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December 22, 2016
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June 24, 2010
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August 26, 1953
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Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 CENTRAL INTELLIGENCE AGENCY INFORMATION REPORT SECRET SECURITY INFORMATION COUNTRY USSR( Kalinin Oblast) SUBJECT The R-14 Projects a Design of a Long Range missile at Gorodomyla Island This Document contains information affecting the Ns tional Defense of the United States, within the mean- ing of Tit)e 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 1e p25X1d REPORT DATE DISTR. NO. OF PAGES REQUIREMEN1 REFERENCES THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE. THE APPRAISAL OF CONTENT IS TENTATIVE. (FOR KEY SEE REVERSE) 26 August 1953 37 1, in the spring of 1949, concentrated work began at the Institute on Gorodomyla Island on a project which was eventually known as the R-14 project. At this time, the German chief engineer Groettrup was believed to have received instructions from Kurganov, the Soviet USAF, DIA, review completed. .25X1 ARCHIVAL RECORD RETURN' TO AGENCY ARCI~S J Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Chief Engineer at Ostashkov, calling for the design of a missile having a range of 3,000 km. and carrying a warhead of 32000 kg. GROETTRUP in turn notified the various German section Chiefs, transmitted the Soviet requirements, and informed them that the project was to be completed by 1 Oct 49. The German engineers were apparently given complete freedom'in,respect to the type and form of missile to be designed,with the Soviet ,.control and direction being solely confined to the issuance of the initial requirements as specified above. the Mot Soviet description of the R-14 was "SkizzenproJekt". .apparently the required range or 3,000 km. with a 3,000 kg:d load exceeded by far any of the proposals 8t bmitted by the Germans. Furthermore, no German was able to identify the requirements for the R-14 as re- electing his own proposals. In addition, it would seem th&t the~Soviets would have made reference to a partid- study were` the R-14 based on it. It will, however, P-14 project and these studies fm unlikely, since the direct relation between the 2. In order to understand the course pursued by the German engineers in their efforts to comply with the Soviet demands, it is necessary to`.briefly describe their activity in the preceeding years. During the years 1917 until the beginning of 1949, the primary task at Ostashkov, a task which engaged nearly every section f the Tnstltute. was the desian, of the R-10 missile, A rew ? espec, .ally qua13r lee engineers representing several sections, intermittently side-tracked'their attention to the study, of missiles having a range far above that' of the R-10, There appears to' be some confusion as to the purpose of this work. In 'a sense, the inspiration " ,for' these studies came from Soviet sources, For example, f in visits made to the Institute dating back to 1948, Korolov a Soviet rclont31l repeatedly voiced interest in the design of a missile having a range of 10,000 km. It may well be that, in an attempt to satisfy specific requirements, individual scientists engaged in these private studies during breathing spells of the R-10 project and immediately after its completion. Whether or not these studies LA64 the ground work for the R-14 Project or were associated with the Soviet research and development program is difficult to ascertain. Certain- ly, the ambiguity surrounding this point is not lessened by the Soviet research system with its apparently numerous and subtle distinctions, such as "Vorp~r? ", "Ayantpro lekt" , "prates Skizzen Froiekt". etc. I Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 -3- 6, The construction of a conic shaped missile using several A-4 motors, The number of motors proposed was usually between four and six. To lessen the weight of the. missile, it was contemplated that the expended motors be dropped from the missile from various heights, . Use of multi-stage rockets which had been studied as the RR-12 project during the years 1948 and 1949. .In this, a number of rockets were to surround a missile carrying the warhead. The first stage was to be provided'by the surrounding missiles which,. at a certain height, would release the warhead-carrying missile on its second stage of powered flight. Deoign of a plotless supersonic aircraft to be launched Prom the ground by means of an A-4' type +4ke' d', Upon reaching a speed of 500 to 600 m/. ecav r7,d,8-., the plane would begin to produce its. own propulsion until reaching an altitude of iroxitn l ely 25 km, The loss in weight and the,increase in lift would':cause the plane to 01.1 b''to approximately 30 to 40 km, From this altitude the direct descent'. to the target would' ensue, SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 be remembered that the requirements for the R-14, while more specific than the requests of Colonel Korolov,, were nevertheless very general, specifying only range .and warhead dimensions, only in the fact that these studies incorporated some of the information gathered during that time and, specifically, that the origin of the radically changed motor which was a part of the R-3.4, lies in thl.s perio , One of the .studies made during this period was one relating rooket.thrust,and increased..'u"bue.tion pressures, The The various studies of the period 1948 to 1950 assume importance in relation with the R'~-lb project Upon receipt of Soviet requirements, the German engineers prepared various proposals for a period of approximately five weeks'aimed'at.satisfying the required range and warhead load4 Essentially, four major proposals were submitted from which two were selected for detailed and concentrated effort The four proposals were as follows: Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET Construction of a missile using an entirely new motor. Weight Empty 1VV lL 100 k F Goa Erola 6 0 . 3400 kg. (3,000 kg. 1390 kg, expolsives) 260 kg. 4.00, kg, 550 kg. go 6160? kgo b, uele 1 L i uid o..xygen = 1.13 3 .~ Al bhol--water r.ixtureV= 0.89 (approximately 70 per Sent alcohol and 30 per cent Ivaater.) - fuel 36877. kg. 326410 dcmo fuel- 26963 kg. 30280 dcm3 As stated, two proposals were selected by the Scviet administration for detailed stud;t-the supersonic air- missile with a new motor, Project R-ii* craft which became known as project R-15 and the The order to pursue the two projects came r s kov bvt this decision was made at a higher eve , presumably the responsible Ministry in Moscow. This decision having been made,: the German engineers in Ostashkov, were divided into two froups, the larger of which was assigned to the R-1I project and the. other headed by Dr. ALBRING to the R-15 project. Until I Oct 49, approximately 60...per cent of the German specialists were engaged :n these studies. Excluded were only the workshop.section and the radio and chemical section. Of the 60,per cent that were assigned to the two projects, approximately 80 per cent worked on the R-14 project. The personnel were e9sentially the same as that which worked on the R-10 project. 86310 DATA The basic characteristics of the R-14 are as follows: as Weight Analysis of the Empty Missile Nose 'warhead Central Section stabilizing Ring Motor Mount Turbines, Pumpas Pipelines.,and Instruments A+B 63810 kg.1 62920 dcm3 SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 c0 Fuel Consumption per Second A - fuel 251 = 251 kg.+ 2.5*, a 253.5 kg. 0 58 per cent fuel 1714 12** 183 kg.+ 1*** = 1814 kg. 42 per cent *Additional consumption for gasing',of~ A-container **Additional consumption for gasing of 13-container ***Estimated additional consumption for the cooling of gas for the starting of the turbines d. Motor Thrust On the ground, thrust approximately 101,000 kg. At great altitude, thrust approximately 108,000 kg. The specific thrust'at. extreme altitude would be approximately Tps = approximately 10#"400 43 ^ 249 kg/kg-sec e. Residual Fuel at Propellant Cut-Off A - in gaseous state in the A container approx. 362 kg. - in the starting unit (propulsion unit) 120 kg. 02 in gaseous state in the B container approx. 145 kg" - in the starting unit (propulsion unit). 150 kg. - in the B container ' 163 kg. Total A & B 940 I Of this approx. 270 kg. would remain in the propulsion unit f. Combustion Period (Maximum) t approximately 63840 - 9)40 = 14.5 sec, 434 As a result of the thrust reduction during the final part of the flight in order to keep acceleration les?s than 10 g's.,the combustion period was to be increased by an additional 11 seconds. Therefore, the actual combustion period would become: t p approximately 145+ 11 = 156 seconds. SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET -6- Weight The launching weight obtained from the weight. empty and the weight of the fuels would be: W1 = 6160 + 63840 = 7 0000 kg. h. Weight at Propellant Cut-Off. The weight at cut-off obtained from the weight empty and the weight of the residual fuels becomes: Wco = 6160 + 9140 = 7100 kg. i, Maximum Cut-Off Speed vco ^ approximately 4500m/sec, Maximum Target Range s = approximately 3,100 km. DESCRIPTION' General y. The first sketch 'see page 23 7 is e, layout of the R-14 missiles as designed by ' the Germans. As can be seen from the layout, the missile was a long conic- shaped body powc,,red by a single rocket motor and ' controlled through the angular deflection of this motor. The missile design consisted of arose, section, war- head, central, section, and stabili z1.rig ring which will. be discussed individually in the follow ng sections of this report . The contours shown here are those subm t in October 1950. The dimensionai:~ " have been derived 25X1 through calculation. The overall measurements are accurate to within 50 centimeters and the diameters and central section taper are almost exact, The least accurate dimensions are those of the nose length and ,taper. The rocket motor location is in error by only a few centimeters, 100 As stated previously the R-14, for which there was never any other designation to my knowledge, was selected for design over several other proposals, the reasons for selection were many and nn; u eG the following: 25X1 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET a Mechanical advantages through ;simplicity, The fin and rudder system could be eliminated by maintaining stability through proper location of center of gravity and center of' pressure, b Aerodynamic advantages of the cone shape in supersonic flight. Although this shape was not advantageous for th,c: initial phase of the flight, the air resistance encountered would not be in- tolerable, The relatively low speeds in the denser atmosphere would keep these resistances small. The advantages of simplicity and weight- saving over resistance Justified the selection of this shape, Further exploitation of the German engineers,, A missile design incorporating radically new ideas.,. could open many more fruitful facets for the overall Soviet research program than a mere mod- ification of a traditional, missile design, 11. To fully understand the design presented here, a few words should be inserted regarding the ballistics of the missile, The ballistic path of the R-l4 was to be essentially the same as that of the A-k missile except that the range was to be increased to 3000 kn The.missile was to be launched vertically, gradually controlled to a flight path of approximately 350 and .continue under powered flight for approximately 155 seconds. However, at a predetermined point after. propellant cut-off, the nose and body of the missile were to separate from the warhead and continue along an elliptical flight path. The warhead would con- tinue to the target as a free falling body, .12.. In-the course of the design of the R-14 many problems arose which were by-passed or ignored because of the .,time allotted to the Germans and because there was effectively no experimentation work carried on in eon- junction with the project, When problems such as control at critical speeds, ballistic of free falling cylinders, and weldability of certain parts were encountered, they were dismissed as being technically feasible but requiring further development and the project continued. There were never any estimates made regarding the number of manhours required to constrict such a missile. since, by U.S. standards, the project could still be classed as a preliminary design study, Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 14 The nose of this missile had the sole purpose.of re- dubtng air reeistanoe ' of the missile during' the a,scend;- ,' portion. of the flight. , Since nolfunotional re- z0$istanoe, this part was designed for simple afd in- exp'ensive construction,' In order to keep dimensions, to a minimum, the principle of internal pressure, within a circular body was employed, An opening was provided in the apex of the cone so that ram pressure could be. utilized to increase the internal pressure. This .would oonteraot external pressures to' & certain do as and would'' provide the skin with tensi21 stability. 13. The material decided on for the skin was plywood, Thus, a sutfiaient thickness be used to provide,.. the r?lativily long cone with 'load ~ etabil j,ty and urnt awa during high speed flight, but it w4e felt that the thickness was sfioient to permit enough', motersal to. remain at extreme altitudes where loads ware small. tona2 support needed wkiaa n can uneven oiro p- toe add t iron iai pressure distribution occurred during t3ight .at angles of incidence. 17~, ft order, to prevent internal alr'leskage or suot on at the Fear of the nose, a seal was provided. e stag ottd the, ,method of attachrmmunt of the nose section ~o w ead, can be seen ' in decal In view 0 on page ,,2f,0.7, The air inlet oonsisttes1 '*f,& steel insert. goes 8eotion . 13. A cross sectional view of the proposed noise eeotion I the R-14 missile , in shown on the second sketch iP *so .25 , .70 16. - p'ormeps made of 'laminated wo,~r;ot?t;,, %Noore provided for i SLR Anoth r eketoh ! . pagi 27, .Shown a cross s o view of the proposed wer bs ,%d v or the R-1 . 910 164 views are presented to show the details of, of Various joints. SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET 19. The design of the warhead was a radically new design developed solely by the Germans. As briefly meYitioned previously, the warhead was to be separated from the nose ,ind central section of the missile shortly after propellant out-off. The separation was to be accomplished by. the explosive chargea9 points (7) and (12). The manner or technique of setting off the charge was not investigated or planned. Since the resistance in space would be'negligible9 the various components of the missile would con- tinue in flight until reaching a denser atmosphere where the warhead would free'itself entirely. It was realized that as the warhead approached the atmosphere, violent oscillation would ocour9 but through proper location of center of gravity and pressure, the oscillation would increase in frequency and decrease in amplitude until aistabil.ized flight condition Was reached? As shown in the drawing., the location of the center of pressure with respect to center of gravity was accomplished by,extending the cylinder walls at the rear of the explosives As, the warhead entered. the denser atmosphere belt9 a' violent deceleration would also occur because of the large resistance resulting from the flat frontal area. 20. The drawing shows that the entire warhead casing was to be made of wood. The selection of wood with its low specific weight. permitted large wall dimensions. 21. As in the R-10 project, the principle of partially destroying the casing 'through burning was to be utilized. The thickness of the walls was of such magnitude that a sufficient quantity of wood would remain at the end of the flight path. Since the descending speed' of the cylinder would be reduced in the denser atmosphere, the amount of wood destroyed would also be reduced. 22. In addition, the selection of wood was advantageous because of. its low heat conductivity. It was felt that the quantity of heat 'transmitted to the explosive, would remain within tolerable limits as a result of this:propertypl,us other facts. Since the speed was relatively reduced, the heat generated would be reduced. Also9hecause of the flat frontal area of the cylinder in' descent, a stagnation area would build up and,,thus.,reduoe the heat factor considerably. SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 23. Again, a great deal of this behavior was surmised since no absolute technical data was available re- garding heat generation in flight and no significant experimental work was carried out on the destruction of wood in flight. 24. From the structural standpoint, calculations showed that the wood body could withstand the subjected loads. Should the estimates made on the amount of wood remaining in the walls be correct, the material' plus the riidity of the explosive itself would be sufficient p absorb the loads imposed in oscilla-- tion. Longitudinal forces on the front panel result- ing from rapid deceleration of the explosive would be partially counteracted by the air pressure on the front panel. Calculations proved that the rear panel with properly cemented joints could support the explosive under the contemplated 10 gts accelera- tion during powered flight. 25.1, 25X1 were no explosive experts available, this problem was ignored. The casing was structurally designed to rely partially on the support of the explosive. he method of attachments of the warhead to the nose and central section are sufficiently clear in the detailed views A and C on page 277 Ceritra. section s etph on pag6 29 shows the central section and eta- ailiber ring of the R-14 missile, Included on page 29 and the ek,etch on page 30 are ae,eral design details of interest,/ 26 The design of the central section, called for a single- 'shell 2f-containing structure similar in many t!e0piots to that of the central section of the R-10 miieiler The concepts underlying the design are +lil ipaily~ those used in the R-10. That is, the tench ooi,on of loads, the use of internal pressures for ~s Cart, transmission of heat, etc. are similar and Will not be expounded upon here. SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 $1~1 _L7 SECRET _11- 270 Briefly, the structure consisted of a thin wall skin reinforced by a system of formers., The conical shell was sealed off at its . extremities by panels and was divided into two compartments by a curved partition. The warhead of the missile was attached, directly to the shell /s shown in view A on page 27 J. The sta it zee' ring was attached to the rear of th shell, n the manner shown in view D on . page 3~07,, 28. One of the major points of interest and a matter which differs basically from the design of the R-10 is the location of the liquid oxygen and the alcohol. This design called for the liquid oxygen to be `located in the forward compartment and the alcohol in the rear. One of the reasons for this shift was a matter of ttability. By placing the more dense or heavier liquid in the forward com- partment, the center of gravity of the missile could be moved rurther forward. Calculations showed that even with this change, the missile would approach instability during a, portion of the powered flight. That is, as the oxygen was consumed, the center of gravity moved to the rear and then forward again. This can be represented by the following curve: Nose ~Shif- Ris er Ti rye $9? To oOmpensate for this approach to instability, the stabilizer ring . could have been lengthened and, thu$., shift the center of pressure further to the rears To lengthen the stabilizer ring would have inore&eod the weight and also the afr resistance as a result of a correspondingly larger frontal area: It was found that the missile could be stabilizedb a certain extent by use of the motor and turbine noezle controls., It then became a matter of compm mice between the extent of stability through the structural design and the exhaust. An accurate plot of the above curve was, possi,W with some portion of the curve shaded as above i.nli caging the duration and extent of control requir d 10! t ho propulsion system, SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET -12- 30. Because of the high fuel injection pressures of approx- imately 70 atmospheres required for the new motor, extremely high speed pumps were required.,This ;led to a danger of cavitation at the pump inlet unless sufficient pressure was provided at thus point. "The danger of cavitation w&s especially pronounced ..for liquid oxygen,,which at a temperature of -1830 C, ie`near the boiling point, To provide the requiro. inlet pressures, the pressure within the containers. of both the liquid oxygen and the alcohol was raised. to approximately 2.8'e,tmospheres. Placing the oxygen in the forward or upper compartment of the. shell produced an additional head of approximately 2.2 atmospheres so 'that the critical liquid oxygen had a total pressure head of approximately 5 atmospheres at the pump inlet. The non-critical alcohol had a total head of approximately 3.5 atmosphere, Thus, the combination of increasing" internal tank pressure and shifting of oxygen to the forward compartment alleviated one danger. The. dangers or problems encountered with the shell as a. result of increasing internal pressure will be discussed briefly. 31. Another point of interest and a departure from the R-10 design was the selection of material for the skin of the central section. While working on a preliminary project after the completion of the R-10 design, I was introduced, by the Soviets, to an entirely new high quality steel. Tiie steel had excellent welding characteristics and a tensile strength in the welded condition of approximately 100 k mm , whereas the Germans had never known of ?steel having a strength in excess of 70 kg/mm The 5OViet designation was not known to me. The Germans managed to obtain a small piece of this material and es ed It for rupture and impact at low temperatures to% 3A 0), The material became brittle and the ehdla"sDteristics at low temperatures were not good, but,ne'Verthelese,were far better than those of other teele, and the tests indicated it would have Buff-' Wont strength for the missile. 31. This hi h quality steel appeared to be an excellent COLDS in view of-the great internal pressure and tensile loads to which the skin would be subjected. The Use of this material was strongly pressed by the construction personnel who appreciated its weld- kn shiraoteristios over that of light metal. In. addition, the possibilities interested other members 4 . 1 SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET -13- 33* 31 of the group and so the design continued based on this material. As the design progressed.., it became evident that a light metal would possibly have more .advantages,but the final design presented called for the.steel shell. In December 19k9, after the design had been submitted, the Soviets asked for a design of the central section using light metal of a two millimeter skin thickness. Actually., the design was the same as the other with merely a substitution of mat ^- u.ted in a slightly heavier body a design 25X1 originated and based on light metal would event- ually produce a lighter body. in truth. neither the light metal,, nor the new steel design were fully exploited .so that it wag nest clear which had the advantage over the other. As an exampleg the skin thickness of the. new steel could possibly have been reduced to six tenths of a millimeter. At the time of the actual dteeigr4, there were many qualities of the new steel such . as bending and forming characteristics that were not known and so were dismissed for the time being. the Soviets noJ o erv e use of the ma erial in the design of the R-14+. The fact that the material might be in a stage of development would not exclude its use in a design of an object which itself could only be years from production. Baseu on the diffi.cultY, in inin a sma piece for test, ^ wasmerely an .35. A major problem in the design of a thin-walled missile is the transmission of motor forces to the body, The R-l4 design called for the introduction of the motor thrust directly into the rear panel. The panel was designed as a conical, shaped wall with .the apex consisting of the female-portion of a ball and socket joint. /See view a on page 3o?7 The extremities of tie conic panel were curved and joined the skin of the container shell Le shown . in view DJ. The conic panel was tapered with the maximum tl ickness being at the apex and the minimum thickness at the container wall. ThCi motor+' pad''contact-with the rear ;rwela~ly by means of') the 'bft11 a*d.' socket ^o th' L INklet or..3.cxgitudi'nr ] foroe Jkjpiz.~ of he h ap and a h,e apex x and a *014, be would produoeoauload sconcentration at t SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 L SECRET ?l4m decreasing load at points along the diameter of the conic panel. Acting on the panel in an opposite direction would be forces resulting from the internal pressure. At some point along the diameter of the conic panel the opposite forces would cancel each other so that the resulting force at the extremities of the panel would be one of tension. The tensile force distributed around the circumference with no local concentration and could be supported by the thin wall. 36. fliew G is a cross section of the ball and socket gimbal arrange- wentj It was originally planned to use a modified knife edge, but it was found necessary to have a close fitting ball and socket to prevent lateral travel and to distribute the load over a larger area. The plate had to assume large proportions in thickness to prevent bending and,thus,concentrations of loads. The intersection of the thrust cone forces within the plate would also prevent bending moments. Struts Zot shown were provided to prevent the separation of the gimbal under conditions of no power. 37. The apex of the rear panel was to serve also as a manhole cover for access to the container. Zs-ee view F. The feed pipe (13) from the forward compartment to the power unit was similar to that used. in the'R-10 design. In this design the insulation served to keep heat from the flowing liquid oxygen. The outer casing was corrugated as before to provide strength and to permit expansion and contraction. A glass wool insulation was used between the casing and pipe. The expansion and contraction of the pipe (19) was to be compensated for-through a metallic bellows union. 38? Not clearly shown in the details are the slotted flanges of the formers. These slots permitted the formers to be flexible during deformation of the skin. Again the design and concepts for the, R-14 formers were similar to those of the R-10. BU__ bilizer Ring 39. Since the flight stability of the R-14 was to,be maintained through proper relation of center of pressure and gravity and through motor exhaust control, the conventional complicated fins were no longer necessary and the design need only to provide for a single ring whose sole purpose was to shift the center of pressure rearward. 40. Simplicity became a keynote. It was obvious that a normal sheet metal ring would require a network of spars and formers for support. The heat generation in high speed flight would cause the expansion of skin, sparse and formers at a different rate since the spars would have to be of a larger mass. This would all add to further complications to ai already complicated system. It was decided then to use a corrugated light metal to serve the purpose of skin and supporters. Formers would be required only at great intervals and the expansion of the skin by boundary layer heat could take place between the riveted points of attachment to the formers. This permitted a simple h,,.t effective design Land is shown in detail, on page 30-7. Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 V. 1%40 SECRET _15- 41. ?Actually9 the greatest forces on a stabilizing ring of this type would be when the missile approaches instability during .mid powered flight. At this time the speed would be. relatively small and the heat . generated. comparatively small. When high speeds are reached and heat generation large, the missile' would be quite stable and the stabilizer would be under re- small loads. 426Upon launching a missile. of this type, it would be necessary to rest it on the corrugated stabilizing ring. To prevent local load concentrations, since the ring would have to support the entire w. ght of the loaded missile, an elastic launching. ring would have to be provided. In this way it would be certain that the load would be distributed around the entire stabilizing ring. 43. 'As seen LIn view 17, the transfer of the forces from the ring to the central section, while the missile rests on the launching ring, would be slightly eccentric. To counteract the resulting twisting moment at this point the design provided for a relatively large former. Propulsion Unit and Propellant System Operation schematic drawing See page 32 J shows the operating irinoiple of the propulsion unit and propellant system con- templated for use in the R-14 design. It is presented pri- marily to show the flow of the propellants and is not to be taken as a .true repToduotion of component parts or location of component parts9) 44? Assuming the motor in operation, the flow would be as follows: The liquid oxygen would flow from the A-contaiiner into valve pipe (10), through the flexible union (25) and (12). It would then enter the first stage of the pumps (14)' and in turn the second stage. Each stage would produce a pressure rise of approximately 32 atmospheres. From the high pressure side of'the pumps, the oxygen would flow into the high pressure. line (15) and. into the distributor ring for injection into the head of the combustion chamber. The pumps were to be driven by a high speed two-stage turbine whi.oh, in turn, would be driven by gas extracted from the combustion chamber. In prim. cipLe the gas extraction was to be accomplished in a manner similar to the method discussed in the R-l0 design. Basioally, the ' extracte'd' gas was .to' be cooled by means of alcohol heat extraction and also by alcohol injection. 45? The flow of the alcohol is slightly more complicated in thatg the alcohol was to be utilized as a coolant for 'the motor. through portion of the alcohol was to flow from the B-containeer? the the feed line (26) by way of the flexible union(25) rear ring of the motor nozzle. It would then flow betweef the walls of the nozzle`, collect in the forward nozzle ring, flow through the line'(27) and into the first stage of a two-stage alcohol pump. Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET -16~,. 46. The second portion of the alcohol would leave the B-container by way of the feed line (28), flow thl~:, the flexible union (25) and also flow into the first stage of the alcohol pump. The alcohol would receive a pressure rise of approximately 35 atmospheres and would then enter the second stage of the pump for an additional 35 atmosphere pressure rise. The alcohol would then flow through the high pressure line (36) into the forward distribution ring of the motor throat. In the ring the fuel was to be divided with the largest portion (approximately 80 per cent) flowing forward between the double wall of the combustion chamber and injected directly into the combustion chamber head by way of the injection cups (5) with a pressure drop to approximately 65 atmospheres. The remaining portion of the alcohol was to flow through small orifices and through a small channel between the walls of the throat. The pressure drop through the orifices would reduce the pressure to approxi- mately 40 atmospheres and the pressure at the throat collection ring would be approximately 10 atmospheres. From the throat ring the alcohol was to flow through the line (35) back into the feed line (2i) where it would produce an injector effect on the Pnteering the first stage of the pump. 47? The alcohol wrap turbine was to be driven by extracted motor gas obtain d through, the extraction pipe (32) in a manner similar to that previously described. 48. 49? Tho vents g, or more properly the gasing, of the A--container was to be sa,o+aorapiiskied by means of vaporizing a small quantity of liquid. ox r4,,,ua1 taken from the high pressure side of the ,pump. The oxygen. Was to be vaporized while passing through the vapor-, ize?r (19) ioid the thv ressure reduced to 208 atmospheres by moans of the valve (20). The valve (20) also had the function of controlling the quantity of seas permitted to flow through line (21) to the upper part of the A-container. Onsing oP than B-oontainer was to be accomplished by means of extracting exhaanrnt gas from the turbine exhause pipe (37). Th1,s &?ae wa(~a 7;,o be reduced and controlled also by a valve (40) prior to dzatering the upper portion of the B-container. The hot gases would be sufficiently cooled before reaching the upper portion of the container and would. then mix with an inert 'as sa that there would be no danger of combustion in the dontainer. 5Q1 r he exhaust 'nom the turbines was to escape through the pipes (22) and (37) and the nozzles (24) and (39). These exhaust tias6;lFarr V +r+~ to be adjustable in direction by means of the ucrArol rea storm (2,3) and (38). As a result the nozzle could 6e:1ve t w',Y funotiuns s one to provide additional thrust (approxi- is&tely 350 kV. per nozzle), and two, to control or prevent ro- tation of the missile about its longitudinal axis. oil to to in the order of 6000 horsopower. 11 the total power absorbed by the two turbines was 25X1 :f Di, The A and B material mixture was to be regulated by means of the turbine speed. The unit (47) was to measure the fuel 16vsl by means of floats and an impulse cent to the command tout (43). On the basis of the impulseaq the speed of the re- Np88t.ivs turbines would be increased or dee~reased as needed. Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 53? 54? SECRET -17- Filling of the containers was to be acf-;e:T1p1 .shed through the .one-way valves (il) and (29). The alcohol was to fill all lines and":the pump and. was prevented from entering the com- bustion chamber prior t o.starting by some means unknown to me. Starting was to be accomplished by means of.bringing the tur- bines up to speed with.oompressed air from an external source ? and, brought in at valves (18) and (33)0 Shortly before the turbines reached operating speed, the valve'(1?) would be opened and the materials ignited by a method unfamiliar to me. Design . 55? A sketch of.the design layout of the R-14 motor is shown See sketch on pages 34 and as it was presented to the Soviets in October 1949. All dimensions are quite accurate according to source. As in the other drawings presented, many of the dimensions were recalled by performing a series of stress calculations based on that data source could remember. The dimensions that. source. could not produce with certainty are those pertaining to the throat, chamber9 radii, and coolant slots. The throat diameter,,however9 is probably in error by only -.5 centimeters. The nozzle angle is exact with the wall thicknesses in error`,by plus or minus one millimeter 56. The design presented was a rather complete theoretical pre- sentation. 570 Upan attacking the,design of the R-14 motor, the Germans.found that the problems of cooling, expansion, and strength were extremely difficult ones, and that a solution would have to be 'Paced on different consideration from those familiar to them through the A-4 motor design. To review briefly, it will be recalled that the ,A-4 motor design was based on the prime nip's of regenerative cooling with a single coolant stream- and a relatively constant coolant,prdseure from the front to.the rear of the motor. The result was a unit with ex- tremely,large dimensions. '58.' As mentioned previously, the R-14 motor design made use of regenerative cooling,with the alcohol as,the coolant. Row- ever, the coolant was to be utilized. in three systems with various selected' pressures for each of the three stageso. In order to eliminate many of the'diffioulties of cooling through think walls and,formers as experienced in the A-4 design, it was decided that the nozzle of the R-14 should utilize a low pressure cooling system with the pressure being,'. .that of-the 8-container. Even With this relatively low pre- seure, the difference between the coolant pressure and the, exhaust pressure would be high and the ,f,orese exerted on the ,thin (29) desired would be' excessive. Therefore, longitudinal ribs 29) were provided between the two walls .of the nozzle and,spotwelded to the walls. These ribs would serve as a eo,Sotion between the two walls, and counteract the forces he dosing exulted externally and the ' for,oes a. the inner W t-' SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET -18? 25X1 wall exerted internally. These ribs permitted the dimensions of the inner wall to be reduced appreciably. They also served to eliminate the formers as in the case of the A-4 nozzle which were heavy and which restricted coolant flow. 59. The expansion of the inner wall of the rear portion of the nom- .zle and the casing would not cause too much difficulty, The inner wall would expand because of heat and the "outer wall would follow because of the coolant pressure. Proper dimensioning of the outer casing would control the difference in rate of expansion and,thus,)the rigid connection between the walls was permissible. The longitudinal'-strain in the ribbed portion that would arise as a result of the coolant flow between the walls was considered. Because the coolant pressure was small, it was found that the resultant strain was also small. 60. The portion of the nozzle between C-D would not be subjected to the loads expected in the rear portion, and so it was found that the ribs would not be needed for support. The increase of the inner wall thickness from 2.5 millimeters to 4 milli- meters was provided in place of the ribs to satisfactorily support the coolant pressure and to carry the bending moments resulting from the, motor deflection. The radial expansion between C and D was taken up by the coolant slot, and the longitudinal expansion was taken up by the bending of the thin wall of ring (22). 61. A radical solution was necessary to solve the problems arising in the critical throat area, In order to provide sufficient cooling, an extremely thin wall (20) of two millimeters was selected. To protect this wall, a thin coolant slot was pro- vided to take advantage of the heat absorption qualities characteristic of the increased coolant speed and small coolant boundary layer. The selection of the slot dimensions was a compromise between an extremely thin slot with a high rate of heat absorption, and a thicker slot; with a large quantity of heat absorption. 62. To satisfy the structural demands on the throat section, struts as those shown gn view E-j7 were provided running the full length of the throat and at intervals determined by the loads. .The loads resulting through, expansion of the inner wall in the radial And longitudinal direction were permitted to exceed the elastic limit of the material and thus take advantage of the plastic effect. The longitudinal forces of the nozzle, the bending moments, and the forces arising out of the plastic effect were to be absorbed by the thick throat casing (21). 63. Film cooling was provided as an additional means of cooling the throat. A small amount of coolant was to be injected through the orifices (16) and permitted to flow along the throat wall where it would be vaporized." The size of the orifices was based on the coolant pressure and the internal pressure at the location of the respective orifices. 64. It was possible to maintain a relatively thin inner wall for the combustion chamber, since a small pressure differential would exist between the chamber pressure and coolant pressurei and since the spherical shape of the cha,mbe..~ was ideal for Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET _19- carrying forces. The resulting thin inner wall and a thin coolant slot, creating a pressure drop of approximately five atmospheres, would provide sufficient cooling. Should local hot spots occur, the inner wall would expand and decrease the coolant dimensions at that spot. The increase in coolant ve- locity would then provide an increase in the rate of cooling. The union of the inner wall to the injector cups would not be appreciably strained; since the cups would a prop, the pressure differential would be small, and the` temperature would be relatively low. 65. The outer wall, being spherical in shape, would also be ideal for absorbing the various forces introduced. In the area of the injector cups, where the surface would be interrupted by the cup openings, the wall thickness was increased to 10 millimeters. The thick wall was to be milled to provide a suitable union with the cup wall. 66. The ideal method of compensating for the difference in ex pension of th- inner and outer wall would have been to use a thin outer wall of high grade steel that would expand at a corresponding rate to the inner wall. 67. Since this condition could not be met, it was planned that the difference in longitudinal expansion would be taken up by the ring (14) while the radial expansion difference would be compensated for by predesigning the radii in the cold con- dition in such a way that the radii in the hot condition would be as desired. To prevent the coolant slot from completely closing or becoming too narrow at any times wires with a cir- cular cross section were to be placed longitudinally and welded t'o' 'the inner wall. 68. 69.. additional cooling was to be obtained in the oumpus-cion ber by providing a series of orifices for film cooling. Ithe liquid oxygen was to be injected roug a copper pate with a series of orifices. injection A series of tests were Der orme a he Ins u e, 70. The thrust cone was to be attached tangentially to the outer wall of the combustion chamber and increased in thickness at the apex. Because of the thickness of the cone, walls and cups, the entire front portion of the motor would be extremely rigid. It was believed that this feature would be desirable with respect to vibration since the mass would be great and the frequency high. The elastic frontal portion of the .L-4 motor with its low frequency was oondidered to be a weak point and it was hoped that the change would prove to be sound. 71. auxiliary equipment. was placed as c16sa to the glmtal as possible in order eep the moments of inertia small. This applied to the pumps and turbines as well as the propellant'lines. in addition, the lines had to 25X1 r Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET -20- be near the point of rotation in order to keep length changes small at different motor deflection angles. One of the reasons that the missile was to be limited to a 10 g, acceleration was one. of moments developed in the propellant lines. The difference in the pressure heads of the oxygen and alcohol at the entrance to their respective pumps times the specific gravity, acceleration., and distances would produce excessive moments about the point of rotation should the 10 g?s. acceleration be exceeded.. 72. The pumps and turbines were to be attached to the motor at two statically stable points (32). The control forces to be used to deflect the motor assembly were to be introduced through a rod (34) at the bracket on the pump and then through rod (33) tangentially to the outer casing of the combustion chamber. The forces through the rod (34) were to control the motor de- flection in one place,while a bracket ?not show attached to the combustion chamber, but at 90 to the first bracket, was to accept forces for motor deflection in the second plane. The brackets shown on gage 34 are merely schematioj Motor Characteristics 73,, erformance characteristics of the 25X1 proposed motor drawlng L.see page 37J which is a graphical presentation of the motor pressures and,. temperatures. A great deal of error exists. in the absolute values shown ands thereforea,are presented merely as an indication. are in no way as accurate as the design data presented in previous sketches. Points (2), (3), and (4) represent the area of the motor com- bustion chamber, throat, and nozzle respectively. The reference line (5) shows the variation in coolant channel thickness, Sk, in millimeters at various points along the motor. 75? Chart (6) shows the pressure of the gas, P , and the coolant pressure, Pk. The chart is split into two~acales. Pk repre- sents the coolant pressure at the time of launching an. Pkb represents the coolant pressure at the time of propellant out- off. 76. Chart (7) shows the coolant velocity, vk, in meters/second within the three areas of the motor. 77. Chart (8) shows the quantity of alcohol, Q, in liters/seoond and in per cent passing through the coolant areas. The percentage is based on the alcohol consumed in combustion as 100 per cent. The chart shows that approximately five per cent of the fuel would be consumed through film cooling. 78. Chart (9) shows a very rough approximation of'the anticipated inner wall temperatures adjacent to the hot gases. CONCLUSION 79, As per requirements, work on the R-14 project was stopped as of the first of October and the-reports, drawings, oalo l,aidons,andsletcbes wire.oompiled during the month of October for presentation} to the Soviets. The final product, the "Sk.iazen Projekt", consisting Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP8O-0081OA001800090003-0 SECRET -21- entirely of papers reflected tie little time that was at the disposal of the engineers. Most of the drawings were over- all views with partial details on the ,,-ame sheet similar to those presented in this report. No individual detail drawings suitable for use in construction were st:.'baa.i: ted and it seemed hardly probable that construction would ever be attempted from the sketches made available without a great deal of additional worko 8b. b,fter.the information had been compiled, a commission appeared at 'the. Island consisting of approximately tern Soviet scientists and-engineers who represented various institutes in 25X1 the area of Moscow. They had apparently-been familiar C R-14 and R-15 projects prior to their arrival. 25X1 the aim of the commission was to study the projects. They had no contact with the Germans except when certain Germans were called in for consultation on points that were not clear to the commission. Two members of this commission were Cols. Pobedonostsev and Korolov. 81. The results of the commission 9 s s+ynd.y were never known to me or my colleagues. with the exception of two post projects that were immediately ordered. One project involved the design of a warhead that utilized its kinetic energy, and the second.project..was the design of a central section utilizing a light metal as discussed under the section dealing with the missiless central section., 82. The second warhead. ,design engaged. the efforts primarily of the ballistics and the aerodynamics section frrom November 1949 to February 1950. The basic idea behind.the design was to utilize the tremendous kinetic energy of the warhead at propellant out-off. At a speed of 45(X) mo-hers per second at out-off, the kinetic energy .when converted to heat ' energy would represent the energy equivalent to that of a high explosive. If a greater part of that speed. could be maintained to the time of explosion, the total energy released, prowidir4g the explosion occurred above ground, would far exceed that of the explosive itself. The problem was to design a body with little resistance and still capable of withstanding the strain of the high speed flight. Since the ideal aero- dynamio form could not be realized, it was decided that a return to the conic shape would have to be made and the added resistance aooepted. The base of the.oone was to be 1.4 meters in diameter and the length approximately six.meters. Stability was to be maintained by filling the cone only par- tially with explosive. Two designs were accomplished. One was to utilize a thick steel wall. The other was to utilize a steel shell covered by a-protective material. Apparently the design set up the specifications for materials to be used that had not been developed. 85. 25X1 SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP8O-0081OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 84o At the completion of these supplementary designs, the Soviets took no action which would reflect their interest in the over-all R-14 project. Even the usual premiums, indicating satisfaction, were not payed to the Germans. Yet, no criticism was ever received. No indications were observed either as to the disposition of the project and further follow-up work or consultation was never requested. 85., the Soviets anticipated the early repatriation of the Germans and he project was an attempt to extract a few more ideas from the Germans prior to their leaving the USSR. Sketch page 2;3* Layout of the R-14 Missile S etch page 251 Cross Sectional View of the Nose Section Sketch page 271 Cross Sectional View of the Warhead Sketch, page 29; R-14 Central Section, and, Stabilizing Ring Sketch page 30, Details of Central Seotionsnd Stabilizing Ring "Scotch, page 323 Schematic Diagram of the R-14 Propulsion Unit and Propellant System. 25X1 25X1 Sketch,-page 343 Layout of Rocket Motor for the R-14 Missile Sketch page 353 Metails of Rocket Motor Sketch page 37s Graphical Presentation of R-14 Motor Characteristics SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 e' :Nofe~ AN dens givenin.mi~i~ : Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET - 24 - CROSS SECTION OF THE R-14 MISSILE 1. Nose, LEGEND Scale: 1;50. Warhead . LAPropellant Container (A - oxygen) B-Propellant Container (B - Alcohol) Stabilizing Ring 6. High Pressure Motor Forward Container Panel 8. Partition 9. Aft`:;Container Panel 10. Mechanism for Control of Rocket Motor Movement 11. Gimbal Mount 12. Turbine-Pump Unit 13.. Turbine-Pump Unit 14: Mechanism for Controlling Turbine Exhaust Nozzle 15. Deflecting Turbine Exhaust Nozzle SECRET 25X1 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Cross. Sect anol view of ihe =N ose Section Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 SECRET - 26- NOSE OF R-14 (Gross Section) LEGEND Scale: 1:25 .1. Plywood Skin 2. Laminated Wood Former 3. Nose Opening,. Re-inforoed Joint (See sketch on',p.27 for detail) SEORET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 9 Nok- All dim give a m9im wr f) (n (91 t~) ts) (4) Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 WARREAD OF R-14 LEGEND 1. ?Plywood Case .2. Forward Plywood Panel .3. Aft Plywood Panel 4. Pipe Containing Initiating Explosives 5. Explosive Filling Opening 6. Plywood Nose Casing 7? Blasting Charge for 6 8.. Screwed Connection to the Nose 9. Seal 10. 'Cemented Wooden Safety Pegs 11. Cemented Reinforcement Ring 12., Blasting Charge for the Separation of the Warhead from the Missile 1*.:,1?orewed Connection between the Warhead and the Missile 14. Connection Ring of the Central Section 15. Explosive SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 - Jk*W -V- 0 so ",for. A" V sae paqo s& For dshaik'D'; r 4' 0 a4 Ssch m 1-a see page, 30 R-I4 Central Section and Stabilixin Rin -1bcE:, p~~ tern Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 1 - Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET. 31- ORAL SECTION AND STABILISER RING OF R-14 1. Container 2. Container 3. Stabilizing Ring 4. Forward panel (special Steel)* 5. Container-Skin (Special Steel)* 2 6. Conta3.ner~ Former (Steels COB approx. 45 kg/mm ) 7. Container Partition (Special Steel)* 8. 'B' Container 'Skin (Special Steel)* l Steel)* i 9. 10. a Rear Panel (Spec 2 ~ uContainer Former (Steel: G^B approx. 45 kg/mm ) 11. Corrugated Casing ("Dural" O'B o approx. 40 kg/mm 2 12. Stabilizing Ring:Former ("Dural"s 4rB - approx. 40 kg/mm ) 13. Alcohol Outlet 14. Alcohol Outlet for Lower Cooling Section 2) k / 6 1.5. mm g 0 Reinforced Oxygen Outlet Casing (Steels d'B * approx.. 100 'B"Container Vent Pipe (Steel) 17, '" Container Vent Pipe (Steel) 1.8. Stiffening and Expansion Bead 19. Oxygen Outlet Pipe (Steels ~B . approx. 60 kg/mm2) 20. Glasswool Insulation 21. Ball plate 22. Conic Shaped Motor Mount (Special Steel)* *In a welded conditions 2 Elastic Limit (,y 7.0 kg/mm 2 Tensile Strength d 100 kg/mm SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET -32- Sch~mat ..Diograrr+. of'tht R-14 Propulsion Unit dn4 'p'ropellant .System, sECREr. Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 SECRET 33 SCHEMATIC DIAGRAM OF PROPULSION UNIT AND PROPELLANT SYSTEM LEGEND 1.: Container 34- Gas Contro l Valve 2. BhI Container 35. . Alcohol Fe ed Pipe 36. Alcohol Hi gh Pressure Li ne 3. High Pressure Motor 4.. Gimbal Motor Mount 374 Turbine Ex haust Pipe 38? Control Mo tor 5. Injection Cup 6, Conic-shaped Motor Mount 39. Turbine Ex haust Nozzle 40. Reducing C ontrol Vane 7. Chamber Cooling Section 41- B Containe r Gasing Pipe 8. Throat Cooling Section 9. Nozzle Cooling Section 42. Propellant Measuring Uni t 10.. A Peed Pipe 11. A Tank Filling Valve 43? Command Un it 12. A Out-Off-Valve 13. .2 Stage Turbine 14. 2 Stage A-Pump 15. High Pressure A-Line 16. Gas Extraction Pipe 17. Control Valve 18. Compressed Air Starting Valve 19. A .Vaporizer 20. A Reducing and Control Valve 21. A Gasing Pipe 22. Turbine Exhaust Pipe 23. Control motor 24. Turbine Exhaust Nozzle 25. Flexible Pipe Unions 26..B4'Feed Line to Nozzle Cooling Section 27. "B'Cooling Line 28. B"Peed Line 29'. "B",Container Filling Valve 301. 2 Stage Turbine 31. 2 Stage Pump (B) 32. Gas-Extraction Pipe 35. Compresed Air Starting Valve SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-00810A001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 IJeta : for details ' R'."8'. sce Salle for ad details t Note: All dims given mill ime#'ers. Section C+D Layout of Rocket Motor for the R-14 M $$dS ?Zot :: Ltd a o pa .3b Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 SECRET --36 , 25X1 DESIGN OP THE HIGH PRESSURE IOTOR (R -14) 1. Combustion Chamber 2. Throat 3. Nozzle 4. Gimbal Plate (Hardened Steel) 5. Conic Motor Mount (Special Steel)! 6. Ifljection Cups 7- Tlaterial High Pressure Line (AJ ' 5dB approx . 24 kg mm2) 8. T Material Injection Plate 9. "A? Material Injection Orifices 10. `B#Material Injection Orifices 11. Outer Casing of Combustion Chamber Head (special steel)* 12. Combustion Chamber Inner Wall (Special Steel)* 13. Combustion .Chamber Casing (Special Steel)* l4. Cooling Inlet Ring (Special Steel)* 15. Throat Coolant.Orifioes 16. Coolant Injection Orifices 17. Throat Coolant Slot 18. Throat Coolant Outlet Ring (Special Steel)* 19. Coolant Orifice 20. Throat Wall 21. Throat Casing 22. Nozzle Coolant Outlet Ring 23. Coolant Baffle 24. Nozz,16 Casing (Special Steel)* 25. Nozzle Wall 26. Nozzle Coolant Inlet Ring (Special Steel)* 27. Coolant Baffle 28. Nozzle Wall (Special Steel)* 29. Longitudinal Ribs 30.. Food Line 31., B"Material Turbine-Pump Assembly 32., Turbine Pump Assembly Attachment (2 point s) 33-, PJupport Struts for 31 34- Push Rod for Motor Deflection 35. A Material Turbine-Pump Assembly 36- Turbine-Pump Assembly Attachment (2 points) 379 Support struts *In welded conditions Elastic Limit d 70 kg/mm2 Tensile Strength e- 100 kg/mm2 SECRET Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0 4raphical , Presentation "of., R 14 Motor.... Character cs Sanitized Copy Approved for Release 2010/06/24: CIA-RDP80-0081 OA001800090003-0