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• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A001900540008-3
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• Document Creation Date: January 12, 2017
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• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SECRET
SECURITY INFORMATION
COUNTRY USSR (Moscow Oblast)
SUBJECT Sova.et Antiaircraft Missile
(Project Fluse)
PLACE ACQUIRED
This Document contains information affecting the Na-
tional Defense of the United States, within the mean-
ing of Title 18, Sections 793 and 794, 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.
REPORT NO.
DATE DISTR.
NO. OF PAGES
REQUIREMENT NO.
REFERENCES
PROJECT FLUSE
1. Project Fluse concerned the experimental utilization of a heated flow
propulsion plant for the propulsion of a remote-controlled ih.ssile within
supersonic regions. However, a special characteristic., the absence of
wings, is,'rioted in contrast to the Lorin-Jet, whose principal construction
feature is a diffuser-jet at the air intake, ihich gradually expands and
causes the'subsonic air stream to be retarded with a simultaneous increase
of pressure. The exhaust jet . s gradually reduced aft of the combustion
chamber, ' ' ~ The prefixes for the dimensions provided in this, project
should be considered with inverted values since here the air stream enters
at supersonic velocities (Mach 1.1 to 2.2). First'of all, a reduction
in v4ocity must be accomplished. This is done by gradual reduction of
the intake dimensions, which simultaneously increases the air'pressure.
This also increases the time element of gases passing through the combustion
zone, according to the reaction time 'of the fuel, to as great an extent
as necessary. The shape of the jet section was designed in such a manner
that the velocity within the narrowest section never dropped below that
of sound after the missile had attained, with the aid of several, starting
rockets (inclusive of'the auxiliary starting rocket within the stern), a
velocity of 360 meters per second. Consequently, the flow must increase _25X1
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again after the critical section (sic),w'ith a corresponding loss of pressure.
The construction was designed with such asha.pe as to provide the critical
section with, a multitude of very small perforations (fuel jet-grid).
2. Fuel was to be spread in vaporized feed under pressure of from 30 to 10
atmospheres through this device. At the same time, the mixture of the
droplets within the supersonic flow produces an ignitable sort of fog.
However, the temperature increase. attained in the forward 'part of the jet
would not yet be sufficient to cause combustion. For this reason,it was
intended to introduce in the critical cross section six rows of two each
of powder gas streams distributed over the complete cross-sectional area
and orientated vertically to the direction of flow within the cross-
sectional area. This continuous ignition is of impnpta t e in dealing
with a thermodynamic process. Without it, because of the supersonic
velocities near the critical cross section, the flame would have been
blown out of the rear of the jet. Now, because of combustion taking
place, near the critical cross section, no reduction in pressure takes
place within the greatly increased width behind the criticaal. cross 'section.
The pressure is held couttant and increased with' a" simultaneous. increase
of exhaust -pressure.. Pror to exhaustion of the hot combustion gases
in the atmosphere, a further reduction of pressure to nearly that of the
surrounding atmosphere takes place within the greatly expanded stern part.
However, the exhaust velocity considerably surpasses the intake velocity.
3. The cross-sectional drawings of desri.gn Fluse do not maintain' an absolute
.validity (see diagram., page 10). -A proper dimensioning prpsuppcses'ex-
tended'preparatory calculations, whereas the final shape may be ascertained
only after pressure, and temperature' measurements have been. made on models.
In this connection, it is to be noted 'that , during the designing of this
project,' the special difficulties that arose during retardation Of super-
sonic velocities were known. For purposes of experimentat? on the' util-
ization of several angular compression thrusts rather than cue strong
lineal thrust., for reasons of better performance characteristics, was tried.
However, as is now known;, such designs are only applicable at certain Mach
numbers and any minute deviation from the nominal values causes consider-
able difficulty. Furthermhre, the principle of angular compression shocks
may be utilized under certain conditigns, min-be the arrangement of the
rudder fins., fbr reason of stability, necessarily far remewed from the
intake opening.,, oan'only be placed within the region of the jet covering
at extremely high Mach numbers.
1 . Concerning aerodynamics.,. utilization of special wings was dispensed with
because, according to previously executed experiments, sufficient lift
values were obtained by a comparatively minute angle of attack of the jet
housing. In order to avoid reactions on the rudders,, and in order to
utilize all lift forces in a positive direction, the Rheint>ochter method,
`which is a proven des~.gn (rudders at the front of the nuissile),,was adopted.
Further consideration, of the projects without exhaustive measurement tech-
nique (sic) in wind tunnels and thermodynamic test runs was declined by me.
How far the basic, idea within this shape is to be lrealized . catnot, even
today, be foretold without such 'experiments . Should it appear that' ' notwith-
standing the powder-ignition-e bream, no continuous ignition is obtainable,
then there always remains the possibility of increasing the compression
within the intake jet to such an extent, that the velocity is led over a
straight thrust into subsonic regions.. Then, at the conclusion isf''the
combustion region, prior to entering the expansion jet, a cross-
sectional reduction is included in-such a manner,as to produce sonic
velocity and is considerably surpassed in the aft part of the duct.."
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5. Within the scope of the first project for the Ministry of Shipbuilding
Iridustry,a universal missile was supposed to have been created at a
naaunum weight of -1,000 kilograms.that should have been usable against
rapid air targets at heights. up to 1.8 kilometers as well as against mar-
itime targets over distances up to 50 kilometers. For launching from
on board battle cruisers, a mounting platform, such as for Rheintochter,
was envisaged, whereby the control was intended to be coincidental to
tie target flight path. During further work on the problem, the weight
was lowered to about 650 kilograms whereby the launching did'not occur
from a 'directable launching mount but out of a floating buoy. It was
supposed to have been dropped overboard together with the projectile,
such as 'a water mine, which is dropped across the stern of a vessel.
It would 'then position ~ ittelf vertically within, the buoy.
DETAILED DESCRIPTION OF PROTECT
6. On the inside is the central, slender, tapered body, around which is
drawn a six-edged ducts .over made of deep-drawn metal approximately one
and one-half 'mil1tmeter1s thick (see diagram page 10). Six longitudinal
spars., form the frame for this covering. At the tip of the central body
it the beard antenna for the' electrical minimum igniter. The ~.nimum
fuse causes ignition and detonation o the explosive charge as,:soon as
the minimum distance from the target .is reached. The rudder equipment
consists 'of four single rudder blades arranged at 90 degree angles to
each other. Each rudder is ad ju.stable with , the .twin-vane servo unit, with
a special amplifier *ithin' he flange plate. Since the control "parts
are specifically light in weight, the explosive charge is'plsced here
so as to move 'the center of gravity as far forward as possible. Except
for this, it would have been desirable to accomodate the explosive charge
in the rear of the missile. The explosive charge itself was approximately
150 kilograms. There were different variations with larger and smaller
charges. In general., there were supposed to have been about 1,000 in-
cendiary fragments incorporated. In front of.the head, the actual control
equipment was located. The damped directional gyro, as in the'Rheiritochter,
was-located in the center. The batteries formed a ring around 'the control
compartment of the missiles These batteries could be charged, even in
assembled condition, so that they are fully charged when the missile
is launched.. Behind this protectively-arranged chassis plate is the
direct current (three-phase alternating current transformei'-inverter -
Gleichstrom-Drehstrom Umformer) which produces a frequency of 500 kilo-
cycles for the gyro. The inverter is driven by the battery current of
24 volts. One phase of this three-phase A.C. inverter is used for the
operation of the radio receiver of the type Strassburg or Kolmar, whereby
the main, voltage produced in the transformer-inverter of approximately
220 volts is transformed in the meantime by an appropriate rectifier to
the necessary anode voltage. Directly behind the control equipment is
a round tank-like container witth a capacity of approximately 300 dm3.
This container holds a carbohydrate (benzol-like or gasoline-like
propellant.
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;lh.sas endeavored to use no especially ethereal substance, keeping
;in mind the possibility of switching to. diesel fuel or some gaseous
oil, Now far this would be possible had to be ascertained by
oeabuation experiments, because a change of 'fuels was dependent
upon the flash temperature, ignitability, reaction time, etc., of
the fuels. The intention was to use diesel oil, although it is
a poor inflammable fuel. There were also experiments on highly-
sftporable fuels that offered better firing temperatures for the
?v.r-all Operation. The fuel container had a provision for a
*+*rhl1--like draw pipe, a flexible hose that reached to the,
b ttra of the tank. During operation, while the original accel-
ez*tion takes place by means of starting rockets, the fuel mass
Will position itself toward the stern of the fuselage, causing
tho'"air'bubble to shift forward.. During this period, electrical
ignition is utilized.
Carbom diode or another inert gas was also used as a driving
fete**, The driving media (the gas) is contained within a high-
frspsuts flask. This high-pressure flask could contain approxi-
iatily 10 liters at a working pressure of 300 kilograms per square
centimeter. It was possible to lower the mass pressure within
the fuel container during extrusion of the last remnant in the
container to about 10 kilograms per square centimeter. The
actuation was planned in such a way that, immediately after
burning of the. starting rockets, a luminar disc was destroyed
by an automatic electrical ignition, controlled by a d2lay-
relay, so that the pressure within the flask (300 kg/cm ) was
reduced to a working pressure of about thirty to ten atmospheres
through a reduction valve-.positioned alongside. At the same time,
it was planned to have the reduction valve built as a program
reduction valve. Depending upon the internal pressure of the
storage tank, it would then cause a corresponding discharge
pressure. Thus, to some extent, was the possibility afforded
to equalize various air densities during acute climb, so that
at any time, the more advantageous amount of fuel could be forced.
into the injection jet. The installed starting rocket had?a
charge of approximately 60 kilograma~whioh alone was unable
to produce the 'necessary acceleration. It was necessary to
have a starting velocity of at least 360 meters per second be-
fore this supersonic propulsion unit would begin to function.
The installation of this auxiliary rocket was planned more or
lees for the reason that the space was free. This space would
have been unsatisfactory for any steering components since a
greater part of the steering (control) components were housed
in the f orward part. The Qermans endeavored 'to combine all
control components upon one chassis. They reasoned that, during
any kind of control, the whole chassis would be pulled and a
general test could just as well start here. It would have led
to difficulties if part of the control equipment were placed
forward and part in the rear. Experiments in the wind tunnel
showed the neutral point of the body. Eventually the possibility
arose that, by corresponding design changes in construction,
the neutral point could be shifted to such an extent that the rear
space could be utilized for extra booster rockets.
The central body had six ribs (see diagram, page 10). These tubular
ribs have a diameter ?f-approximately 30 millimeters and a wall
thickness of 3-4 millimeters.` It was planned to place an addit-
ional rocket drive charge inside the ribs. These charges were
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At'this point ignition of the ignitable mixture is started..;
Zho gases are first heated. This leads to an increase in pros
sure, then to an additional increase of velocity (see top, heavy
black curved lines iv, diigra sps:ge i8). There is only a reasonable.
after-burning within the next stage, noted here by a small in-.
Crease in velocity and a small drop in pressure. This could
result in a variation of either 'a small gain or small loss. It
i.e also possible that the pressures in this section remained
co .tut.. Thus, after passage of the gases through the rear
?uppi$ brackets (arranged in a triangular shape in oontrast
'fie, he front ones, which are sloped toward the rear at an obtuse
sa11e,and which, from a flow point of.visw, are constructed
with lack of efficiency), it is possible'to attain a longer time
Ipselduring which the spark will glow and perhaps provide for,
better ignition of the fuel mixture. Because of the conatr cticn
of the front support brackets, the 'turbulence in front was toler-
stode Th symmetrical oonStruotion of the rear supports has
proven,beneficial for a supersonic flow. In the last stage,
there is a sudden contraotion of the cylindrical core'and a
further oontinuation of the jet jacket in the same direction
as the forward part. Thus, both parts offer a substantial in-
crease in,cross-sectional dimension again. During the con-
sideration of this constant pressure, it was known that it
is not a simple matter to retard a flow of air within super-
sonic velocity ranges by ordinary means in order to create An
increase in pressure because the danger of compression shooks'
is very great. In dealing with the rudder parts and components
of this nature, it became obvious that it would not be possible
to count on full velocity for the parts in the rear. It was hoped
t+-at,. bE$use of the comparative slender finishing, it would
be possible to hold losses to tolerable limits. It is to be
noted that the model (see diagram,, page''. 10) does not represent an 25X1
absolutely exact reproduction of the model then on hand. 25X1
The ormer mo a ,a emp e to
utilize the benefits of an oblique shook within the front parts,,
that is, in the front part of the central body in the direction
of the Mach angle, a deflection of the current groups was caught
and again experienced a dimersion on the other side at the point
of incidence. Thus, by serially arranging several oblique
compression shocks, the losses of transfer of supersonic velo-
cities to more possible velocities within reasonable limits
were eliminated.
Experiments were planned for the wind tunnel and with a thermo-
dynamic combustion unit to determine from the results what would
be feasible or how much basic difficulty might be expected.
Cs,lculatians proved that no further supporting wings would be
necessary because of the specific light weight of the,. object
and in view of the external dimension of the exhaustjet. A
relatively small change in angle of elevation causes great
diagonal forces, as expected with the present rudder installation
of the canard type.. This-ix turn results in comparatively great
lift forces." The Germans were -able to produce good maneuvera-
bility with this type missile.?For practical purposes, four
single rudder machines are provided for in this twin rudder
model,so that each surface cane be controlled in'dividnally.
But whore th4, ive motors make a mixing of the individual im-
pulses possible~by means 'of an electrical control part, i.e.,,
even vri' h-out externally-Originating radio impulses but by
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deans of the gyro alone, a stabilization along the longitudinal
$*is was certain. With this object, it was not necessary to
stabilize for roll. By-proper switching arrangement of the
electronic oommande~ it was possible to transmit such commands
to the control section of whichever rudder group might need it.
$ewover, this presupposes that the gyration does not increase
to sAsh extent'that continuous variations could not be coped
With by the control-4keehanism. But, with the gyration as
eM ll as it was expQoted to be, there was no hesitation to use
the.opstem which was previously planned for Rheintochter0 Pro-
sheet metalr 1.5 millimeters thick, was secured to
$hi longitudinal tubes is form a closed cover. The cover could
be moved toward the rear and, by means of spot welding, was
toourSd to the. tubular frame members. The main difficulty with
,,this system lay in the fact that certain and continuous combus
t.ioA,*ithin the prescribed combustion path could not be counted
ia. the usual form. of the Lorin-Jet, contrary.to subsonic prim-
s.tplO is not.of proper construction. The Fluse?has a com-
azatlie .y small entry opening which, immediately after the
hx.atr widens into the combustion chamber, and is either kept
oylindrioai or again offers an increase in width. The intake
Was designed primarily for subsonic velocities,but with the
possibility that it could be utilised for supersonic velocities.
through the threat the air stream approaches subsonic velocities
at 4 Xach number of?approximately .08 or .09. In~this manner,
the velocity is lowered because of an increase in pressure.
The'air enters the Lorin-Jet at about 260 meters per second.
The pressure now remains practically constant and the in-
jeotion of fuel taker place simultaneously. Then a heating of
the Samoa takes place. This would normally increase the, velocity
but, by means of complimentary heating, the velocity is hold to
about this magnitude. During the last stage, am acceleration
again takes place and causes an increase equal to or perhaps
somewhat above the original velocity. That by itself would be
the Lerin-Jet. Just.the reverse is the case with athodyds
(ramjets.). In frouv-the threat is widened and, even in the
first e't4$q it is still widening, only to narrow down at, the
end. Bore It was planned for the intake to be used in'super-
sonic velocity ranges.by narrowing of the duct. .
12..Uext comes a gradual increase in width all the way to the rear
where a Choke is provided and then another expansion. With the
Lorin-Jet, it was mainly planned to keep the velocity down to
about 50 meters per; second because the velocity of the flame
'front lies in the same range. However, if both velocities are
in this neighborhoods, ignition would take place and combustion
would remain in the same latitude. No ignition would be possible
at higher velocities. . For this reason it was hoped that, with
the aid of the auxiliary rocket that carried the glowing particles
of aluminum into the jet stream, a continuous. combustion process
within the desired:' *elocities or perhaps at greater-than-sonic
speeds could be attained. When the velocity supersedes that of
:sound, it is possible to increase the velocity in later stages
With the added heat, it was possible to arrive at very high final
velocities with a considerable over-all increase of momentum for
the projectile. At first it might be thought that: it is a Lorin-
jet, whereas actually it is just the opposite. ..The pressure
will show as follows-s first it_was?low;-then correspondingly
it increases in the first stage where it remains practically
'`constant and' in the last section, it diminishes again to equal
external pressure.. At least it is a very interesting solution
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and one that cannot be solved on the drawing table but only with
oeius'tion experiments. If an air stream, flowing at supersonic
'Telocities, could be brought to stationary combustion so that at
all times the flame front commences at a like velocity and if
heating afterwards takes place, then this comparatively simple
system could be constructed. Should the experiment have negative
v4sults, there is always the possibility of carrying the re-
-striation further to produce a very small cross section so that
in this.eection a compression shook appears and it is again back
to the subsonic range of velocity. It would then be possible
it 1&ti stages to arrange an enlarging of the cross section] but
that would nett cause a steady decline in velocity with corres-
yoUding increase.of pressure. In order to fully utilize the ve-
leoity injected here, a contraction before the expansion jet
isn't he stern would be nedessary. In order to achieve this con-
traoti.on, it would be necessary to further decrease the internal
pressure While correspondingly accelerating the velocity at the
n&rr.W.st cross section and arrive at a sonic speed that can,
by-corresponding pressure drop, be increased to corresponding
supersonic velocities. That is, the same dimensions as are in the
front part of the design might appear at the stern. Probably
the over-all length would have to be increased from what is shown
here.
13. These missiles were supposed to be fired from normal launching
structures with 360 degrees traverse. This was an order that
emanated from the People's Commisiariat for Marine Construction
(now the Ministry of Ship ildiiing T;dustry). . In the course of time,
the Germans were presented with the task of reducing the weight
from 1,000 kilograms to 650 kilograms and lower yet if possible.
As a firing instrument, no special launcher was supposed -to be
utilized as the opinion was that, on board a battle cruiser, all
deck space would be fully utilized for the ship's artillery and.
that space was not to be wasted for launchers. For this reason,
the launching was supposed to be accomplished as follows: the
projectile was supposed to have been placed within a more or
less cylindrical container in a floating buoy, and this buoy
was supposed to have been thrown overboard in a manner similar
to that of depth charges (by rolling overboard at the stern).
Then the buoy would right itself point up because the center
of gravity is low. By means of small charges, the cover cap
could be removed and the projectile, with the aid of starting
rocket, would launch itself in a vertical directions In this
way special precautionary measures would not have to be taken
on board the vessel itself. The Germans-actually worked out;"
this problem and arrived at a constructive solution that could
fulfill the demands of the problem which was not necessarily to
be considered a forced solution. Naturally the. guiding process
would have to be orientated somewhat to the sides as the Ger-,
aorta were not able to shoot the projectile into the homing beam
and had to "catch" the projectile in its vertical flight and only
then gradually work it into the guide beam by'means of radio
control. But I cannot recall how this was. effected. Theore-
tically, the Germans contemplated experiments that permitted
good comparison of'-he various systems.
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#4.
It is to be noted that it was designed as a dual purpose wea.-
p0* t? be used with incendiary fragments against aircraft and
against maritime (ships) targets.' For maritime.targets the
*itsile, fitted with a special head, was supposed to create.
S certain submersion run and underwater detonation in the in-
aodiate vicinity of,a ship. For fighting-off _: ship targets,
I Ainixua of 60-60 kilometers was.demanded. This demand could
.aft bo not with the same. instrument that usually was intended
fer & tight height of 18 kilometers. On the contrary, within
ilt,ere height, the total propulsion medium was not com-
p otoly %$ed.up. The Germans had to increase the fuel eon-
t" itri for the 50-60 kilometers distance in order to be able
ti" Utilize 'the dame missile at such a distance. It was no*
4ffieuit to observe it. over the 60 kilometers and here a 'relay
?"r'i.ce was planned where an aircraft was supposed to take
I., i
err the intermediate observation. By means of the aircraft,
t0 d$i`eo't control and a corresponding ht
W0110 Observed.
*his.
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Legend 'to Diagrams. Page 10
~1A
' T'melation of Parts
1'. Acceleration without injactinn
2. Pressure Delivery through injection .
3..: Expansion wit a..out injeotien o
4. Carbol -drat a
oj. P '? lit /om. n
6. ;Or..$ section
7 !rspillgnt Grill.
d. th rab. Insulation
A.
9. 'Vitro Cellulose Powder + 'Al'uminum fine :outs.
'10. Start' Rocket
!is, aeop Drh1tA $hoet Steel Covering.
U. has i*4ividusl Rudder Blades.
1,3. Twin forvo Unit with Special Amplifier.
14. Radio-Transmitter Type Strassburg,
16 Q7ro'eatteries.
16. Electronic Minimum Igniter Kugelblitz (K-d$elblitz -Code name for
German Minimum Distance Igniter).
17. Dipole Antenna for Kugelblitz
18. Program' Reducer Valve 300/30/10/Atmes.,with electronic control.
?,19. Electronic Control Equipment from Rheintoohter.
20. Propellant Grill.
21. Three. Phase Trine-inverter 500 kc.
2.2, ~ Antenna for Command Radio.
23? Design $ohematio for Supersonic Heated Jet Prejeotile.,
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