AIRCRAFT PRODUCTION AND RESEARCH AT ZAVOD NO. 2, KUYBYSHEV

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01030R000100360007-4
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 7
• Document Creation Date: December 23, 2016
• Document Release Date: August 8, 2013
• Sequence Number: 7
• Publication Date: January 8, 1954
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
CONFIDENTIAL
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This Document contains information affecting the Na-
tional Defense of the United States, within the mean-
ing of Title 18. Sections 793 and 799, of the U.S. Code, as
amended. Its transmission or revelation of its contents
to or receipt by an unauthorized person is prohibited
by law. The reproduction of this form is prohibited.
COUNTRY USSR (Kuybyshev Oblast)
SUBJECT Aircraft Production and Research
at Zavod No, 29 Kuybyshev
DATE OF INFO.
PLACE ACQUIRED
REPORT
DATE DISTR.
NO. OF PAGES
REQUIREMENT
REFERENCES
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8 January 1954
7 50X1 -H UM
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THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
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CONTIDENITAI
STATE
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ARMY
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NAVY
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AIR
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FBI
AEC
AUG E4 x
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40DP/DRITIAL da""s"17117012T
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COUNTRY . USSR (Kuybrithev
Oblast)
DATE DISTR. .2.3 /1/0\/53
SUSPECT. e 'aircraft Production and Researoh at NO. Of PAGES .6
Zemod No. 20 tuybyiher.
PLACE
NO. Of BIM
ACCUSED
s
Iurif lawn 50X1 -H UM
DATE
SUPPLEA4ENT TO
ACCANOED
ROW NO.
DATE Of INFORMATION
THUS RI UNEVALUATED INFORMATION
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ZAVOD-NO. 2 NUTOTSRIT0 UJ
012 Jet ft/gine
1. I was deported from Dessau in October 1946 and sent with a group
of Junkergs engineer* to &mid No. 29 Kuybyshevv, USSR. The first
mission .of this group was to install the equipaent and machines
whioh the Soviets took from the Junksrls Dessau plant. This was
completed in early 1947 and actual work was then started by this
group under Dr. SCUMS (see page 6 for an organisational chart of
Nand Nd. 22r.
2. I was assigned to the Dynamics Calculations Drench0 my main work
during ai entire stay in the USSR wasconcerned with working out
the strength of materials used in the turbine and Compressor wheels
of the JUMO 004, 012 and 022 jet engines and TS-1 turbo-starter.
Not being a design engineerv I performed the neoeisary calculations
and preparation of tables showing strength of materials under high
temperature and centrifugal forces. Dr; DEIN3/CE4 in the Preliminary
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Design Section headed by Dr. VOGTS, prepared tables and
formulas with which I did the actual oalculauons. I was
never directly involved in any laboratory materials testing,
but worked only with theory. The information resulting from
this work was used as reference material. This was, for the
most part, a continuation of the work started in Dessau.
Since there were different materials available in the USSR
much of the information on German materials had to be ex-
tended to include higher temperatures and higher forces.
Many charts and material characteristic curves had to be
redone. I believe that turbine wheels were built from these
calculations and tested but I have no definite information on
this. No new information on recent developments in other
countries was given me during this phase of my work.
3. ' Early in 1947, Dr. SCHEIBE was given the task of designing a
jet engine to satisfy certain specifications handed him by the
Soviets. The Preliminary Design Group under Dr. VOGTS was
told the engine must produce so much thrust, use so much fuel,
have such and such an area, use so .many combustion chambers,
eta. I am unable to recall any of these figures. This group
then required Ing. DEINHART9 Compressor Section, to produce
drawings of the compressor necessary to meet the requirements
of the engine. My job was to work out just how thin and what
shape the turbine and compressor wheels should be.
4. The JUMO 012 engine was handled in this way. The original
design, had already been started in Dessau and all drawings,
including some parts were shipped to the USSR. This engine
was of the'same type as that suggested by the Soviet speci-
...fications. ito_development,..many_modifications
(lighter weight more thrust) were required by the Soviets.
Finally im=14.-19499 ton or twelve 'engines had been con-
structed and it passed the 100-hour test. Immediately after
this, all engines and drawings were taken away. I am unable
to recall any performance figures for the 012 but remember
that it had ten stages in the compressor and two in the
turbine. I also remember the following power ratingss
?
Take-off (STARLEISTUNG) 120 %rpower 7,000 rpm
Rated power (NENNLEISTUNG) 100 % power 6,500 rpm
Cruising (REISELEISTM) 10 % power 6,000 rpm
5. I believe that the 012 was satisfactory for production and
that it was put into production. This was the common
opinion among all of the engineers who worked on the engine.
It was rumored that it was to be manufactured in Besymyanka,
but there were no facts to support this. I heard from Ing.
xpawin (test stand group) that the engine was installed in
an aircraft (type unknown) in Moscow that had been designed
by BLADE. I cannot remember the date I heard this. The
Germans were told by the Soviets that the Soviets had a
native designed jet engine much better than the 0129 but we
Germans did not believe this.
022 Turbo-prop engine
6. Work had started on this engine when the 012 work was
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terminated. It was understood that this engine was for a
bombdr-type aircraft. It was a completely new design
Initiated in the USSR and was not a carry-ovur from the
Dessau days like the 012 engine. The specification and
desierdetails were handled the same As they were for the
01a See paragraph ?17, ranct;I did calculations on the -;
turbine and compressor wheels. I have heard, from other
returnees since returning to Germany that the engine com-
pleted its State tests (100 hours) soon after I left. It had
been operated up to 60 or 70 hours when 1 left. I believe
14 complete engines were built at Kuybyshev and all engines
after the 6th and 7th were able to run 50 hours. All those
after the 10th could operate more than 50 hours. Just prior
to my departure, as I had little else to do, I worked in the
test stand where the 022 was being run0 my job was to read
and record the various manometers and other instruments
during testing. I am very vague on performance and character-
istics figures of the engine and can only remember (not certain)
the following;
Specific ?el
_siPS/hr
consumption Power rating
326
80
565
100
787
120
Comp. states - 14
Turbine stage - 3
Turbine temp. (blade root) 680 to 320?C
Turbine temp, center of wheel) 350 C
rpm
5,600 cruising
power
69500 rated
power
6,700 take-off
7. Since ,I worked in the test stand during my last few months, I
am able to give a certain amount of detail regarding the test-
ing procedure.
a. Data taken during the test run included time, baro-
metric pressure, air temperature, pressure in cm- .
pressor at four points, oil preseure and temperature,
oil and fuel consumption, rpm temperature before and
after turbine, exhaust gas temperature and thrust
(hydraulic method).
b. The official test running of the engine was as follows,
Warming up
Idle to take-off power
(69700 rpm)
Back to cruise (5,600 rpm)
To take-off power
Take-off power
Rated power (69500 rpm)
Cruise power (59600 rpm)
30 minutes(not part of test)
30 - 40 seconds
1 minute
30 - 40 seconds
8 minutes
20 minutes
30 minutes
This took one hour and was repeated for five hours.
1)-PS is German designation for h.p.
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engine was was shut down for two hours, started up and run again
for another five hours. This cycle was continued until the
engine accumulated 100 hours. The State test was followed by
a tear down inspection at which time all wear was carefully
recorded and made a part of the final report which was turned
in with all teat data sheets. No parts could be removed or
adjusted during the State test. All removable items and
controls were sealed. There were no attempts to test the
engine under extreme temperature conditions or unusual posi-
tions. An engine, selected for the State test would have only
five or ten hours on it. I never heard of a 200 hour State
test run, but I recall that one 012 engine had run over 170
hours total time. During this testing the noise in the test
cell was so bad that work was divided into four shifts per
r. day, six hours at a time. Testing was carried out night and
day.
? 8. I knew of very few malfunctions in the 022 engine during
development. Once the propeller flew off as a result of the
failure of some reduction gear teeth. Also, the guide vanes
in the turbine cracked due to high temperature and engine
, vibration. This problem was solved but I do not know exactly
how.
9. In mid-1949, I worked on the turbine wheel for a small turbo-
starter. This was designed by SCHNEIDER (Preliminary Design)
and was called the "T5-1" by both the Germans and Soviets.
It was used on all the 012 and 022 engines. It was rated at
75 Pa, employed a radial conressor? and ran at 429000 rpm.
The starter itself was started by a 24-volt battery. This
was a new piece of equipment and all design work was done in
the USSR.
,!V4LUATiON7OF SOVIET ENGINEERS
The same'type of fuel (a type kerosene) was used in both the
012 and 022 engines. It came into Krasnaya Glinka b' railway
car,, then by tanker truck to Zavod No, 2. These trucks ran
day and night. They ran out of fuel only. once. I believe
this, uel was different (had an unpleasant :Well) from that
%tied in Germany and therefore, believe it to be Soviet
prodUOed. This difference in fuel required no change in the. '
engine design. I have no knowledge of fuel additives and
knOw nothing of the fuel designations or specifications.
11.t .The Soviets always told us Germans that they had their own
jet engines which were, of course, much better, but no one
realliTbelieved this. From my oontact,with the Soviet
engineers and their equipment, I believe that the Soviets
_ wereitOt able to design or produce a jet engine of their own
? design.; However, based on the German assistance between
1946 to the present time, the Soviets could now produce on
their own an engine equivalent to the 022. Anything newer or
more- advanced was impossible since the young Soviet engineers
did nothing but study the German reports. I had heard some-
tipe,in-l951 (I think from Otto MUELLER, a returnee) that the
Soviets were working in Kuybyshev on a version of a coupled
(twin'). 012 engine', aide by side and geared together to run a
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propeller. I have no other information on this subject.
12. I believe that the Soviet engineers are too specialized and
know only their own specific job. The Soviets were amazed
. that a German draftsman also _knew something about elec-
tricity and mechanics.
13. I had no contact with any Soviet equipment since everything
(including nuts and bolts) the Germans used at Zavod No. 2
came from Dessau. At the start of turbine wheel development
a 1444 temperature, Sale-proof, 4E12 value steel was used
and had the Soviet designation of E1-408. Later a similar
steel, designated E1-415 was used. This was comparable to
the former German FKDM-10 steel.. The compressor wheels used
some other lighter metal. I also recall that non-rusting
steel Was used in the 022 jet engine combustion chambers.
I have no knowledge of any other metals or alloys used.
14. .1 have no information on guided missiles .in the USSR. I know
that the V-1 was tested at Dessau in 1946, but know nothing
more. I know that a small group of people who worked on the
Junket. IS KM-8 (torpedo motor) went to Odessa in October 1946.
The 'group. was headed by Dipl. Ing. STUBEL, but he fled during
the move to the USSR.
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STRESSING. DEPARTMENT
Dm Rudolf scseINOST
Chief
ZAVOD 2
Dr. SCHEIBE.... Collective Leader
PRELIMINARY DESIGN
Dr. Josef VO6TS
Chief
FLUID DYNAMICS
Dr. frig. SCHULZE
Chief
comPee.ssoR
ine.DEINHART
Chief
DYNAMICS SECTION
DIM.1119.5TUGEL
1
STATICS SECTION
Ing. 'NICKEL
ARCH VES
Dip?. 1,19. Rudolf KERCHER
GENERAL ADMINISTRATION
pilot. Ins Theo MAAS
WORKSHOPS
JOHANNES
MATERIALS TESTING-
trig. ROSSNER
EQutPmewr SECTION
Ing. SCHOTT
A\SSEIVIESLY TEST STAND
Ins .
Heinz- HENKEL.
AS KAN1A GROUP'
010. In5i. MOELLER.
OSCILLOGRAPH DESIGN
MUELLER
ACCESSORIES TESTING. SECTION
,Dr. Phil Ru.Volf SCHMIDT
DESIGN
Dipl, Ing. Ferdina.nd.
BRANDNER, Chief
FAILURES TESTING SECTION
Ing. WITT
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TESTI NS.
Dipl? Ins. PRESTL
Chief