SOVIET-GERMAN RESEARCH AND DEVELOPMENT ACTIVITIES AT ZAVOD NO 2

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01028R000100140002-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 28
• Document Creation Date: December 22, 2016
• Document Release Date: May 11, 2010
• Sequence Number: 2
• Publication Date: June 25, 1952
• Content Type: REPORT

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J L L U I ( I SEC I I I n r v n RET I ' m I I v n
CENTRAL .INT.ELLIGENCE AGENCY
INTELLOFAX, 29
INFORMATION REPORT
COUNTRY USSR/Germany
SUBJECT Soviet-German Research and Development
Activities at Zavod No 2
PLACE
ACQUIRED
DATE
ACQUIRED
THIS DOCUMENT CONTAINS INFORMATION AFf FLYING THE NATI DNAL DEFENSE
OF T.:1
HE UNITED STATES, WITHIN THE MEANING OF TITLE IS, SECTION9 793
AND 794, OF THE U.S. CODE, AS AMENDED. ITS TRANSMISSION OR REVE-
LATION OF ITS CONTENTS TO OR RECEIPT BY AN UNAUTHORIZED PERSON IS
PROHIBITED BY LAW. THE REPRODUCTION OF THIS FORM IB PROHIBITED.
FORM NO
DCT 1951 . 51-4F
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DATE DISTR. as~~kN ~L
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NO. OF ENCLS. 10 I-
SUPPLEMENT TO
REPORT NO.
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THIS IS UNEVALUATED INFORMATION
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Transportation of Personnel and Equipment to the USSR
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2, The dismantling of the Junkers Plants at Muldenstein, Dessau,
was started at the time the Soviets took over the west b4nk
of the Elbe`River. Both plants were completely stripped of all
equipment until only the masonry remained. There was no
machinery nor piece of metal remaining when the dismantling..
operations were finished. Muldenstein, a plant in the vicinity
of Dessau; where planes were produced serially, was dismantled
first. Eight test stands were taken out of Muldenstein and
transferred to Xuibyshev, The material dismantled from Dessau
was divided between the plants at Tushino, Podberesje, and
Kuibyshev. (Regarding the thoroughness 'of the dismantling
operations-even the gas pipes and the electrical wiring were
removed from the plants,) The aesembly plant IFA, wkich.was
also part of the Junkers compound, was also completely dis-
mantled. The Soviets kept several test stands in operation
at Junkers, Dessau, while the German specialists were still
on hand. These test stands were also dismantled after-the
deportation of the German. specialists to the USSRQ The
dismantling operations were carried out by German neraonnel.
The dismantling was done with great care
and followed a definite system. All wooden boxes in which
the equipment was packed were numbered on the outside so that
the parts belonging together could be assembled again even
by one with little experience. The boxes were lined with tar
paper on the inside. They arrived in Kuibyshev in excellent
condition with the exception of the boxes which were not un-
packed until the fall of 1951; the contents of the latter were
rusted. The deportation operations started at 2:30 on 22 Oat
46,
{ hundreds of trucks were parked outside
in the streets'which were to take specialists and
their families, and all the belongings of the deportees, The
400 Junkers' personnel were-taken-to-
ere taken to Kuibyshev, another
100 specialists were taken to Tushino, while only personnel
of the IFA plant, (an unknown number), were taken to Podber-.
esje.
At the time of the groups arrival at Zavod No 2, the plant
was entirely deserted with nothing there except the skeleton
of the factor buildings.
the remains on the scrap
caps indicated that it had been a plant for the production
of precision mechanical equipment, such as airplane machine
an order to
bu up the plant to prepare for the production of airplane
engines. The boxes which had been dismantled from the
Junkers plant either, had arrived or were in transit. Since they were numbered, they were distributed to the various
buildings in Which the equipment contained in the crates
would be used, 'The first jobs assigned= were of the most
primitive type, such as repairing windows, and digging
emplacements for the various instruments and machine tools,
This work took about-one week.
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Caustruotibn of-the Test Stands
4. After one week,, the test stand operators were summoned to a
on a ed to level the ground for the erection of a number of
teat, etands, The.. tools given were simply crow bars and
shovels, ,Since the ground was -frozen by that time, the Work
prccee6ed very slowly. -There were about 40.45 men working. on
Ieve.ll ng and digging ditches for the foundations of the test
et baildinngs. The actual barrack type buildings in which
the.test stands were housed were not built by the Junkers
Grog but by Soviet penal laborers, mostly women.
-T bre were two groups of test stands to be constructed. The
first group, or the old teat stands, consisted of. four test
units that were built up from the equipment taken from the
Junkers or BMW plant in Germany. Stands No 2 and No 3 of the
old group were erected first and became operational in April
or. y 1947. Stand No 1 and No 4 were added shortly. 'Stand
NO 2 and 'No 3 were first used for testing, the BMW 0030 engine,
ley t1s time Stand No 1 and No 4 were finished, the Junkers
el.2B was ready for teat,and so testing was carried out on the
012E an Stands No 2 and No 4 late in 1947, Stand No 1 was
theh. r'emQdeled for compressor testing only and Stand No 3
was remodeled for the testing of a_ BMW ?18z, Work stopped on
this engine in'a short while, hen the Junkers 022 became
ready for, testing in the spring of 1948, UI1
stands were again remodeled for this engine, Stand No 1
remained . a, compressor test stand. No 3 remained a water
bra e.test stand and Stand No 2 and No 4 were converted for
testing of engines with props installed,
The-second group of test stands to be constructed were the
new stands. 'These were more elaborate than the first groups $.,
.but .,..also consisted of four test units,' Constructtoli started
in the spring of 1950-Stand No 1 was operational in Sept-
ember 1950. Stand No 2 became operational on 7 Nov 51 with
the first test being on the 022M model. Work on Stand No'3
was started shortly after the tests had begun on the 022M
'model but was not near completion in December
1951, Work had not started on Stand No 4 nor was it known
when,thio.would occur, Completion dates for Stand No 3.or
Na 4'-are not known,. Difficulties were reported on Stand
No 3"because of material shortage and the release of quali-
Pied German supervisory personnel.
Aceamplishments
7. Accomplishments of the Junkers Group at Zavod No 2:
(1) BMW 003: A BMW 003 was tested with the C model-passing
aetate acceptance test in September or October 1947,
The engine was removed from the test stands
Jo 004: It was generally understood that the JUMO
004 was released to Kazan for series production. De-
signer Brandner, a German, was supposedly sent there
to supervise the 004 production. Brandner returned to
Kuibyshev in January 1947.
JUMO 012: According to rumor, the 012B passed the state
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acceptance test successfully in November 1948, and then
disappeared. Further rumored was that the 012 was re-
leased to Leningrad for series production,, Nothing
definite ever ~ubstax.ated these rumors.
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JULIO 022: The first 22 engines of the 022 type,
constructed at Zavod No 2, were essentially the same .
:the only changes incorporated in each succeeding engine
were those deemed recess or des , ' esulting from
further test and study, there were no
.mod" en to the suc c sec rig engines in the group.-
nor any designation given to them by the
Soviets. The engine was known and referred to by both
German and Soviet personnel as the 022. The engines
were distinguished by a number (1 through 22) being
painted on the engine itself, All 22 engines were con-
structed at Zavod No 2 and were completed by the end of
1949.
(a) The first engine was ready for testing In the spring
in the spring of 1949 with engine No 14 on old test
stand No 2. This test failed when the propeller
flew off. A second acceptance test was attempted
in the fall of 1949 with e~'ngine No 20 and with
engine No 21 in reserve. The later test was a
success,
of 19+8 and the first acceptance test was attempted
Further tests were made on various engines. In the
spring of 1950, engines No 15 and higher were con-
verted to incorporate shorter combustion chambers
and graphite rings to seal off the gap between the
turbine blades and turbine housing. The greatest
proportion of tests after this date involved engines
with this modification, However, there were never
any further acceptance tests made after the fall of
19490
of the fuel consumption., There were many and varied
tests on engines with closer tolerances, new fuel
nozzles, different guide vane settings and various
exact nozzle dimensions.
). During 1951, work was concentrated on the reduction
In July 1951, Engines No 16 and No 17 or No 17 and
No 18 were taken to Moscow, (exact place unknown)
for test flights, Podberesje was mentioned in
connection with the flight tests but this was
strictly rumor. The two engines were supposedly
installed in a "two engine airplane" along with.
two piston engines, No German personnel from
Kuibyshev accompanied the engines. In.September
1951, rumors circulated at Zavod No 2 'that the
flight tests were extremely successful and that the
Soviets were very enthusiast T
did not return to Zavod No 2
The two engines were of the types that had passed
the acceptance test and did not incorporate the
short combustion chambers nor the graphite rings.
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2k.
The outstanding achievement made during 1951 was.
the reduction of the specific fuel consumption for
the 022 to a phenomenally low value. of 242 gr/HP/Hr.
This value was obtained in April or May 1951 with
Several engines, all of which incorporated the short
combustion chambers and the graphite rings. How-
ever, thiis value could not be obtained unless the
graphite rings were in excellent condition. Should
the graphite become dislodged or damaged, the specs-
ifi.c fuel consumption would rise immediately. The 242
ate; uibyshev. The engines were given the numbers 23 and
in December 1951, an
engine was about to be installed on Stand No 3 that
would.be completely instrumented. There-were to be
58o r-onneotions to makes
obtained only at cruise and rated powero
`At,lower speeds and at take-off power it would rise .
:slightly,
JUMO 022N: In September 1951, two 022M engines arrived
when zne engines were couple, Loge trier, each could be
Operated individually, or together to produce a total
ot, 13, 000HP.
JUNG 02.2K: In November 1951, an order was received
at?OldStand No 3 to permit the stand to handle anew
*In ,no, designated-022K, One of the modifications was
to .provide for a pressure of 13 atmospheres at thei last
?mader
To the de
.light of the German personnel at Zavod No 2, the steel
rings. around the turbine wheels burnt when the engines
'were tested individually. These two engines were then
converted. to incorporate the graphite rings and pre-
paredfor.test on New Stand No 3. The engines were
...'coupled together in parallel through the reduction gear
.box and drove a common 4-bladed counter rotating pro-
p.eller, on 7 Nov 51, the engines were mounted on the
stand and the first test runs. were made with them coup-
1,Od .,together. There were many Soviet dignitaries pre-
acant', and the engine failed to develop the desired 7500
rpm--it only reached 6500 gym. The tests were die-
continued and further tests were not
.compressor stage. Other modi`tcations under consider-
atiQn were changes in the size of the oil lines*
rom a nder , a. German engineer working on compressors.
The 0 was at that time in the design stages and the
twget date for the completion of an engine was in '
June or July 1952. The engines were to be the same size
this was
?tad' type as the 022 with the main difference being the
eo*pressi
reach a c
13i 06 - HP
on ratio. J the K would
ompressia?i or [3 a sp ores an would produce
HAll other engineers speculated that clearances
would` be held to ' a minimum throughout.
m
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,Description of the JUMO. 022 Turboprop Engine
8. General
The JUMO 022 was a conventional turboprop engine, which under
certain conditions, was capable of producing 6500 HP with 300,
kg 'of residual thrust and of obtaining a specific fuel con-
sumption of 242 gr-/HP/Hr at cruise and rated power. Zlneloaure
(A) is
engine.
an external view of the JUMO 022
Estimated dimensions of.the JUMO 022. are as follows:
Lengths 4700 mm for Engines No 1 No 14,
.500 mm for Engines No 15 No 22 after modi-.
fication to short combustion chamber
Diameter: (Max) 850 mm, taken at casing of tutbine outlet
Weight: Dry weight was 1100 kilograms
Weight with accessories and prop was 1500 kg
(Dry weight is the more accurate, since this
was the condition in which the engine was
received at old stand No 30)
Center of Unknown. With a hoist attached only at .the
Gravity; rear mount, it was difficult for one man to
hold the engine level. it was
located at about the 13th compressor stage
when prop was not attached.
Air Inlet
The air inlet was a bell shaped ring made of duralosupporting
the prop reduction gear housing by six airfoil shaped struts,
Its length was approximately 300 mm and the outer diameter at
the air inlet was 800-x- mm while at the point of attachment
to the compressor the diameter was about 650 mm, The air
inlet..ring.wae.attached to the compressor housing by a series
of bolts every 8 cm around the butting flanges. One of the
jobs performed on the test stands was to locate a pitot tube
in the air annulus midway between the reduction gear housing
and wall of the air inlet ring.'
ing, Since it was imperative
that. the tube be located acourateiy the
distance between the housing and the wall was 145 mm s. The
pitot tube picked up static pressure only and
a reading of 1400 mm of water was recorded on
.100 Compressor
(1) opportunity to ,-v
compressor occasionall
the compressor housing
consisted of two welded steel casings separated by small
struts permitting an air space of about 20 mm. The two
casings or shells were made in halves to permit removal
for access to the compressor. Located on the surface
of the compressor housing were six equally spaced than-
nels that ran axially the length of the housing and pro-
truded about 150 mm above the surface of the housing,,
These channels enclosed all of the oil., fuel, and igni-
.tion lines of the engine that were located along the
compressor,
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(2) Located on the compressor housing over the 6th and 8th
stage were two pressure relief valves approximately 100
mm in diameter. Initially, there were four such valves
but further tests proved that only two were necessary,
The two valves became a permanent part of all engines.,
Their purpose was to relieve a pressure surge in the
compressor built up on starting the engine or while
running at low speeds, The valves were actuated by
engine oil pressure built up to 12 atmospheres through
a booster pump. Upon starting the engine, the oil
pressure was slightly over 12 atmospheres and the valves
remained open,. When the engine reached a speed of 5400
rpm, the pressure dropped to below 12 atmospheres and
the valves closed automatically. At speeds above 5400
rpm, the valvet remained closed. On throttling back the
engine,., a slight hysteresis permitted to valves to re-
main closed until 5200 rpm was reached. Each valve was
adjustable by a set screw acting on a. spring load.
(3) The compressor itself consisted of 14 stages, It was
repeated several times that the first 9 stages were made
of light metal (Electron) while the last 5 stages were
machined steel. Supposedly, the wheels and blades were
made of the same material,, 0 estimate the length of the
blades in the first stage as being 150 r ma and the length
of the blade in the last stage at about 60 nnn. The
number of blades is not known,
there were 15 stator rings and ~ each
stator ring was made up of two half rings held together
by screws. The blades appeared to be steel stampings
welded at each end to the stator rings The'following
compressor instrumentation was standard for each test:
P1 - Wall static at entrance to the lot stage
P2 - Wall static at exit of the last stage
P20- Total head at exit of the last stage
T2 - Air temperature at exit of last stage taken by
thermocouple protruding Into air stream
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the following reading obta1n=:ed while the
engine was at full power:
P2 - About 5r5 to 6 atm; obtained with pressure gauge
0
T2 - 180
- 220- 0
P
Discussions with Deindert, the aforementioned compressor
specialist in the Experimental Department, revealed that
graphite sealing rings and controllable blades were
under consideration and might be attempted,i.n the future.
110 Combustion Chamber
The combustion chamber consisted of a single annulus made up
of 18 mm welded stainless steel sheets, The inner diameter of
the annulus was 350 to 400 mm and the outer diameter was about
700 m.m. Welded to the annulus were twelve entry ports from
the.compressor. Each entry port appeared as the head of a
single combustion chamber. The body. and cans were joined by
welding, Each combustion can head had an air swirler at the
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ir* entranced and. located in the center of the swirler was
aav i.atJ, Vd."ltl