DEVELOPMENT AND TESTING OF A-022 AND M-022 ENGINES AT ZAVOD 2

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01030R000100410010-4
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 16
• Document Creation Date: December 23, 2016
• Document Release Date: September 9, 2013
• Sequence Number: 10
• Publication Date: March 10, 1954
• Content Type: REPORT

Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
r
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SECRET .
This Document contains Information affecting the Na-
tional Defense of the United States, within the mean-
ing of Title IS, Sections 793 and 790, 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.
50X1
50X1
COUNTRY USSR (Kuybyshev Oblast)
SUBJECT
DATE CV INFO.
PLACE ACQUIRED
Development and Testing of A-022 and
M-022 Engines at Zavod 2
REPORT
DATE DISTR.
NO. OF PAGES
10 March 1954.
16 ? 50X1-HUM
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
50X1-HUM
2omments:
1. For Besmanka on Page 6, read Bezymyanka.
2. In Paragraph 22, LEBEDYEV is more correctly LEBEDEV, SAIMIKUV is possibly
ZAYMYKOV, and MOIZIEV is probably MOISEYEV.
SECRET
STATE
ARMY likx
NAVY
ex
AIR
FBI
AEC
OSI ev
(Note: Washington Distribution Indicated By "X": Field Distribution ,By "*".)
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
50X1
. crivi
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
?
COUNTRY : USSR
CONFIDENTIAL
REPORT
50X1-HUM
?
DATE DISTR.26 74k..5f
SUWECT s Development and Testing of A-022 and 14-022 NO. OF mau 15
Turbo-Prop,Engines at Zavod 2, Kuybyshev
PLACE
ACOUIRED
DATE
ACQUIRED
DATE OF
THIS IS UNEVALUATED INFORivIATION
NO. OF ENCLS.
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
50X1-HUM
50X1-HUM
.-.TURBO-PROP-BNCINE A-02?
1. The.official.Soviet designation for the former JUMO Turbo-prop engine
was "Object A-022." This engine was constructed in the Soviet ex-
perimentallfactory "Zavod 2" at Kuybyshev. The acceptance tests for
this engine were begun in May or June 1950. However the first engine'
failed during the 100 hour test when the propeller separated from the
engine because of faulty gears in the gear box. However, the engine
paseed the official 100 hour Soviet acceptance test in September 1950,
Luring these:acceptance tests this engine employed no nacelle cover-
ings, but it used an exhaust gas duct, which was delivered from an
unknown aircraft plant. The A type engines at Zavod 2 were produced
with serial numbers 1 to 25, and later serial numbers from 101 to
approximately 135. The last serial number on the test stand that I
can remember was 135. Beginning with the engine serial No. ld, /the
A type engines were sent away for flight testing after preliminary
water brake tests and propeller tests at Zavod 2. Serial numbers
101 to 135 were modified A type engines to be used in the M-022
(double A) turbo-prop engine. I can give no details concerning
installation of the A 'type engine in any particular aircraft. How-
ever German personnel believed very strongly that the A-022 turbo-
prop engine was being built in Soviet aircraft engine plants. The
German teohhical:personnel heard rumors that production of this
engine had begun in late 1950.
C ONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
? '
CONFIDENTIAL
e 2 -
2. The A-022 turbo-prop engine has a 14 stage axial flow compressor,
l2 injection nozzles, a 3 stage turbine, and a fixed cone.
Estimated weight of this engine is 1.5 tons, maximum rpm. 797009
Aaximum horsepower at take-off 5,800 to 6,000 horsepower (later
trsions of the A type were in the 6,000 horsepower range). This
horsepower was the shaft horsepower plus thrust!) converted into
horsepower. Maximum tail pipe temperature g00 C below idling rpm.,
maximum operational exhaust temperature 550 C, fuel consumption
at maximum rpm. 245 to 248 grams per horsepower, operational air
pressuret at least compressor stage at maximum rpm. 5.2 to 5.4
kilograms per square centimeter, pressure at intake 110 to 120
millimeter; mercury: (Both the above mentioned pressures were
measured on the water brake test stand. The A-022 turbo-prop engine
had provisions for the use of two 4-bladed counter rotating propellers,
or one.,Iarger 4-bladed propeller. The normal version was with the
two counter rotating propellers (having a diameter from tip to tip of
between 6 to 6.5 meters). Long test runs of the A-022 could not be
made with the single propeller due to the vibration of this propeller
on the test stand.
3. The following is a general list of materials used in the A-022 turbo-
prop engine:
Air intake: light metal alloy
Compressor housing: sheet steel
. Reinforcement beams: welded sheet steel
? Compressor wheels No.1 through 58 a one piece machined solid
metal wheel
Compressor wheels No. 6 through 14: a solid one piece steel wheel
Combustion chambers: heat resistant steel
Turbine shafts steel
Turbine wheel: steel
Turbine blades: solid
wheel
Stators in compressor:
Turbine ring inserts:
Compressor
steel construction inserted in the turbine
by the "Christmas Tree" method.
The initial stators were made from steel,
but in later versions of the A-0229 the
stators in compressor stages 1 through 6
were made from light metal and in stages
7 to 14 of steel.
The turbine ring inserts varied during
the entire time of my stay at Zavod 2.
The first turbine ring inserts were of
graphite, later light metal, ceramics,
and finally of an aluminum-bronze substance.
The aluminum-bronze substance achieved the
best results and was used exclusively in
the M-022 engine.
guide ring inserts: plastic which could be scratched
with a knife or file.
All items not requiring strength or heat resistance were made from
light metal.,
4. I have made a schematic diagram of the turbo-prop engine type A-022
gee page 10:7. Drawings showing the cooling system of the outer
wheel of the combustion chamber, the air flow into the combustion
chamber, 8..4:roes-section of the combpstion chamber showing injection
nozzles, a.cross-section showing the. mounting of the auxiliary
equipment, drive shafts and the location of the main braces of this
engine are also included .5ae page IL7e
CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09 : CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
C ONFIWTf.A L
-3-.,
5. _The following is the testing procedure used in the A-022 turbo-
prop engine. The shaft horsepower was measured by the use of a
three disk water brake connected to the engine in a ratio,of
1:1 and in turn connected to a motor generator unit0 for a
diagram of the water brake test stand see page 12 g see page 13 for
a detailed drawing of the water brake test installation, andpage-14/0r
lifitmt view of the water brake test stand as seen from the engine
shaft2 Upon delivery of an engine to the engine test stand it
is first inspected by the test stand inspectors. After passing
the inspection the engine was mounted on the test stand for the
breaking-in run. .The breaking-4n run consisted of rotating the
turbine shaft-of the engine, by .Means of the motor generator,
up to 200 rpm..and maintaining 200 rpm. for two to three minutee.
Then the motor ,generator Was stopped and the assistants timed the
duration of rotation.before,the engine came to a halt. During
this thn out time technicians listened for any noises. The only '
method of detecting failures;in.construction was the ability of
the technicians to detect noises by listening. .
6. The decond break-in run was the same as.the.flirst, except that 500,
rpm0 was maintained .for three minutes.,---IrThe engine did not
continue to' run for 30 to 69 aeconds, the process at 500 rpm0 was
repeated _until that tine' was achieved. The same process was repeated
at a000 rpm., and later at 2000 rpm. The only criteria for pass-
ing the break-in runs was that the engine had a noiseless operation.
7. During the first actual running of the engine the following
procedure was, in effect. The engine was started by revolving the
turbine shaft to 800 rpm. with an electric motor. When 800 rpm.;
had been achieved, the ignition switches were turned on. The
electric motor was increased to 1100 rpm, and the throttle of the.
engine was opened gradually. . Between 800 and 1100 rpm, the two
starting fuel nozzles were injecting fuel into the combustion
chambers and it was burning. At 1100 rpm. the main fuel valve
was turned on and the fuel was burning from all injection nozzles.
At this point, the speed of the electric motor was increased to
2300 or 2500 rpm. (it was up to the trained operator of the teat
stand to judge at what point between 2300 and 2500 rpm. the .turbo-
prop engine was gaining power on its own). When this was determined
the electric motor wan disconnected. The rpm, of the engin?. was
then increased to the idling rpm. of 3500. After a short run at
3500 rpm. the fuel is gradually cut off and the engineers begin
listening once more. When the rpm, is reduced to 1500,a time
check is once again made. The run out time for a good engine
at 1500 rpm. was two minutes.
8. In the next test when all necessary adjustments had been made, the
same procedure was followed to get the engine rotating at 3500
rpm. At this point a'techiician entered the test chamber and
checked to see if there were any loose connections or fittings.
When this check had been made a preliminary fuel combustion test_
was made. During the next ten Minutes the engine was increased
from 3500 rpm. to 6500 rpm. At 6500 rpm. the four circular air
outlet vents were supposed to automatically close. These outlet
vents are located aftar the fifth or sixth compression stage.
.If these vents do not close automatically, a'technician entered
the chamber and closed them. Oil pressure kept the vents open up
to 6500 rpm., bute4,6500 rpm0 the regulator cut off the oil pressure
in the vent system and the vents were closed by spring pressure.
' CONFIDtAT.IAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
CONFIDENTIAL
- 4 -
When the ventslgere closedithe rpm, was increased to 7250 rpm0 and
then the engine was run for ten minutes at this rpm. At 7250
ikpm. a fuel consumption and oil quantity test \was made. When
flis was done, rpt. was reduced slowly and the vents were watched.
At 1500 rpm. a stop-watch test was once again made. This test
completed the breaking-in runs.
. The first turbine test run employed the same procedure as before
to achieve 7250 rpm., but this rpm0 was a corrected rpm0 to standard
atmospheric conditions. The corrected rpm0 was computed by the
following formula:
273 + 15
rpm corrected = x (rpm, in this case 7250)
273 ? Air Temperature
10, This turbine test run was made at four different rpmgs.: 70009 7250,
7400, and 7700. At the corrected rpm., a load is put on by use of
the water brake in seven increments up to three-fourths of maximum
power rating at the designated rpm. At each step fuel consumption,
oil temperature, exhaust temperature, air intake temperature, air
pressure, and oil quantity flow were measured. At each load stage
operation of the engine lasted for ten minutes0 When the loads
were to be increased, they were decreased in the same increments
and the engine ran for five minutes at each stage. The throttle
was then decreased to 6500 rpm. (at which point the air vents were
watched) and then decreased to 3500 rpm., where the same readings
mentioned above were made. The throttle was then closed and time
tests were made at 1500 rpm. The same procedure was used on all
four above stated rpmos.
11. The performance characteristics test used the same four rpm0
ratings as shown above. The procedure for bringing the engine to
a designated rpm, remained the same. At the corrected rpm. a
five increment load test was made. Each increment lasted for
five minutes and the last load was always the maximum power ratpg
at the designated rpm. If the exhaust temperature was over 550 C
the maximum load test would not be run. In decreasing the loads
the engine maintained the designated rpm. and the loads were
decreased in five increments with each increment lasting for five
minutes. If the engine met the specifications, it was removed
from the test stand and sent back to the factory for installation
of auxiliary equipment and the propeller flange. The engine then
went to one of three places: propeller test stand, flight test=
Ilion or to he development sections. The engines that were to
be sent to flight test were also sent to the propeller test stand
for a preliminary five hour test.
PROPELLER TEST STAND PROCEDURE
12 The tests conducted on the propeller test stand were made in
order to determine the capabilities and limitations of the
regulator, propeller gear box, auxiliary equipment and to make
the twenty-five, fifty, and one hundred hour test runs. The
performance figures obtained from the water brake test stand
were used in the testing of the same engine on the propeller
test stand. In addition experiments were made to obtain perform-
ance data on the propeller test stand, but this data proved to be
inaccurate and therefore the performance data testing was not
conducted on the propeller test stand. Upon arrival at the
CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
?
CONFIDENTIAL
- 5 -
propeller test stand the engine contained all auxiliary equipment
that would be needed for installation on an aircraft except for
cowlings and nacelles. The engine was mounted on the propeller
test stand and the propellers were installed. The propeller test
stand had additional measuring equipment for the measuring of all
auxiliary equipment (such as volt-and ammeters,, and pressure
instruments). The hydraulic system for propeller feathering is
installed in the aircraft, but the test stand incorporated this
system in its makeup. Special vents were constructed for cooling
of the generators mounted on the engine. Normal cooling would be
achieved in flight by ram air. After all connections were made
the engine was turned a few times by hand and a visual inspec-
tion was made. The tests performed on the propeller test stand
'were as follows:
Starting tests: The engine was started and the number of rpm0
increased for a short time and then the engine was shut off.
These runs were only five minutes in duration and at the end
any necessary adjustments were made.
Functional testing of auxiliary equipment: The engine was
started and all measurements as to output and capacity of
auxiliary equipment wete made. A fuel consumption test was
also made at this time.
Time runs: At the beginning a twenty-five hour and fifty hour
time run were made. Later one hundred hour time runs were
incorporated in the program. For certain experiments occasionally
two hundred hour time runs were made. Each hour of a time run
consisted of: five minutes with the engine operating at take. off
output, 7700 rpm. and approximate fuel consumption of 1460
kilograms per hour, and between 5800 and 6000 _horsepower; twenty
five minutes of so-called "increased cruising speed with 7400
rpm., 1270 to 1300 kilograms of fuel per hour; and thirty
minutes of cruising speed with 7250 rpm0 and270 to 280 grams of
fuel per horsepower per hour. During the time runb, the engine
was cut off at the end of each five hour period, Occasionally
at the end of this five hour period the operator was ordered
to make five take-offs. The fuel and oil filters at the end
of these five take-offs were inspected and a visual inspection
of the entire engine was made. At the end of the visual in-
spection the next five hour period began. Occasionally during
a fifty hour test, after thirty-five hours had been run, the
operator Was told that the last fifteen hours were to be run
without stopping the engine at all. Every hour in the fifty
hour, twenty-five hour, and one hundred hour tests consisted
of the prescribed minute breakdown of five minutes of take-off
power, twenty-five minutes of "increased cruieing speed," and
thirty minutes of cruising speed. At the end of fifteen hours
of constant operation the operator was told to make five take-offs.
TURBO-PROP ENGINE TYPE M-022
13..At the end of 1950 the design office began working on the M version
of the 922 turbo-prop engine. In the fall of 1951 the first engine
was ingtalled on the water brake test stand. In November 1951
the propeller test stand was completed by the German workers.
During the spring, summer, and fall of 1952 test runs of fifty
CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
C ONFIDENTIAL
- 6 -
and one hundred hours were conducted on the propeller test stand.
The state acceptance tests were scheduled for the M-022 during
the winter of 1952/1953. Several times all preparations were
made for this testing, but they were stopped. In the spring of
1953 the German workers were told that the project had been
abandoned. During the test runs (spring and summer of 1952) the
plant was visited continuously by Soviet engineers and technicians.
During the winter of 1952/1953 several M-022 propeller test stands
were manufactured and delivered to unknown Soviet plants. I know
definitely that construction drawings for the M test stand were
made for delivevto Soviet plants. The Soviet engineers and
skilled workers who came to Zavod 2 were from the engine factory
at Besymyanka. Besymyanka is a northeast suburb of Kuybyshev.
These engineers and technicians were trained by the German personnel
in the construction and testing of the M engine. In the fall of
1952 the plant began receiving components (such as complete turbine
wheels, 'turbine guide vanes, compressors) and other parts supplied
by Besymyanka. The first deliveries of these parts were of very
poor quality and had to be rejected. Little by little as quality
was improved at Besymyanka, the Zavod 2'plant decreased produc.
tion of the component items. At the beginning of 1953 Zavod 2
assembled only the engines from components delivered from Besy-
myanka. At this time the German technical personnel were spend=
sing the majority of their time on "Object JO, "Object D", and
Object AF-2." At the end of 1952 and the beginning of 1953
rumors. circulated again through Zavod 2 that the M-022 turbo-prop
engine was being flight tested at Kazan. In addition it was also
rumored that during March to May 1953 that an aircraft being
flight tested had crashed. At this time many Soviet personnel
arrived and investigated assembly procedures, quality, and test-
ing procedures of the M-022 engine. ParitiOular attention was
paid to the engine suspension and connection components. From
that time on all engines that were scheduled for flight testing
were required to undergo a special testing program. Soviet person-
nel supervised both the propeller test and the water brake test
of all M-022 engines. Upon completion of the functional tests
on the propeller test stand, the engines were covered with grease,
packed in crates, and shipped to an unknown destination.
Description of the M-022 Engine
14, The M engine comprises two A-022 turbo-prop engines put together
side-by-side and employing a common gear box. The A engine was
modified only in the fact that the intake section was changed,
and supports binding the two engines together were incorporated.
The suspension system comprises a box shaped,welded sheet steel,
lateral brace and one longitudinal box shaped,tapering welded
sheet steel spar. The 7.1-022 engine employed two 8 meter counter
rotating square tipped propellers. The maximum rpm. was 7700,
idling rpm. 3500, and the 'maximum horsepower was computed by add.
ing the horsepower of the two A-022 engines and multiplying that
by a gear loss factor. I did not know exactly what this loss
factor was, but did not believe that it was lower than 0.900 and
believed that it fell between 0.88 and 0.90. The A-022 engine
combined to form the M-022 engine were from serial numbers 101
to 135. In addition other engined from serial numbers 1 to 25
were modified and also made into M engines. Four engines frcom
serial numbers 101 to 135 were kept for special turbine tests.
There were seven different turbines used in these experiments.
CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09 : CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
CONFIDENTIAL
- 7 -
The seventh and last was the one incorporated in all M type
engines. This was easily achieved in that all parts were
completely interchangeable, and the old turbines were removed
and replaced by the new turbines. The M version could not be
tested on the water brake test stand; therefore half of the
M engine (one 1-022) was tested at one time using similar
testing procedure as for the 1-022 engine. With the modification
of the intake it was found that there was no measurable reduc-
tion of power in the newer engines; in fact because of the
improvements in the turbine and compression components, perform-
ances were obtained up to 6200 horsepower. An additional reason
for this higher horsepower rating was the fact that higher tail
pipe temperatures were allowed. Special hot runs were also made
on the water brake test stand. Hot runs were made by opening
the air vents and impeding the air intake. These test runs were
conducted in. order to measure temperatures in the combustion .
chamber before the turbine guide vanes. Fifty hour tests were
made on the water brake test stand in the form of hot runs.
Temperatures were high enough to make the guide vanes glow. The
water brake test stand was constructed at Zavod 2, but by the
time the latter M versions were tested the water brake was too
old and could not give the required loads. Upon completion of
the water brake tests one-half of an M engine ( one 1-022) was
returned to the production section where two halves were put
together and all auxiliary equipment added. The engine was then
sent ?to the propeller test stand to be tested as a complete M
engine.
15. for a drawing of a complete M engine, see page 15 j The first
test runs on the propeller test stand were made in order to test
the common gear box. Ruptures and breaks occurred approximately
four times in the gear box while it was on the propeller stand.
Many different gear box designs were tested on the propeller
test stand. During one hundred hour tests in the fall of 1953,
many Soviet dignitaries witnessed the testing procedure of the
11-022 turbo-prop engine. After seventy-five hours had elapsed,
the gear box failed. This failure caused a great deal of tension
between the Soviet and German designers and specialists. The
Soviet director ordered the construction of a gear box from
entirely different materials and blamed the failure on the poor
workmanship of the German personnel. After twenty-five hours
the gear box designed by the Soviets also failed, and the
German designs and materials were used once again.
16. The, following is the procedure employed on the propeller test
stands for the complete M-022 engine: Both "A" engines were
started at the same time by the depression of a single button.
.Each individual engine was started by its own starting turbine;
the entire starting procedure was completely automatic. By
the depression of the button a small electric motor, attached
to each starting turbine, rotated the starting turbine to a
prescribed rpm. When the rpm. was reached, fuel was injected
automatically into the starter turbine. When the starter turbine
reached 400 rpm., it was slowly connected by an automatic clutch
to the main turbine. When the main turbine was rotating at 600
rpm., fuel was injected and ignited through the two main starting
nozzles. The starting turbine drove the main turbine until 1000
rpm., was reached. At this rpm. the operator opens the throttle
CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09 : CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09 : CIA-RDP81-01030R000100410010-4
CONFIDENTIAL
- 8 -
and the main turbine increases to 1800 or 2000, at which time
the starting turbine automatically uncouples from the main
turbine and is automatically stopped. The operator then places
the throttle at the idling position and from this point on the
testing procedure is the same as that used in the A-022 engine.
"OBJECT 012," TURBO-JET ENGINE
17. The Soviet designation for the former JUMO 012 engine was
"Object 012." Between twelve and fifteen of these engines
were produced at Zavod 2. The official plant test was conducted
during the winter of 1948; but the offical Soviet acceptance
test was not made at Zavod 2. However the German personnel
learned that the 012 turbo-jet engine had passed the Soviet
acceptance test at another unknown factory. The 012 turbo-jet
was an axial flow turbo-jet engine with a twelve stage compressor,
one turbine, a variable exhaust cone, and contained a compressed
air starter. This engine had a 3000 to 4000 kilogram thrust at
a maximum rpm. of 8000.
"OBJECT K"ENGINE
18: "Object K" was a turbo-prop engine designed to replace the M-022
, engine. "Object K" employed a sixteen to eighteen stage compressor,
a five stage turbine, and eight oval air outlet vents, and had a
maximum rpm. of approximately 8000. An interesting feature of
"Object K" was the variable guide vanes in the first stage of
compression. The appearance of the "Object K" engine was very
smooth in comparison with either the A-022 or the M-022 in that
all auxiliary equipment was built into the outer casing of the
engine. Approximately six "Object K" engines were produced, and
the first K engine arrived on the water brake test stand between
May and June 1952. The first propeller test was made during
March and April 1953. The main problem encountered with the K
engine was the freezing of the compressor.
"OBJECT AF-2" ENGINE
19. This engine was a turbo-prop engine and was believed to be the
pilot model for "Object K." Only one engine of this type was
built, and that was during the beginning of 1952. The project
was dropped when the entire engine blew up, destroying the test
stand as well as the engine itself.
"OBJECT D" ENGINE
20. "Object D" was similar to "Object K" except that the compressor
had been modified. This engine was designed for higher altitude
work. The first engine of type "Object D" was delivered to the
water brake test stand in June 1953.
21. The altitude test chamber and stand had been shipped from
Dessau to Zavod 2 in 1946. It was planned to install this
altitude test chamber at Zavod 2. .The initial construction work
for the replacement had been begun but was stopped at the end
CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09 : CIA-RDP81-01030R000100410010-4
CONFIDENTIAL
- 9 -
of 1949. In the winter of 1950/1951 many Soviet personnel
appeared and packed all parts of this altitude test chamber
and shipped them to an unknown destination. There was never
an altitude test chamber in operation at Zavod 2e
22. The following is a list of three Soviet flight test personnel
with whom I had contact.
Flight test engineer - umurtv
Deputy flight test engineer - SALMI=
Mechanic - MOIZTEV
CONFIDENTIAL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4 r A022 s
? Kyr awarnmen Tr.. I E y?
SNIDE VIEW (MEMORY SieEICH)
s-kr
*-.sect3/4.? " ??? ? ? fornithissons EsnmArrol
a. ??-??*?14 tiq.:
A pnek.
342o mm
?..t ;ter-
112:
VkAlf
&le y
/fi
Noi
W?k4
41111:
' ? ?
masts:eve FLANGE
12EDLICTION GEAR
Am. ny TA KE ?
rQfl bainv PUMP OF REDUCTION Gra
? AWN PUMP FOR LUSINCAT/ON OIL
UPPER:AND totvER SurPoRn
?3.? AUXILIARY ERLI/PMENT
pPPER-SUPPORTCARRIED:
; r
? ? . ? ? .? The etscrave Poway GENERA TOPS 24 s',2Kw
?2 gi.km. Pick UP FOR TUROWS RPM
III,3/40444(160E pump, a ComPRESSOR
.:444CUUM POMP
LOWER SupPoRr CARP/EQ
FUEL PUMP
PRESS:a PlatUPR2R AulbMAnc
HYDRAULIC Ocw7troL Devices
P.AM.Pick ulA FOR AIRSCREW RPM
t4- STAGE CbMPIRESSOR
REINFORCEMENT BEAmS or
ComPRESSOR HOUSING
.4IP OUTLET VENTS
AulamATIC RELEASE CouPLWG
DEVICE OF Smarr'? ruaellvE
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
0 DeryE SHAFT RIPTI UNIVERSAL JOINTS
10ENTRIFUGAL FLOW SPIRTING TLIRBINC ,
/2 INJECTfoiV NOZZLES .
CoMEWS'770N CHAMBER
0
HENS TYPE pAIECDON NOZzL. E APO kiV7770N
PLUG ARRANGEMENT FOR STARTWG
?
7WREE -STAGE
EXHA ruRaiNE
uST PIPE
FIXED ExCHAUSr CONE
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09 : CIA-RDP81-01030R000100410010-4
TURBO-PPOP ENGINE TYPE A022
(MEMORY SKETCH)
CnosT SECT/OIV :A
nlau COMBUST/ON CHAMBER
wirk INJECTION NOZZLES
? 1.ONGI77JOINAL SECTION
OF COMBUSSION CHAMBER
CROSS-SECnON 73
WITH SUPPORTS AND DRIVE MEOVANISMS
FOR AUXILIARY EQUIPMENT
- ?
LEGEND:
(ID nma bvjercriotv Noma
INNER Aga BAFFEL 70
CbmaoSnoN CHAMBER
OtoreER As &APPEL
COOL/NO OurS)oe
OP Coweo$170N Ov444.8ER
O3TuRewe awn- HOUSING
.4 /R HOLES FOR SHAFT
CoolJNG. AIR Cbmcg PROM
???? enfORrvaNPRoSSiavSVAOE
CoMBUSTION CHAMBER
(AS' INTEGOIL PART)
? COMPRESSOR -STAGE -
NOuSiNE MADE FROM lkt,
SEMI Cita-AR Secnonis
REINFoRCEmENr SEAMS
PRom &Fixer SrEat
(Romero? ON COMPLETE
ENGINE WAGRAM)
e ZIPPER 8LoWER SupOoRT
Axa AuxiDARY DauiPmENT
(Ropyro6 OvCbmotEro
ENGINE DIAGRAM)
? DRIVE SHAFT FOR
AU*/ LIARY ERUiPMENr,
THis DRIvE SHAFT-
EXTENDS bosq /NrAkE
Yousbila iv SuPPoRTS
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09 : CIA-RDP81-01030R000100410010-4
COQ WHEELS' a2NNECTING
DRIVE- SHAFT 70 DR1vE-
41ECH4NISMS FOR
ALIFIL/ARY EQUIPMENT
@ DRIVE-MECHANISMS FOR
.40AILIARY EQUIPMENT
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
ar-T yec ?
'A..1.
skeI.
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
a a
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
? Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
TUPI30-PROP ENGINE TYPE "M 022"
(MEMORY SKETCH) TOP VIEW FRONT VIEW or GEAR
v50...s., ?1
60-70..? 0 SHAFT
AIRSCREW
0
-n
m -
z
FAIR /VG TVE3E (ALL/AliN.)
180... JD
SCHEMATIC
DRAWING OF
THREE -STAGE TURBINE
rURSINE k VG
INSERT?
TURBINE
SHAFT
GUIDE
VANES
-115?
rUR81 NE
WHEEL
Declassified in Part - Sanitized Copy Approved for Release 2013/09/09: CIA-RDP81-01030R000100410010-4
CCVER
200....
+Deg: