - 75tP Kelvin*
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RPM: Takeoff 7700*
Cruise 7000
Power (Maximum): 4500 HP (at propeller
Residual Thrust (Maximum): 960 kg*
Specific Fuel Consumption: 308.gr/hp/hr (at maximum power,
summer 1950)
Oil Consumptions Not known
Fuel Pressure: Not known
Oil Pressure: 5 - 6 atmospheres
Mass Air Flow: 29 - 30 kg/sec*
Dimensions: Length 6 - 7 m
Diameter (Max) 1050 mm*
Weight 1650 kg (with accessories 'and prop
C 0 - with prop about 9th stage
Compressor Assembly:
8. ffnelosure (A) is Sketch of the compressor 50X1-HUM
ssembl the 022A
Major changes that may have occurred
--oi3ld possibly be in h de an le settings-7 50X1-H U M
The compressor casing consisted of a cylindrical shell made of
sheet steel with a 2 mm thickness. The casing divided along a,,.`
horizontal plane to form two half shells which were bolted to
.gether at longitudinal flanges spot welded to the casing half
shells.. wee Enclosure (B), Sketch No i7 All parts of the
casing were made of steel having the Russian designation 3QX 1" GA.
Six channels ran longitudinally along the outer casing. These
channels enclosed the accessory drive shafts and.lines. The
assembly also consisted of fourteen solid rotor'rings and
thirteen split stator rings. ?Flanges were welded to the half
portions of the stator rings and on assembly bolted to flanges
on the outer casing. /gee Enclosure (B), Sketch No 2j The
rotor rings were held in position by channel-' rings which ?a"T'so
were divided at the horizontal plane of attachment. The
channels were in turn attached to the outer casing by a rolled
seam weld. /Jree Enclosure (C), Sketch No 17, The guide vanes
for the firs 6 or 8 stages were spot welde. o the outer
stator and inner stator rings is shown in Enclosure (C),.
Sketch No ,g while the guide vanes for the remaining stages
were seam welded to the outer stator ring. The inner stator
rings. were machined with slots corresponding to the guide vane
profile and set loosely over the ide vanes being held only
by the ide vanes themselves. See Enclosure (Cl. Sketch
No 71.7 T ~ 50X1-HUM
The stator blades
were made of steel stampings* 4
e exact se ngs c anged
from time to time as a result of test findings..
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10, Each of the compressor rotor-wheels were made of steel and
attached to the adjacent wheel by bolts and look nuts through
matching flanges. Before assembly of the rotor, each wheel
was balanced separately by drilling away material, A final
balance was made on assembly. There were no particular pro-
blems involved in assembly and balance, The"rotor blades
were, made by stamping and final machining. The blades of the
first six or eight stages were made of an aluminum alloy
called Pantal, while the blades mf the last stages were made
of a steel similar to 3OX rCA . The pr . files of the rotor blad s
were taken from th Go ppingen series 50X1-HUM
Herr Steudel,
an still in Kuybyshev, knew the composition of the 50X1-HUM
material used since he was head of the materials laboratory.
The compressor rotor was supported in the front by means of a
roller bearing that permitted a 3 -.5 mm axial movement of
the rotor. The rotor shaft was attached to the propeller
reduction gearing by means of a splined joint. The rear of
the compressor rotor was supported by a radial bearing and
was attached to the turbine shaft by means of a splined joint.
In addition a through bolt from the turbine assembly was fixed
to the compressor rotor, flee Enclosure (D) showing the
turbine Assembly. The rear compressor bearing carried an
axial thrust load of 1000kg as a result of the difference in
the axial forces on the turbine and the compressors.
11. Two air release valves not shown on Enclosure (A7 were
located at the fifth an sixth stages of the stator rings,
'Surge and stall difficulties were encountered within the
compressor at low speed of the engine. These valves relieved
the pressure build-up until the engine surpassed the 'critical
speed. The
power absorbed by the compressor is not known 50X1-HUM
Turbine Assembly:
12. LE'nolosure (D) is sketch of the turbine 50X1-HUM
assembly and combustion asser~ o the 022A en ine. The
drawing was made to scale 50X1-HUM
and is accurate within 10%
sketch
of the turbine flow channel of the 022A. . The two sketches
combined are self-explanatory and should require little or no
explanationj.
13. The outer casing of the turbine consisted of two solid rings
that bolted to each other and in turn bolted,to the com-
bustion casing fors support, . They, were made of steel material
designated by the Soviets as 9A/71. The second and third
stage stator blades were welded to the rings and could only
be removed with the individual rings,. The three turbine
wheels butted each other at the hub and in turn were anchored
to the turbine shaft by six through stud bolts that screwed
into the turbine shaft., Two look nuts on each stud were used
to pull the wheels into place and secure them. ?The'individual
blades were attached to the wheels by means of a conventional
fir cone profile. At first the blades were pressed into the
rotor wheels with a drive fit, Later they were inserted with
a sliding fit. When blade shifting occurred, safety plates
were added. The turbine shaft was supported by a roller .
bearing and the shaft extended through the combustion assembly
to connect to the compressor rotor by means of a splined joint,
.Two adjustable retaining nuts at the splined end of the shaft
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. Enclosure CE) is
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50X1-HUM
were used to locate the shaft and turbine wheels with respect
to the turbine casing, .. An axial movement of the wheels was
used to set the desired clearance between the turbine rotor
blades and the tapered walls,. Axial movement of the turbine'
wheel assembly and shaft with respect to compressor was pre-
vented by a ,single through bolt that extended through the
center of the turbine wheels and shaft and screwed into the
compressor rotor, the axial load of the turbine
wheels was approximately 12,000 kg. This load was transmitted
by the through bolt to the compressor rotor that produced a
compensating load of 8000 kg, The 4000 kg difference was taken
up by the radial thrust bearing supporting the,compres.sor
50X1-HUM
14. The 022F which was in the design stage and partially con-
structed was to incorporate changes in the turbine assembly
[ss shown on Enclosure (F. These changes were as follows:;
The abrupt angles of the turbine casing walls were.
eliminated and a smooth flow transition provided be-
tween stages,
The outer wall casing flanges were out down by about
5 mm, to reduce weight,
a, The flanges were reworked so that the hexagon nuts
were locked in place by the flange itself,
d. The flange bolts were reworked as sheer bolts as well
and tension bolts so that stress and strain from
temperature differences around the casing could be
equalized,
e, Due to pressure losses between turbine wheel stages,
a flange was added to the downstream side of the rotor
wheels of the first and second stages. In addition,
a copper or bronze ring was added to the inner stator
rings of the second and third stages. The copper or
bronze ring was so placed that an air seal was formed
this innovation was to be used on engines ,or 50X1-HUM
the State Acceptance Test.
Reinforcing rings were added to the turbine casing to
prevent warpage.
Design Procedure on Turbine Assembly:
15. The initial design and layout of the 022 engine was based on
the specification set down by the thermodynamic department.
From the specifications the thermodynamic department received,,,.
calculations Were made which established the condition entering
and leaving the..compressor, combustion chambers, turbine and
exhaust nozzle, The, original specifications that started the
project called for a turbo prop engine that would produce;
4,500 HP with a residual thrust of 90 kg. The take-off speed
would be 7,700 rpm, and the airflow through the compressor
would be 29 kg/sec., The calorific valve of the fuel to be
used would be 10,.000 k cal/kg. The engine was to have a
maximum diameter of 1,050'mm, The resulting data which the
turbine design group received from the thermodynamic department
and on which the.-initial design for the turbine assembly was
based was as follows for maximum powero
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50X1-HUM
t4 - Static temp. at turbine entrance 8500 Celsius
P4 - Static press. at turbine entrance - 4.8 atmospheres'
04 - Static velocity at turbine entrance - 120 m/ssee
P6 - Static press.at turbine exit - Atmospheric
C6 - Static velocity at turbine exit - 200 11/see
The turbine outlet conditions were based. on the assumption that
.an adiabatic turbine efficiency 77,.c 7-=.85 . Actually the value
obtained at the start of-the project was .81 to .83 but by the
middle of 1950, a value of 77a4 T between .86 to .87 was achieved,.
.This was possible by dimensional changes within the turbine
casing . so as to provide a smoother flow of the gases,
16. With experimental values available for the contraction factor
of single stages, efficiencies of guide bladesq and rotor
blades X , and angular deviations of flow leaving the blades
E , and with a fixed maximum diameter given, the preliminary
design of the turbine flow channel, stages, etc, was aecom-
plisshed by calculating the flow at the mean diameter of the
channel. The turbine was designed as a reaction turbine with
the degree of reaction increasing from the first to the third
stage. At every point of the turbine, the condition that the
design measurements times the prevailing gas condition be
equal to the gas weight had to be fulfilled. -That is, Darcy r C' 9
where D - diameter, 1 - length,Y ='ratio of specific heat, and
C ='velocity, Later, more exact calculations took into con-
sideration the.ratio of the flow at the tip and root of the
blades, For the guide vane rings the following was valid:
At foot ci
_ YM ) Z401, X
At tip Ca = Cm Y. 2ices +'t
where r f radius andQ( ? angle between direction of fluid
velocity and peripheral-velocity. For the stator assembly LQ
was assumed as .97 and the contraction f.ACtor.. ( .. was between
.88 and .92
a
b
.88 - .92
17. At first, all guide blades of the three stages were constructed
with the same profile. The thickness of the trailing edge out
.off $ was 2.5 mm. To reduce outlet losses, the trailing edge
of the second and third stage stator blades was reduced to
32 ^ S 1.5 mm,. However, Sl was maintained at 2.5 mm to
prevent cracks from appearing, The cracks caused by heat
appeared at the tip and progressed from the trailing edge to
the leading edge of the blades. The trailing edge from root
to tip was maintained constant for the stator blades. The
trailing edge of the rotor blades was tapered from S - 2 mm
at the root to S = .5 mm at the tip. At first rotor blades of
the second stage were used to provide blades for the first
stage by reducing their length. Later the first stage rotor
blades were fabricated separately so as to reduce their weight.
The area ratio of the; root profile to the tip profile was of'= .'
the magnitude of 1:3 to 1:4,. The contraction factor for
the rotor blades.was .85 at the root and .97 at the tip.
18.. The frictional flow losses of the rotor blades resulted in )4-
fluctuating between .93 and .955. These values were plotted
with reference to the curves by *-A- and Ziet , which
show the relation of - with respect. to 5 , the angle of
change of'flow.direct.ion entering and leaving a blade.. At
first the values were between the two curves but during the
course of development, the values approached those of
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Zietemann '. s, flee Enclosure (0), Sketch No i,,7
19. For the final determination of the design dimensions of the
,turbine channel, the mass gas flow was integrated over the
'length of the blade, .d,,S~., Ip 4 c , and the calculated values
for the root, mean, atip profiles plotted. The points were
connected by a curve and the area under the curves determined
to obtain the quantity of gas. The magnitude of the gas
quantity determined whether or not the blade length was to be-
increased or decreased. Zffee Enclosure (a), Sketch No 22
20. Angular deviations E were not considered for the stator
blades until 1949. A deviation of 20 was then used. A de-
viation for the rotor blades was always assumed from 20 to
80 depending upon the Mach number of the flow and the angle
of deflection..
21. tubmitted as a point of academic interest are Enolosure*(H),
I), a n d J which are velocity vector diagrams for the
022A They represent an approximatioi50X1-HUM
of va ues used for the initial calculations of the 022A and
fail to take into consideration wall friction, The diagrams
are self-explanatory.
22. When the design work was performed on the 022F,.past experience
was utilizdd in an attempt to produce a more efficient turbine
unit. An attempt was made to avoid stage-jumping and to
match the flow well between stages. Wall friction and zones
of turbulence, which could by that time be determined, were
considered. Tests made with adjustable stator blades pro-
duced valuable information on the ideal angle settings that
could be used. The final outcome was bound to be an improved
turbine unit for the 022F. In regard to the 022F, a difference
of opinion existed between.Dr Cordes and Kuznetsov , Chief of
the Design Unit. Dr Cordes beTieve?d that or the rotor and
stator blades a larger ratio of t/i (t ? grid division and
1 = blade chord) should be used. He wanted to achieve a better
flow friction factor with less blades and wide grid divisions
and obtain the required efficiency through a larger angle
deviation. On the other hand,K etsov believed that the flow
should be well led and this could be achieved best by narrower
grid divisions,
23. In 1949 a project was started'to design an 022 turbine
assembly composed of two stages. To do. this it was found
necessary to assume flow conditions above critical,.M greater
than 1., at various points within the rotor and stator stages.
Since there was not enough available experience in this field,
the project was given up for the time being. Enclosures (R)
and (L) are the basic velocity diagrams for the two-stage
projeetj
Fabrication of the Turbine Rotor Blades:
2*. The turbine rotor blades for the JDMO 012 and the early 022
could only be made by a series of turning, milling, planing,
and hand operations. Amilling cutter in the shape of a
truncated cone with a radii of 11"4. and Y,. was fed in a manner
perpendicular to the blade base profile. The cutter was fed
several times. to approximate the shape of the profile, Finally
the blade was hand-filed to match a pattern n.nd polished. This
was a time-consuming operation and limited the form that the
blade could take. ee Enclosure (M), Sketch No 1j Later a
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50X1-HUM
completely new method of fabrication of blades was developed
in the workshops. at Zavod No 2. The method permitted a blade
to be produced with any desired form necessary to obtain success-
ful flow conditions. Dr Bredendieck, still in the USSR, de-
veloped the method for the nn'l`er side of the blade. With his
method, the entire inner side of the blade from leading edge to
trailing edge was formed in one operation, He proposed using
a cylindrical face milling cutter with a radiusT . ,`ee
Sketches 2 and 3 of Enclosure (M),7 The blank-blade was
mounted horizontally with inner side up on a balancer set at
some desired drift correction "a". The predetermined contours
of the root and tip profiles were projected and duplicates or
copy curves were worked up as guide tracks. With the cutter
in a fixed position, the balancer was fed horizontally and
vertically following the contoured guide tracks. The single
operation for the inner side which produced a blade requiring
a minimum of hand work took approximately 45 minutes. A later,
innovation provided for a balancer that could be rotated and
thus vary the degree of drift "a" during the process. The
process not only provided the desired contours over the entire
inner blade surface but also permitted the center of gravity of
the individual profiles to be located so that movements resulting
from centrifugal and gas forces were a minimum. The system used
for milling the outer contour was proposed by Mr Singer, one 50X1-HUM
of thirty engineers to
the USSR again,
a copy milling machine was used and several operations 50X1-HUM
were involved.
result of fabrication were not excessive. The material used
50X1-HUM
for the rotor blades was Nimonic with the Russian designation
1 H 415. The exact composition or the source of the material
is not known KuznetsoT occasionally spoke of the poss- 50X1-HUM
ibility of ceramics for blades and stated that he was inter-
ested in this for blades; but no work was 50X1-HUM
ever performed on ceramic blades at Zavod No 2,
Exhaust Nozzles:
25. Threer of my drawings ,nclosure s (N), (0), and (P17 show in 50X1-HUM
turbo prop engine.
N)7,
drawing was an additional outer casing made of dural that started
over`h6 middle of the turbine casing and extended approximately
60 mm beyond the end of the outer casing, By means of an
ejector effect of the exhaust gases, air was sucked between
the two casings and thus produced a cooling effect on the tur-
bine casing and exhaust nozzle, This additional casing was
similar to the system used on the JUMO 012. However, during
the drive to reduce the overall engine weight, the outer
casings were eliminated and the. exhaust nozzle shown ~Fn En-
closure (0),7 was developed. The nozzle was considerably
lighter in weight and was the one to be used in the lanned
acceptance tests. One of0 sketches ZE-nalosure (P shows 50X1-HUM
a variation used during test to increase the exhaust velocity,
All parts of the nozzles wee made of an austenitic steel de-
signated by the Soviets as3)717-,
26. Another nozzle that was designed and'tried 50X1-HUM
was one. that incorporated a newly-developed
starter unit within the exhaust cone. The starter produced TO
50X1-HUM
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The first, Enclosure
rejects as a
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50X1-HUM
horsepower and was cooled by a fan attached to the end of the
turbine wheel and sucked cooling air in throe h the nozzle
struts. The whole unit was promising but it was 50X1-HUM
dropped by the Germans because it was more com or able to do
so. Should any difficulties have arisen, it would have meant
trouble with the Soviets. One way of avoiding trouble was to
refrain from having new ideas.. One of the peculiarities of
this engine was the vibration set up on the last stage of the
rotor blades, if the leading edge of the six support struts of
the nozzle was located within 120 mm of.the trailing edge of
the blades. The vibration would cause severe cracks in the
rotor blades..
27,, The velocity entering the exhaust nozzles of the A engine
was approximately 200 m/sec and leaving was 195 rn/sec? The
022F was to have an entering velocity of 200 r/sec and an
exit velocity of 230 m/sec.
Combustion Assembly:
28.
a sketch of the combustion chamber Lrnclosure
The combustion chamber was a
single annulus ring with twelve individual heads welded to
the ring. The chamber was supported in the front by the
twelve injector nozzles and in the rear by a corrugated
flange on the inner and outer walls of the chamber exit,
flee view G-H, Enclosure (D).7 All parts of the combustion
assembly were made of austenic steel. (Russian designation
GATT . )
Accessories:
29*
control system was use
the Junkers propeller
the propeller was a
hydraulically-operated counter rotating reversible propeller
and the gear ratio between propeller and engine was of
the order of 1:3 or 4. The propeller design came from
Zavod No 2 but, according to rumor, it was fabricated some-
where in Moscow. They were supposedly much heavier than 50X1-HUM
called for in the original design,
JUMO 012
General:
30. The JUMO 012 project was originally started at the Junkers
Plant in Dessau and was continued in Kuybyshev by the Junkers
Group, there were ten to fifteen 012 enginei50X1-HUM
'constructed and tested at Zavod No 2. Each subsequent engine
incorporated changes found necessary through tests. An un-
official 100-hour acceptance was made on the engine which
proved to be successful. An engine was then prepared for the
official state acceptance test. In September 1929, with
various dignitaries present, the official test was started,
but. during operation the plant current was shut off, This
caused. the external oil pumps to stop and the oil system
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All drawings, engines, and tarts were returned to the
cover
within the engine failed to function satisfactorily. The
test was discontinued and not completed, The German per-
sonnel were of the opinion that the Soviets did-this purposely
in order to prevent a successful test and thus avoid paying
the Germans a promised bonus. They were told that the.engine
was not'a success and that work would not continue, since there
was no plane that could use the JUMO 012. The Germans knew
that the engine was a success-and that all this wou mprp-l v a
Plant Man ger, was rlnally relieve
of the test failure.
Leading Particulars and Performance:
31.
Compressor:
Turbine:
Turbine Temperatures
The following is a summary of the leading particulars and
performance of the JUMO. 012:
Description:
32.
The compressor casing of the 012
was originally conioal;but,upon arrival at Kuybyshev, the
design was changed to a cylindrical form similar in principal
to the 022, already discussed. thA nricrinsi
a support located near the mid-span. ZE-helosures(R) and (S)
are velocity vector diagrams submitted to indicate the mag-
g g
ment, described on the 022, anchor ng the turbine wheels to
the compressor rotor was used on the 012 with the addition of
design called for a bleed-off of the third stage which pro- 5UX1-HUM
vided cooling air to circulate through hollow turbine blades.
However, this system was given up when new high strength
heat-resistant materials were obtained, Although surge
problems were encountered on. this engine also, no pressure
bleed valves were provided. The turbine assembly was similar
to the assembly of the 022. engine but provided only two stages,
nclosure (Q).is a schematic layout of the 012 turbine channel..
imensions are reasonably accurate The throe h bolt arran e~-
RPM:
:
Power:
Mass Air Flow:
Specific Fuel Consumption:
Dimensions:
Length
Draw
Weight
d by Knznetsov as a resu
12 stages*
2 stages*.
11000 Kelvin inlet*
8000 Kelvin outlet.-
7700 Maximum*
7300 Cruise
3200 kg maximum*
60 - 62 kg/sec*
Unknown
50X1-HUM
50X1-HUM
50X1-HUM
6-7m
1100 mm
1400 kg* (1600 kg originally;
3.00,,000 Rubles bonus
promised but never
received for each 100
kg reduction)
* Denotes values which are accurate rather than approximate.
L ncios.ure (T
2/ shows an approximation of t he exhaust
.
nozzle used on the J`UMO 012.
SECRET
50X1-HUM
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3 50X1-HUM
SECRET/SECURITY INFORMATION
-.12
-
Additional Projects
Nene Exhaust Nozzles:
33, During the last six months in Zavod No 2, jet 50X1-HUM
nozzles for an engine other than the 012 or 022.were fabri-.
sated In the workshops. It was said that the nozzles were for
the Nene engine,which was rumored to be in production in 50X1-HUM
some plant in Kubyshev. There was a total of about 15 nozzles
Tushino Group:
34. A group of engineers at Junkers was working on a pulse jet
at the time of my departure to the USSR. This group was trans-
ferred to Tushino and later transferred to Zavod No 2 in 1949.50X1-HUM
little did but loaf all the time they were there. They 50X1-HUM
made a few improvements on the JUMO 224 but,since research work
on this engine was nearly completed in Dessau, they had little
to improve. No one knew what became of the pulse jet project.
PLANT LAYOUT
35. nelosureU) is I I of the layout of 5UX1-HUM
Zavod No 2./ As of September 1950, there were approximately
700 Germans and 1.800 Soviets employed there. The only con-
neotion Zavod No 2 had with outside plants or agencies 50X1-HUM
was with the Air Ministry which provided financial
ac c ng. A General Luki of the Air Force made occasional 50X1-HUM
visits. The following points ,with no description due to
lack of interviewing tim are Identified In- 50X1-HUM
'
closure (US
s
Point 1 Club House, Movies etc
Point 2 Road to Kuybyshev
Point Plant entrance and Guard house
Point 4 Material Analysis (Dept 17l
Point Guard house
Point 6 Truck entrances
Point Guard tower
Point 8 Unknown building
Point main machine shops
Point 10 Assembly and tear-down shop
Offices were .located on. the second floor,
Point 11 Carpenter shop
Point 12 Heat treatmentahvp
Point l Accessories,, test stands, starter, etc
Point 14 Generator house
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3 50X1-HUM
SECRET/SECIJRI INFORMATION
-13-
Point 15
Sheet metal shop plus other small shops
Point
Ware house
Point 17
Design office
(Main building)
Point 18
Guard house
(Admittance to test stand area)
Point 19
Old test stand
Point 2o
Work shop for test stands
Point
New test stands
Point 22
02en area
Point 23
Row of new trees
Point
Dispensary
Point 25
Former fire equipment building
(This building was later destroyed.)
Point 26
Askania Group work shop
Point 27
Storage building for materials
Point 28
Fence
(Wooden, 2 m high; it was 3 m high in thevibinity of
the test stands.)
Point 29
Transformer station
as long as the German personnel are present, research and de-
velopment of aircraft engines will be performed. 50X1-HUM
-ORGANIZATION AND LEADING PERSONALITIES AT ZAVOD NO 2
.37. The organizational breakdown ffs shown in Enclosures,(V), (W),
and (X]' became effective when ftmatmv became Chief ' of De-
velopment. At this time, a new plan for the work process,
contracts.
36. Future plans of Zavod No 2 are not known
This station had high power transmission lines.
(Power from Kuybyshev - exact location of lines
and transformer unknown.)
Point 30 Test building
(Air flow over blades.)
*The Askania Group conducted instrument research, the
nature of which was not know Waldmann, one 50X1-HUM
of'the group, had a son residing a in ue enstrasse.
Dessau, who told=that the group was transferred 50X1-HUM
on 10 Sept 50 to Moscow and presented with four-year
SECRET,
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3 50X1-HUM
SECRET/SECURITY INFORMATION
- 14
especially for design, was introduced. The group leader
was responsible for the accuracy of all details within the
group, The construction office had a fixed budget which paid
for-little errors in construction. Major mistakes in drawings,.
which led to faulty fabrication,'- had to be paid for by the
responsible group leader (sometimes one-third of one's monthly
salary). All drawings had to be submitted to the group leader..
The group leader in turn had to submit all drawings to the de-
partment chief and his Soviet deputy. Afterwards, all drawings
were channeled to the norm control office, the chief metallur-
gist, and the chief for work planning or their deputies. The
drawings were then submitted to the chief construction eng-'
ineer and his deputy for approval. Only when all these offices
had no further objections against the design ,and the fabri-
cation procedure and each chief had signed approval could the
group leader dare to present the drawings to the chief tech-
nical designer or to his deputy. And only after their signa-
ture were the workshops allowed to work with these drawings,
The complexities of the organization are hard to imagine.
However, the greatest difficulty for the group leaders was the
fact that all work and running around had to be accomplished
in an incredibly short time. In many oases, the deadlines
were in practice impossible. Furthermore, all necessary work
in the sheet metal shop, turning section, milling shop, assembly
and test stand, had to be co-supervised by the group leader
because he was also responsible in the event of failures.
Generally speaking, the employee in the USSR had many duties
but no rights. Some of the leading personnel were as follows:1'
Kusn (Soviet) .-
Chief Technical Designer.
S5sv ov e
At first Kvawo z was only in charge of BMW work. Despite BMW's
later integration into the Junkers organization (in the spring
of 1948) ,
SECRET
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 r-n
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SECRET/SECURITY INFORNATION
-15 -
eminow (Soviet):
50X1-HUM
At first S imr was in charge of Junkers Alone. He then be-
came Brandner's left hand and K etsov'o right hand.
Scheibe, Dr (Officially Chief of all German specialists): .
At first, the workers received approximately 2000 rubles per
month, a sum equivalent to office employee wages, By 1950,
only a few very skilled w rkers received over 1000 rubles per
month. However, Dr Schei~lbe was paid his regular monthly in-
come of 7000 rubles--the wages of.a chief technical designer--
after August 19149, when he stopped working in that capacity.
Brandner:
He was the man who divided the German specialists in Kuybyshe50X1-HUM
L.i
s
into two fie ds
f
d
e "
A
r
m
e
an
: o
Vogt
n
er
under D
Vogts, Dr (Chief of the Research Department):
in'Kurbyshett.
ata for the
He developed the
0 012A and for a 70 hp start
Heinrich Dr:
A mathematical genius.
Lorenzen:
For decades Lorenzen was the chief, of the
SECRET
propeller development
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3 0X1-HUM
SECRET/SECURITY INFORMATION
16
L+eipe ?t s
A turbine expert.
Schneider:..
A compressor expert and Dr Vogtst deputy. Monthly salary:.,.:
3800 rubles..
Pawlowitach:
Formerly main interpreter (Russian-German) at BMW.
Schiulze, Dr:
Chief of the thermodynamics department, a good theoretician
and physicist. His family. returned to the Soviet Zone of
Germany in December 1951, Salary: 4000 rubles per month.
Ktemmel :
Dr Schulze's deputy. Kuemmel was an excellent flow expert
from BMW. Salary: 4000 rubles per month.
Maas, T. Dr:
50X1-HUM
her:
Returned in 1950
Schwabe, Dr:
Came to Jena in 1950, botanical research institute.
Prestel:
Returned in July 1951 to Sachsen, Worked on jet design
since 1944, Salary: 4000. rubles monthly.
Vagner:
From BMW. Salary: 4000 rubles monthly,
Leuthold:
Experienced propeller specialist and control instrument
specialist.
SECRET
Chief of Testing Department: He was first chief technical
designer. at BMW and for that reason had a monthly salary of
Russian than the Soviets. Chief interpreter at Junkers.
Force captain who had studied in Moscow and spoke better
Evaluation. Salary: 4000 rubles monthly. A former Air
50X1-HUM
Korb:
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SECRET/SECURITY INFORMATION
17
Werner, Reinhard-
Group leader of the BMW control group. Salary, 4000.rubles,
Vietze,
The man who designed controls at BMW,
Greuzburr,g -
Head of the Junkers control group. He also partly de-
veloped the control unit for the piston engine JUMO
213. Salary: 4000rubles.
Deinhard:
Chief of compressor department. Salary- 4000 rubles monthly.
Schroeder, Dr:
Deinhard?s deputy,, the man who produced the theoretical data
for the compressor development and improvement. Salary: 4000
rubles monthly.
AI theoretician and
Cordes, Dr-.
flow expert.
50X1-HUM
50X1-HUM
50X1-HUM
Chief of the turbine and thrust: nn7.vl P_ domAri-, 7 t.
Cordes had ? 50X1-HUM
wore on propeller development and was also a flow expert.
Salary: 4000 rubles. The following reliable calculation engineers
worked with him- Hahnel (his deputy,whose mo
thly sal
3000 rubles); Stadelmann Rademacher, Di.ckei
It 7 1 77 50X1-HUM
Mueckeo
Brandner's German deputy and more of a fabrication specialist,
More interested in operational demands than the design aspects.
Salary: 3500 rubles.
Bake:
A personal friend of Muecke and also originally a work planning
man. So were Sablinski and Hartleib, both from the compressor
construction group X._These last our specialists were con-
cerned more with workshop duties rather than design.
Schueler:
Originated the idea of the spiral combustion chamber for the
starter unit.
Scheinost, Dr:
Chief of the stress and vibration department, Monthly salary
amounted
he most important stress calculations were
performed by the department of Dr Scheinost. This applies
especially to the recalculations of the compressor and turbine
rotors and the rotor blades.
SECRET
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3 50X1-HUM
SECRET/SECURITY INFORMATION
- 18 -
Stubel and Sehm,dt, Dr y
Specialized in vibration. calculations,
Magee.,, Twrdr and Riedel:
From the stress department; they were repatriated in 1950 and
all of them are working in the Sov Zone at People-Owned
Automobile 'Works IFA,
Treiber-.
Chief of the test stand design department, monthly salary
of 4000 rubles. His department designed the test stands and
also equipped them with measuring instruments.
Pfluegel s
Treiber's German deputy in the department. His monthly
salary was 3200 rubles. During World War II he was at the
German Institute for Aeronautical Research.
In 1949 he became Gerlach's deputy. His salary was 4000 rub150X1-HUM
monthly. At present Waldmann works at the EKM, Energy and
Power Machine Works,in Dresden, Sov Zone.
of Stuttgart and is interested in returnir~
38, In autumn 1949 the Junkers-diesel group arrived in Kuybyshev.
From 1946 to 1949 they had been in Tushino, USSR, a suburb of
Moscow, Chief of this group was Gerlach,who took his closest
co-workers, Dr Beck and Schmar ee, with him to work in the
combustion chasm r depar met nt. Gerlach had a salary monthly
of 5000 rubles. At first, the starter unit of approximately
70 hp performance was in every respect ciayout, calculation,
and construction) under Dr Vogts. After the first difficulties
were overcome, Brandner took over the construction group for
this unitpwhieh consisted of Weckwert (salary- 2500 monthly),
Schmerse, Stich, and Eberl. Amend, Eberl was still taking
care the ?, eoretica a de of the unit, especially the one-
stage radial charger,
39. The personnel which the Soviets sent to the State Research 50X1-HUM
Plant in Kuybyshev, directly from colleges and institutes, was.
about the best available from this field. Even considering
the fact that several very talented persons were among these
people, this., by far, is not sufficient 50X1-HUM
to continue .fur er research or jets independently. The Soviets
can hardly be outdone in copying of power plants. However,
they lack money, sufficient personnel with above-average tech-
nical intelligence, and1most of all, because of Party manage-
ment, the necessary understanding for research. 50X1-HUM
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3
ENCLOSURE:. A
ENCLOSURE: B
ENCLOSURE: C
ENCLOSURE: D
ENCLOSURE:
ENCLOSURE%
ENCLOSURE:?
ENCLOSURE:
ENCLOSE
ENCLOSURE t
ENCLOSURE-
ENCLOSURE;: (L)
SECRET/SECURITY INFORMATION
- 19 -
Compressor Casing & Compressor Rotor
Compressor Casing Joints
Compressor Guide Vane Details
022-A Turbine Casing with Combustion, Chamber
and Turbine Assembly
022-A Turbine Flow Channel
022-F Turbine Flow Channel
022 Turbine Design Curves
022-A Turbine Velocity Vector Diagram Stage 1'
022-A Turbine Velocity Vector Diagram .(Stage 2~
022-A Turbine Velocity Vector Diagram Stage 31,
022-A Turbine - Two-Stage Project, Velocity
. Vector Diagram (1st Stage)
022-A Turbine Two-Stage Project, Velocity
Vector Diagram (2d Stage)
ENCLOSURE:
M
Rotor-Blade Fabrication
ENCLOSURE:
N
Thrust Nozzle 022-A
ENCLOSURE:
0
022-A Turbine Extremely Light Thrust Nozzle
ENCLO.SDRE e
P
Exhaust Nozzle 022-A Turbine
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3 50X1-HUM
SECRET/SECURITY INFORMATION
20,
ENCLOSURE: Q 012-A Turbine Flow Channel
ENCLOSURE: R 012-A Turbine Velocity Vector Diagram (let stage)
ENCLOSURE: S 012-A Turbine Velocity Vector Diagram (2d Stage).
ENCLOSURE: T Schematic.- 012A Turbine Exhaust Nozzle
ENCLOSURE: Sketch of Zavod No 2, Kuybyshev
V. Organizational reakdown Chart, Zavod No 2, 50X1-HUM
ENCLOSURE: IU`
ZLLAd. vy vaav
ENCLOSURE: (W) Organizational Chart (Chief of Construction),
Zavod No 2, Kuybyshev
ENCLOSURE: (X) Organizational Chart (Testing), Zavod No 2,
Kuybyshev
SECRET
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3
SEC-RET - SECURITY- INFORMATION
balled foal" wv/d
rPallnp,~tSrhdte~un
3poEweldK
Pdnkt3rhwei/3Nny
f'ynktsrhwel ung ? kp?~~ Schweiflfl bt
o, s ?~ ald ~ ? ~ i .: { ~ f ~ nela ~ate'ed
Ansicht r'h Rithtung X
el er/r iN e"ietcltr of x .
Verd'chter9ehause Iomvre5ror Ga>,~y
and and
Verdichterlaufer tom -'rsor Rotor
SchQmazerchnun9 A1pfStab~7 25
Ene/esurO (A)
k"aPort
SECRET-
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I hi
n 1Y Fr l,py }! .. j. t~ 8~ `! e~ ~nf i i rtr ~i ~~
Radraxlnyer
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SECRET/SECURITY INFORMATION
Nora et4oi Oivtding Plan
f
o
e . Caet wg
--Lower LorigiWinal Flange
Sketch
COMPRESSOR CASING JOINTS
SECRET
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECURITY INFORMATION
Ericlosure C
50X1-HUM
rWeldad,
Rolled Seam Weld
-5-I Char-nel
Ings
IjL Rotor (Zing
I;t Stoior Ring
2'1 Rotor Ring .
Sketch *1
Spot Weided~
Sketch *2
Welded seam
6uAde We Rings 'w 9 to014
Sketck-*B
COMPRESSOR GU I VS VALI. VCTA1 L
SECRET
.2rd
Sh-+or
R(K8
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECSRET/SECURITY INFORMATION
Inner Combustion Chamber Wall --~~
4o Tu.rbine
rlk~
gearing
welded.
;4 1 11 It 11
Inner ') D Vr Ri nyy
Material: -)SA 1T
M(:&eriol: 0 415
,on
loose
loose
s+ator Ring ~ 1
41 blades
Stokor Rind2
'F3 Blades
Rotor Wheel2
77 blades
Enclosure E
50X1-HUM
'Turbine Rou.sin
Ma+erial 30 Xr A
-loose
S
clearance - Cold.: SM>?
N r yot Of 0.5- 1.0
welded
Nta4erial 3R IT
--I
C
"M
X
0
Spa#or Ri ng*3
loose .-
K
700
fl
45 blades
tD
rn
MM
0
11
0
0
N
D
Rotor Wheel' 3
u
8I blades
'
0
C,.
n
Profile
P ;r Cone
0
3
D Ma} ria,l o III P~lade4
Is"1 lrnonik
r
Z
n
Thrust go33el Inner Casing/
Materia.1- ) P IT
V, 11, LY-11-
Cho.m er Wall
welded
Ma+erial
39 1T
44'r_G4d
~Thr tcf I~O73d
Wier Casin
I~~laAcriaJ -)A t T
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
r-m~ - A5VJ,~),
Combustion
Chamber
Stator Ring *I
Rotor uheet 1
Stator Q 92
Air Seal
Ring
PAllw*eeI*2
Stara Rirl#3
Thru.4 ltoM6
022F. TURBINE FLOW CI.AMmr--L
Lornitudtna` Section
Scale + 04 = 1,0
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECURITY INFORMATION
c] o e
50X1-HUM
0.95 .
Later Values,
V
ZIAernahn
l
'~~
t
a
odo
,- -?
S
ago
roo?
1 1 i
00 Ito 90?
Sketch *1
5 key ch 4 2
'L (root) 0, 1,6- ('ti p)
022 TUK51WE~ t !SI6NJ cUR,%.deS
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
W2.L (Inner)
022A TURSI'SJC
VELOCaIT? VECTOR DIAGRAM
STAGE I (Loo)
SC1LE i o:M x25 M,,
SECRET/SECURITY INFORMATION
W2a (Oer)
W2rn (Addle)
50X1-HUM
Enc1osure H
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECURITY INFORMATION 50X1-HUM
Enclosure I
0212, A T U zb I WE
VELOCITY VECTOR DIAGRAM
STAGE 2 (LAYOUT)
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECTURITY. INFORMATION
022 A V U R S E
VELOCITY VECTOR DIAGRAM
STAGE 5 (LAYOUT)
SCALP. I cm in 25 "^/s
SECRET
50X1-HUM
Enc3msure j
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
H
Acw1m
Stator -Ring *1
Ro+or Wheel "1_
022A TURbU E -TWO-STAGE PRoJEGT-
VELOCIT'. VECTOR DIAGRAM ~~-~ai~udiroJ S c44on - t1} STAGE
Scales 0.7c_ 25 "'/s
clm
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
w1pv
7022A "TU?-,bIWF. - TWO-STAGE PROJECT
VELOCITY. Y:ECTOR DIAGRAM - Lon Eu d,iho.1 Sec ion - rZild. STAGE
Scale O..$.= 25 m/5
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECURITY INFORMATION
50X1-HUM
Encirrstre i
Curves equ~ ,ist nt`#rom- _i
the Root and Tip Profiles.
5KETC H i
copy roller '
Center of Gravity o; *he Root Prof ile
Center of dravit, of +he di p Prof i l e
SKCTCH 2
copy roller
:Copy curve - extention of 46 e rLp. Proci le
+ace vnillin4 ci,r+er
Copy-:cu.rve extention of tlne Root Profile
'SK'ETCH
ROTOR BLADE -FA5RIOAT LOQ
SECRET
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECURITY INFORMATION
50X1-HUM
Encirrstre i
Curves equ~ ,ist nt`#rom- _i
the Root and Tip Profiles.
5KETC H i
copy roller '
Center of Gravity o; *he Root Prof ile
Center of dravit, of +he di p Prof i l e
SKCTCH 2
copy roller
:Copy curve - extention of 46 e rLp. Proci le
+ace vnillin4 ci,r+er
Copy-:cu.rve extention of tlne Root Profile
'SK'ETCH
ROTOR BLADE -FA5RIOAT LOQ
SECRET
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECURITY INFORMATION
50X1-HUM
Encirrstre i
Curves equ~ ,ist nt`#rom- _i
the Root and Tip Profiles.
5KETC H i
copy roller '
Center of Gravity o; *he Root Prof ile
Center of dravit, of +he di p Prof i l e
SKCTCH 2
copy roller
:Copy curve - extention of 46 e rLp. Proci le
+ace vnillin4 ci,r+er
Copy-:cu.rve extention of tlne Root Profile
'SK'ETCH
ROTOR BLADE -FA5RIOAT LOQ
SECRET
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 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
SECRET/SECURITY INFORMATION
50X1-HUM
Encirrstre i
Curves equ~ ,ist nt`#rom- _i
the Root and Tip Profiles.
5KETC H i
copy roller '
Center of Gravity o; *he Root Prof ile
Center of dravit, of +he di p Prof i l e
SKCTCH 2
copy roller
:Copy curve - extention of 46 e rLp. Proci le
+ace vnillin4 ci,r+er
Copy-:cu.rve extention of tlne Root Profile
'SK'ETCH
ROTOR BLADE -FA5RIOAT LOQ
SECRET
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
Ioose
ito,}or Ring#I
43 ,lines
VIINI-I
Ro+or Wheel t
71 blades
S' for Ring#2
47 ,lades
Fir Cane Prc ilel
Press RX
OIZ A- TURbINE FLOW CHAAl} EL
SU .1 1=1.5
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
012A - TURBINE
VELOCITY VECTO_Z DIAGRAM
tal- STAGa
kale 0.8 cm = ZS "'/s
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
Rotor wheel *2
G
QI2A- TURbINE
VELOCITY VECTOR. DIAGR.-f',
rind S TAB G
S case : D, a cm = 25 m/
Sta.+or Ring *2
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
Rotor wheel *2
G
QI2A- TURbINE
VELOCITY VECTOR. DIAGR.-f',
rind S TAB G
S case : D, a cm = 25 m/
Sta.+or Ring *2
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3
s~CRE'r/sE VRZT3c INFORMATION
5ketck 0* ZAV0bR1'2- V UY5gS V
r e- r o r, Para. , ~'Sy far 9C aa.~, .
50X1-HUM
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3
 0
H
H
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
DEPUTY to
CHIEF ~L ifl
CHIEF TECHNICAL DESIGNER.
}tvzo .t
v
DEPUTT-CEW of CONSTRUCT
...
so
& LIAISON to CH TECH
K v&SOV
DESIGNER
Salary: 3200
Sernenov
Salarja 280,0
GERMAN PERSONNEL
DF Scheibe
AAlary-a .J000_
RUSS DTP
None
SECRETARY
a Frl Thiemicke
Salary: unkno
11
No-Groups
RESEARCH
Dr Vogts
1 -34~- -
RUSS DTP
Unknown
GER DEP
Schneider
Horst
3800
CALCULATION
GROUP
Leipert
.Lorenzen
r,-Heinrich
Pawlowitach
Esser
CONSTR GRP
Bnderlen
Woolf er
Schroeder
THEBYODYNAMICS
Dr Schulze
000 e___
RUBS DEP
Unknown
GER DTP
Kuemmel
4000
CALCULATION
GROUP
Naas
Dr Schwabe
Urban.
Zoeher
Sue o iler
Ebert
STRESS & VIBRATION
Dr Scheinost
400 RUSS DEP
Unknown
Dr Sphmidt.
4000
CALCULATION
GROUP
Stubel
Hiekel
Schiepeck
Twrdy
Eichler
Riedel
Magee
.Fri.Goetze (Sect'
Witt
Eichler
Knoll
6000
RUSS DEP
Semp-nov
TESTING
Yr Prestel
7000
RUSS DTP
Unknown
TEST STAND DESIGN I t,S
Yr Treiben
4000
Unknown
GER DEP
Yr Pfluegel
3200
L
Continued
See Encl `X)
CONSTRUCTION
GROUP __
Dietrich
Boden
Bartels
Siebert
of returned in 1950 to-Dessau
as returned in 1951 to Dessau
*: returned in 1950 to Stassfurt
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
wn
ft
N
 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3
(PROPELLER &
TRANSMISSION
r Elze
Salary: 2500
USSIAH DEP
Unknown
GERMAN DEP
Noce
CONSTR GROUP
Bockermann
Pinther
Haag
DEPUTY CHIEF OF
CONSTRUCTION
o Muecke
Salary: 3500
Deinhard
Salary: 4000
RUSS DEP
GERMAN DEP
Dr Schroeder
all 00
CALCU GROUP
o Faust
? Wolf
Freidin
CONSTR GRP
CASING:
Sablinski
COMBUSTION
CHAMBER:
Schueler
ROTOR:
Hartleib
Kraus
CHIEF OF CONSTRUCTION
Brandner
Salary: 666W
COMBUSTION
CHH ~
Gerlach
Salary: 5000
RUSS DEP
kuznetsov
GERMAN DEP
Waldmann
Salary: 000
CALCU GROUP
Dr Beck
Lange
Schmarje
Sohenke
CONSTR GROUP
CASINGa
Baumsteiger
COMBUSTION
CHAMBERa
Funbil
TEST GROUP
Jaeger
Luellwitz
Schaeeler
URBINE AND
THRUST NOZZLE
Dr Cordes
Salary: 4000
RUSSIAN DEP
PeLu8eyev
GERMAN DEP
Hannel
Sals-r
CALCU GROUP
Stadelmann
Rademacher
Dickel
Zipper
Peisker
Klebamax
CONSTR GROUP
TURBINE ROTOR
Dettmer
VANE RING:
Bake
THRUST NOZZLE
Q Karcher
o Kotzeck
Kirschner
Chramowa
Sotowa
SECRETARY
Frl Poell
AUXILLIARY (STARTER
EQUIPMENT
Meier
-Sal: 2500
BUSS DEP
Unknown
GER DEP
0 Wenz
Sal: 2300
Weckwert
Sal; 2500
RUSS DEP
Unknown
GEE DEP
None
CONSTR GRP
CONSTR GRP Schmerse
Teuchert Stich
X Redlich
? CALCU GRP
0
o: returned in 1950 to Dessau
x: returned in 1951 to Dessau
*a returned in 1950 to Stassfurt
GROUP CONTROL
(Formerly BMW
Constr Chief)
? Meier
Salar : 2 00
ADMIN GROUP
Braunsdorf
Moeller
ADMIN GRP
X Schotte
01KUcZ
PROSPECTS 1
PUBLISHING
Hartlepp
5A 1 2000
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457R012900210007-3
 Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3
50X1-HUM
RUSSIAN DEPUTY.
unknown
Prestel
Salary: 7000
SECRETARY
Frl Schwarzer
VALUATION
TESTING "J
UNKERS
TESTING "
BMW
C
ALIBRATI
ON "
KERS
CALIB
RAT
ION "BMW
m
hl
r
Korb
Wagner
(
Regelung
Junke
rs)
(Rege
lun
g BMW)
U
ala 4000
Salary: 4
000
Salary: 4
000
C
reuzburg
Werne
r,
Reinhold
S
I~Terner,
Felix
Kerwien
Brauer
Bohn
Ceriatke
'Kaersten
Koehler
L
M
alary'
euthold
ueller
3500
Salar
Yietz
Jakob
y:
e
4000
(U
A
J
ndres
uettner
Simon
~s
o
N
as
returned in 1950 to Dessau
4)
is
returned in 1951 to Dessau
m
ea
returned in 1950 to Stasefurt
m
Sanitized Copy Approved for Release 2011/02/25: CIA-RDP82-00457RO12900210007-3