COMBUSTION CHAMBER TEST LABORATORY AT KUYBYSHEV

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A003601050001-5
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 6
• Document Creation Date: December 22, 2016
• Document Release Date: January 14, 2010
• Sequence Number: 1
• Publication Date: March 17, 1954
• Content Type: REPORT

I
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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
USSR kKuybyshev Oblast)
SUBJECT Combustion Chamber Test Laboratory
at. Kuybysh~tv,
DATE OF INFO.
PLACE ACQUIRED
d s!'tF.
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
DATE DISTR.
17 March 1954
NO. OF PAGES
REQUIREMENT NO. RD
REFERENCES
This is UNEVALUATED
Information_ _
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.,
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
STATE X ARMY
AIR f #X FBI
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PART II REPORT KU BYSHEV ACTIVITY.' U. S.S.R.
1. On the 22nd October, 11946, JUNKED and 25X1
iW personnel, were departed to , U.S.S.R., .on a site previously oaou-
pied by'the experiment departmefits of the KUTBYSHEV power .station.
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012 Engine
5. In the pring of 1947 the assembly of the 012 was commenced, using-parts
brought from Germany. However, tests in the combustion" chamber laboratory
showed that a design change was necessary as follows:- The orie;inal 4192. was
designed- with 12 individual combustion chambers; tests
were macbe showing that an annular combustion chamber using fuel injected 'in
the same direction as the.air?.streams (tangential, jet) resulted in more even
.temperature distribution and greater combustion efficiency. A total.of 3 or
4'012,s, incorporating these two modifications- were built, and after several
runs of over 200 hours these engines were packed and sent away to an unknown
destination in 191}8.
O22JAO engine single entry spherical jets
6. In addition to the 012 the design of the turboprop type 022 was in hand.
Tests on the combustion chamber for the 022/AO were undertaken in the Spring
of 1948, and the results compared unfavourably 'with the performance of the 012
modified combustion chamber. It was therefore decided to increase the chamber
diameter and to reduce the head depth ~voluuie to. remain the same). This was
done and the followinE result obtained: with mixture strength = M 60, combustion
efficiency (ausbrandwrkungsgrad) was 80-85;a.
(NOTE during tests following mixture stre'ngths were used
M 60 cruising: M 43 == starting: M 40 = full power).
022A engine double enttanential ?at.
7. - The difference between the 022/AO and A is as follows-:- after diameter
and depth modification previously referred to, an order was received to-improve
combustion efficiency still further.. A new design was decided upon which
reduced the length of the secondary portion of the combustion chamber by approxi-
rnately 70%.. The combustion efficiency rose, but under full power conditions
the baffled inside the chamber burnt out at the edges. This was overcome in
the re-design by ensuring that cool air flowed in the baffle vicinity. The
re-design -gave at mixture strength M 60, a combustion efficiency of 97-99%.
Finally, two further modifications were made, viz:-
the normal-single spherical fuel jet was changed for double-entry tangential
jets. These jets could be used 'individually or together; and. 2 pressure
relief flaps. (luftabiasser klaaren) were fitted. This engine in its final
f'nrm vuac unnm as the 022A. It .vas finally completed during 1951 25X1
between 20-30 were built. In June 1953 the -Russians i. ozme
022A would be mass-produced, as it had made repeated successful 25X1
100 hrs, tests, and had passed the final state.'test runs.
022M The coupled 022As'
8. In the beginning of 1952 the coupling gearing f or two .coupled 022As were
made. This coupled engine was known as the ?02Z .. -- It was. first run using.
the gears produced at KU YSFEV and did 50 hrs, successfully. The Russians
wanted to perf orm the final state -test run in 1952" and placed. an order for
a Russians-made gear. When these gears. arrived, they ran for between 15-30,
hrs, before failure l and in 95% of the failures the same tooth broke. - - -
the Russians wanted the 022M badly and sent away the broken 25X1
gears to 'a measurements institute for specification-tests. The specif ications
were found to be correct. (The Germans were puzzled since the- gear pro-
duced by them was successful but superficially at least the Russian produced
E:,ears were an exact copy, and they ther,f ore; mistrusted--the specification
of the metal used in-?manufacture). The Germans then put forward the sugges-
tion that the gearing be re-designed in order tq prevent ropeated-"meashing
of the same ee 25X1
Sometime during
1952-53 the :Russians stated that the 022M had been airTtebted, but that on
test the coupling gearing had broken.
/unknown)
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i E
9. The K type engine is basically the 022A, but is designed to run at
higher temper&ture a.nd to give an improved performance.
the combustion chamber diameter is larger on this engine and that'a vi e
head was used, the division was in the form.of a slot through, which air was
allowed to escape and flow over the outside wall of the ccxabustion chamber.
The purpose of this modification was to reduce the combustion chamber external
ce temperature in order to reduce warping. F_ I succ6ssful
surf ace"
runs were made. with a temoeratur? of 1200? Kelvin being,reached just behind the
turbine.
the result of. the test w'.a. received wi
enthusiasm among the design staff German) and was the subtect of much conver-
sation. the 022K was equipped with pressure relief flaps
the flaps close` after.a figure of
exact num er unknown
,
, 6000 RPM has been reached the purpose of the flap was to
reduce the load on the star er, un i a certain critical speed had been passed.,
after which the kinetic energy built, up by the starter enabled the compressor
to be turned against the rapidly rising pressure.
10. . Towards the and of 1952 or beginning, of 1953, ' visit was paid to
KU 3YSHEV 'by Russians (2 or 3 men) from MOSCOW." They brought with-them two
types of turbine: stator blades (about 8-10 blades-of eaoh type) as f ollows :-
(a)' metal ceramic, coloured brown and'brlackj
(b). ceramic,,dirty white in colour, and porous; very s imi .ar
to the unglazed. centre portion of a_'crackedchina: utensil.
In the . Spr ing of 1953 two or three visitors from 'KIEV' brought ceramic '
blades with them very. similar in appearance to the blades ,aready described.-
These visitors paid two or three visits; one of these, vists.lasted`for 11+
days. The. last ' visit was paid in May 1953. The Russians wdrked a .one, 'and
at night in the' combustion chamber test laboratory, no Germans had anything to
these do with blades,
tests on these blades
information :
The blades had to be subjected to temp
for a hundred times.
tests had been slzccessful.
out by Dr. IfJRENZ.
.experiments using ceramic ioc.
Oomarison_NENE~022A combustion chamber efficiency'
'11.. In the combustion chamber test department there ,was p, NENE type.:;
combustion chamber (one only). n;he
Russians, when' discussing the jets, referred tp e the; NENE, FO (atomizer
jet).
During 194.9 or 1950 they carried out comparison testa, on the PTENE.;..,
chamber and a part of the 022A chamber. Test xesd~ is shtwe the.t at
.
mixture strength . M 60 the .NM combustion' etflpie~)iP y "tiias b et een 88-9O.
The 022A, however,, under the same e ondi:tions, gave$:_
When they first comp a e e. ; a ra 947; itemperA.tu.re
tests 'were made .but readings varied so enooi ous].y that-,,no reliaz e.. could, be
ave. , e , O ow
erature variation or-2000`41'a'120000
25X1
25X1
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-5-?
placed on any'particular reading. It was then decided to use thrust measure-
ment, as an aid to combustion efficiency computation. Air was drawn'threugh
the part of the combustion chamber under, test by means of an electrically
driven compressor. Outlet from the compressor was via a pipe bent in the
form of a 'U',. One and of this pipe was attached to a balance; from the
reading given, the value be obtained, and the canbustian
efficiency calculated. two pressures came into the calcu-
lati
ori they were P1
ressure i
th
d
i
p
n
e p
pe. an
P. pressure
ju
t b
f
t
s
e
ore en
ry to ~ombust ion chamber. (Note: a 1.O n.m.
pitot head for temperature tents was available at KuNtYSHEVY_~
1.5 - 2 ATU, fuel pressure
during tests at cruising speed
pressure used on an- test was
New Type i$hition
was the, re ssure used
the lowest
12. Sometime in 1953, F____]a Russian carrying a normal NEN, head. r. The' 25X1
uv ~aav atv au., 11VVVGVV.c-, VVC yl %1, U.LLLFdrUnTi Ti f'. 25X1
the plug not only sparked but also glowed. e. ussian. was
a representative of a firm, and came to ZAVOD 2 to test, he plug, or to ,interest,.
the Russian chiefs in new ignition equipment.
Supersonic Compressor
13. In June 1953 rumours of tests being `carried. out byRUssians
in a small wind tunne a YSHEV. The'testo were 8n new type blades, which
were alleged to be for a sup rsonic compressor. The `tests were ,wt:.cOnpletely
successful.
I' 'SKE'V and Z TS)IIAM
1!+'. SHEV as VEDRSUCHS WERK No. ~0 25X125X1
it' asIMA !. r rveq&ine
nsa ue _
Aircraft factory beyond the M& S?
In..1950 the director, of ZAVOD 20 OIES0UNOWISCH was removed,' and. replaced
bY KUSNITSOW, who brought with him approximately 25 of his staff. It was a
topic of conversation, that the staff came from "somewhere-_behind the URAIS" and
were familiar with the 004 combustion chamber.
SECRET
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