TURBOJET AND TURBOPROP ENGINE DEVELOPMENT AT ZAVOD NO. 2 IN UPRAVLENCHESKIY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00457R014300190007-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 8
• Document Creation Date: December 14, 2016
• Document Release Date: June 24, 2002
• Sequence Number: 7
• Publication Date: January 9, 1953
• Content Type: REPORT

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FEB 1952 03 '-4^^
CLASSIFICATION SECRET
SECURITY INFORMATION
INFORMATION REPORT REPORT NO.
CD NO.
COUNTRY USSR (Kuybyshev Oblast)
25X1
SUBJECT Turbojet and Turboprop Engine Development at NO. OF PAGES 5
.Zavod No. 2 in Upravlencheskiy
DATE OF
INFO.
PLACE
ACQUIRED
DATE DISTR. 9 January 1953
NO, OF ENCLS. 2 (of 3 pages)
(LISTED BELOW)
SUPPLEMEN1
REPORT NO.
The activities of the deported German engineers from the Junkers and BMW
plants at Opytnyy Zavod No. 2 (Experimental Plant No. 2) in Upravlencheskiy -
Gorodok (53-12N, 50-09E) included the duplication or improvement of turbojet
engines BMW-003, JUMO -001+, and JUMO -012, and turboprop engine JUMO -022 .
BMW-003 C
1. The development of the BMW-003 C was completed in about mid-1917 when the
engine was subjected to the State test.. The structural setup of the engine
remained iinchanged. With the maximum revolution speed being 11,000 rpm,
the s ecifid fuel consumption was 1.3 kg/kgp/h, and the air throughput
was 18 kg/sec. A static thrust of 1,050 kgp was achieved. Source believed
that the BMW-003 was in mass;produbtion in Kazan. This assumption was
supported by the fact tbdt the two BMW experts, Engineer Karl Schenke and
Engineer Simon (fnu), visited Kazan in 1947 to eliminate difficulties
with governors in mass production. Both engineers stated that the plant
in Ka n. was well equipped.1
JUN3-OO4~B
2. Of the many vers ions of the JUMO -004, only the JUMO -004 B was being worked
on at the plant. The power unit was equipped with two additional combustion
chambers. The fuel consumption was reduced from 1.43 kg/kgp/h to between
1.32 and 1.34 kg/kgp/h. The output of the engine was rated at 900 kg,
the static thrust at 8,700 rpm maximum, and the engine had a compression ratio
between 2.9 to 1 and 3.2 to 1. The pressure aft of the turbine was 1.5
kg/sq cm; the gas temperature aft of the turbine was 620 to 640 degrees
centigrade,, and the temperature in the exhaust unit was 590 to 6100 centigrade.
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Fuel was injected with;_a pressure of 55 kg/sq cm. The oil consumption
was one liter per hour and the air throughput 21 to 23 kg/sec. The over-all
length of the power unit was 3,900 mm; its maximum diameter was.810.mm,
and.the weight was 710 kg. The basic structural setup of the engine was not
changed. Source believed that the JUMO-004 was produced in Ufa/Chernikovka.
Engineer Friedrich Kreuzburg briefly visited that plant to eliminate difficulties
with the governors which occurred there as in Kazan. By late 1947, the
JUMO-004 project was.completed at OPN 2.2
JUMO -012
3. In about.mid-1948, the JUMO-012 was ready for mass production. -On Soviet
requests,the JUMO-012 was designed with an output of 3,000 kgp at.a:fuel
consumption of 1.1 kg/kgp/h and a weight of 1,600 kg. The following,data based
on theINA (International Standard-Atmospheres) were actually achieved-with
the power unit. The engine had a thrust .of 3,000 kg at a starting speed
.of 61200 rpm, it rated at 5,900 rpm cruising speed-and at 5,700 rpm economical
speed.. The fuel consumption was 1.09 kg/kgp/h for a.static thrust at sea
level. The reduced weight of 1,480 kg was-achieved by boring holes in the
turbine discs. The compression ratio was 4.2 to 1, and the air throughput
was 59 to 60 kg/sec. The gas temperature forward .of the turbine was,calculated
at 850 degrees centigrade. The specific weight amounted to 0.493 kg. The
power unit had an over-all length of 5,000 mm to 5,500 mm and a maximum diameter
of 1,150mm. The JUMO -012 was fitted with a 12-stage axial compressor, 12
individual burner cans which ended in one annular combustion obamber,and a two-
stage turbine. The exhaust.cone was rigged. When accelerating the engine,
air was released between the fourth ar fifth compressor stages with-the
engine running at 3,500.to 5,400 rpm. An increased output0to be achieved by
after-burning,of the water injection,was not planned. However, Dr. Manfred
Christian was requested to start research in the field of after burning according
to the constant volume system. German material was used for the blades of the
first power units constructed at the plant. Difficulties occurring with the
lese,heat-resistant Soviet material were eliminated by fine grain forging
at OPN 2. Source believed that the poor processing and tooling of the blades
rather than the lack of suitable alloys were responsible for' this failure.
American blade material which was once supplied to the plant proved to be
good but was no longer available.4
4. Source believed that the JUMO-012 was produced in Kazan, an assumption which
was supported by the fact that Soviet engineers from Kazan came to ask
the advice of Physicist Guenther Hermann on blade oscillations. es
were ones 'ram the .7U)4O-012. 25X1
JU)1O -022 Turboprop Engine
The Jl= -022 was almost completed by October 1950. At that time its moat
essential data, accordi to the INA system, included 4,500 abaft and an
additional thrust of 600 kg. With areduction factor of 0.91 the actual
shaft.output would be 5,000 by. Theoretically 5,500 to 6,000 by could
have been achieved easily try increasing the combustion temperatures to the ones
of the J1210 -012. However, this power could not be utilised because of the
poor propeller gearing. In mid-1950, anew gear suitable for 6,500 hp
was being constructed. The engine had a 7,500 rpm take-off speed, 7,250 rpm
cruising speed, and 7,125 rpm economical speed. The weight, including two
three bladed counter rotating propeller, 4.5 m in diameter, was 1,800 to
1,900 kg. One propeller consumed 57 percent of the power, while the other
one was driven by the remaining 43 percent,due to the design of the planetary
gear, which was driving one propeller from the external periphery of the sun-wheel
while the other propeller abaft ended at its internal periphery. The engine
was designed with a compression ratio of 5.2 to 1; the measured data ranged
between 4.7 to 1 and:4.8 to 1. The air throughput was to be 32 kg/see, but only
29 to 30 kg/sec could be achieved. The gas temperature forward of the turbine
was about 790 degrees centigrade and the specific weight (weight per bp) was
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0,360 kg. It was not planned to increase the output.of the engine by
installing an after burner, etc. The power unit was. essentially a pantographicaily
scaled down version of the JUMO-012; it had a.14-stage compressor, the same
combustion unit.with 12 cans and.a three-stage turbine. When accelerating. the
engine,the compressor released air between the fourth and fifth compressor
stage with the engine running at 3,500 to 5,1+00 rpm. The exhaust speed
in the jet unit was 170 to 180 m/sec. The transmission gear ratio to the
turbine was 1 to 6.4
6. The JUMO-022 was designed with a.combined governor system. The amount
of fuel to be supplied was synchronized to the temperatures forwardkof the
turbine which, independent. from the external atmospheric pressure, were
kept:constant.to each of the various output ratings. For n-7,500 the
temperature upstream of the turbine was 1,060.centigrades k (absolute
temperature Kelvin'scale) and for n-7,150 the temperature was 890 centigrades
(Kelvin scale), etc, The air volume and the momentary specific weight
of the air had to be measured in order to feed the correct amount of fuel
in accordance with these data. The air volume was set by the various delivery
rates.of the compressor. In order to control the specific weight of air,
the pressure and the temperature had to be measured continuously and
coordinated. The pressure was regulated by a barometric cell and the
temperature by a temperature regulator.. The fuel flow was controlled as
follows: the section of the fuel flow passage could be enlarged or reduced
by two adjustable cylinders, one inside the other, by turning one of them
on the axis. Thus, the amount.of fuel was supplied which was required to
obtain a certain number of rpm. The revolutions of the propellers were
regulated simultaneously with the rpm by means of two centrifugal governors. The
flow section was also varied axially by the momentary external pressure of the
compressor and the external temperature forward of the compressor. If there
was an increase of external pressure at an unchanged (constant) temperature,
the fuel passage was enlarged by means of the lever transmission. In
coordination between pressure and temperature, the influence of the temperature
operated the lever and thus-affected the correct amount of fuel to be fed.
This fuel governor system was coordinated with the propeller governor (rpm
g=rnor) through a cam transmission. The power output limitation was
installed to protect the engine or the gearing from excessive operation at
very: low external temperatures and high external pressures as well as at
low altitudes. The maximum amount of fuel required for the maximum rating
was limited and could not be exceeded. This limitation would cause losses
.of power at high speed, low altitude flights; however, because of the degree of
the limit, the losses could soon be overcome when the aircraft gained altitude.
This power limitation was :a compromise solutiog which could have been omitted
b
the installation of
ears of ade
uate size
y
g
q
.
Source believed that the JUiMO-022 was produced in bybyshev/Besymyan ,
since Experimental Plant No. 2 was constantly in connection with 3csym-
yanMa and because 12 to 15 foviots from 8esymyan came to work at various
places at Plant No, 2 in 1950, obviously to familiarise themselves with
this type of wcrh. work on the J -@ w?s e. i-ets? At that time, 00,ure
noticed another in,ication tit.the JTJM -Q a2 wee produced in Bezymyanka.
One ,SUMO-022 engine.,merely ppyere4 by a tgrpaulin was loaded on a truck not
belonging .to Plant No. 2 and shipped to a place which presumably was located
in Krasaaya Glinka,several kilometers. away. If the power unit was to be
shipped to a distant place it would have been packed in a crate and shipped
to.Krasanya Glinka railroad station by a plant-owned truck. It was known
that the plant director in Be'zymyanka constantly tried to have Plant No. 2
annexed to Bezymyanka. This was confirmed by young Soviet engineers from
Bezymyanka.
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As
far as this was possible at Zavod No. 2, all tiae further ourse
of development and testing were forwarded to his department. The engines
were started with compressed air at Zavod No. 2. A turbo starter unit
of the TS-1 type was constructed for the JUMO-012 and a TS-2 turbo starter
with about 100 hp was ordered.for the JUMO-02210 It:was difficult
to determine the life of the JUMO engines, 012 and 022. Many JJJMO-012s
ran much longer than.100 hours, and a JUMO-022 ran more than 500 hours
without any difficulties. Failures at the test stands were generally caused
by the glades which turned.loose and by the burning of the slot mixers
at the combustion chambers. The JUMO-022 was subjected to eight to ten
official test.runs, the records of which were forwarded to the Soviet
chief engineer for the installation of engines in airframes at Zavod No. 1
in Podberezhe and to another unidentified plant. Both plants in turn transmitted
various requirements,which generally could be met without difficulties.
General Information
9 The test stand for the ,JUMQ-p72 was equipped with a thrust scale similar
to the one used with the JUMQ-0011. Zavod No. 2 constructed a great number
of thrust scales for the JUNTO-001 and shipped them to Leningrad. Source
learned from the Soviets that a turbojet engine with radial-flow compressor
was mass produced in Leningrad. From Soviet statements, the German engineers
concluded that a version of the Nene engine was referred to. Klit ov (fnu),
the director of the Leningrad plant, briefly visited Zavod No. 2
10. The development activites were seriously hampered by the primitive way
of testing compressors, turbines, and combustion chambers. The quality of
the raw material and of semi-finished products differed widely. It was,
therefore, required that each individual piece be checked in the material
testing department. The delivery tags usually gave entirely incorrect data
on the material. The quality of the casts, especially those of duraluminum
supplied from other plants, was so poor that casting was started on.a.large
scale at OPN 2.
11. Kerosene was used asfuel. The calorific powe-0 measured varied between
10,300 and 10,500 caloric units. The average heat value can be assumed
to be 10,500 caloric uizits. The kerosene was of a yellow-red-brown
color but was still transparent.
12. Zavod No. 2 also.worked on a project designated,.GT-3, which was a
stationary gas turbine with an output of 30,000.hp.
Comment s
1.. The static thrust of the improved BMW-003 C was previously given at 1,250
kgp; A thrust of 1,05D kgp seems.to be more probable.
During .a previous stage of development in Germany. the output was already
increased from 800 to 900 kgp.
2. Comparedwith the increased thrust of 1,500 kgp as previously reported,
the thrust increase with the standard JUMO-001+ from 860 to 900 kgp
seems to be rather low. Source explained that this was due to the
characteristics of the compressor, the maximum performance curve of
which was reached at the stage of planning. Any further attempts to
improve the compressor rating would have led to an absurd increase of
fuel consumption without gaining any additional thrust. This opinion
of source is correct with regard to the JUMO -Ob1+ B. The JUMO -001+ H, a
pantographically scaled down version of the JUMO-012,was designed with
a...static thrust of 1,800 kgp. The engine was. constructed at the end
of the war and was further developed in the USSR.
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Attachment 1
The JUMO -022 Turboprop Engine Developed at_Zavod No. 2 in Upravlencheskiy Gorodok
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A ttac ,men
Legend
1 Counterrotating propellers.
.2 Temperature regulator (fil).
3 Air inlet cowling.
4 Accessory section with pumps, governors,. and generators.
5 Cowling.
6 Stator. blades.
7 Annular fuel line leading to.all injection. nozzles.
8 Stator.blades
9 Gearing with a.transmission ratio of 1 to 6.4.
10 Preliminary installation of TS-1 starter unit.
The con ressw and Saar caetinge were light metal castings. The stator
blades for compressor and turbine, the combustion chambers, and the exhaust
unit were welded. The internal part of the combustion chamber with the slot
mixers was insertable as a.ring. The bearings are merely indicated on the
sketch. The gears were flanged to the front reenforeing ribs.
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Attachment 2
Governor System-of the Jf3MO -022 Turboprop -Engine Developed at Zavod No. . 2
in Upravlencheskiy Gorodok
Legend
1. Control lever.:
2.Eceentric .cams.:
3:Propeller governor I.
1+ ,Propeller governor II.
5 Connecting joint.
6Fuel flow from the pumps.
7 Flaw section control at fuel line leading to the nozzles.
8 Adjustable per limitation.
9 Temperature meter thermometer..
10 Pressure gauge.
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3. With the compressor being projected for constant pressure, the great
amount of air (pressure at sea level) was released and utilized to cool
the turbine.
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4+. Neat resistance cannot be achieved by fine grain forging, as it is generally
a matter of proper alloys.
Physicist Guenther Hermann was a testing expert for materials in Krasnaya
Glinka.
6. With this reduction factor, which was chosen by the Ministry for,.Aviation
Industry, it was possible to achieve the projected shaft hp even at an un-
favorable propeller efficiency.
7. For a schematic reproduction of the JUMO-022, see Attachment No. 1. Another
source reported the JUMO-012 with 16 burner can 25X1
8. For schematical reproduction of the JUMO-022 governor system,see
Attachment No 2.
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for reports on TS turbojet
starter engine development at Zavod No. 2.
Attachments: Two
1. Sketch.of the JUMO-022 turboprop engine,
2. Sketch of the governor system of the JUMO-022.
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