TRDW-5 TURBOPROP ENGINE DEVELOPMENT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00457R013500400007-5
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 52
• Document Creation Date: December 14, 2016
• Document Release Date: April 28, 2003
• Sequence Number: 7
• Publication Date: February 6, 1953
• Content Type: REPORT

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CLASS arl CATION
SECRET
SECURITY INFORMATION
INFORMATION REPORT REPORT NO.
COUNTRY USSR (Moscow Oblast)
SUBJECT TRDW-5 Turboprop Engine Development
DATE OF
INFO.
PLACE
ACQUIRED
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CD NO.
DATE DISTR. 6 February 1953
NO, OF PAGES 7
NO. OF ENCLS.15?
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
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THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE
OF THE UNITED STATES,WITHIN THE MEANING OF TITLE 18, SECTIONS 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 IS PROHIBITED.
THIS IS UNEVALUATED INFORMATION
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WORK GROUP
Organizational Setup
1. A group of German scientists was detained in
Kuryakino Camp, about 2.5 km soutn-southwest oI nolsnevo (55-56N, 37-51E).
The team was directly assigned to the Ministry of Internal Affairs, Department
IV, which was also referred to by the designation falv Special Department."'
CLASSIFICATION
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STATE
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2. It was learned in meetings that Department IV, Soviet Air Force, with its
chief, Major General Kutyepov (fnu), was subordinate to MVD General Kaburov
(fnu).1 The position of Major General Professor Kravchenko (fnu) was not
determined, since he partially functioned as chief of Department IV and
partially as scientist in the field of thermodynamics. Department IV was
organizationally c ? sections,with subsections which were re-
25X1 ferred to as TBs. group was designated TB 4. It was Subsection
4 of Section 9. Sovie or 'yevskiy (fnu) was chief and liaison officer
of TB 4. Through the channels of Department IV, the Igroup was in 25X1
contact with several plants and institutes, and there were meetings with repre-
sentatives of the plants and institutes. Major Nikolayev (fnu) from the
Scientific Research Institute of the Soviet Air Force (Narodny- Isledovatelskiy
Institut Voyenno-Vozdushnykh Sil)(NIIVVS) and chief engineers of the following
aircraft engine plants: Rybinsk, Plant No. 45 in Moscow, Kazan, and the air-
frame plant in Kuybyshev, visited TB 4 to discuss work orders. The plant in
Kuybyshev was, hereupon, ordered to manufacture samples of hollow blades. The
TsIAM and VIAM Institutes furnished production records for turbine blades,
injection nozzles, and materials; the Ministry for Aviation Industry in Moscow,
Department IX, issued general directives; and the Kaganovich Ball Bearing Plant
in Moscow supplied records on Soviet types of ball bearings. A ceramic plant
in Leningrad was also appointed to contribute information. The expert for
propeller construction was allegedly a winner of the Stalin award. Major
Nikolayev frequently talked about his visits in England, whereupon conferences
with him were held in English. Soviet Colonel Stern (fnu) was the interpreter;
he spoke Russian, German, and English.
Major Zmiyevskiy stated that by June 1948 the completed TRDW 5 project was
to be transmitted to the aircraft engine plant in Kazan for the construction
of ten models, which were to be accomplished within two years. In connection
with this, Zmiyevskiy mentioned the name of Yakovlev. However, it was not
determined what tasks would be delegated to him.2
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4. In addition to the research material mentioned in Paragraph 2 above, the
German work group was issued research material from English and US technical
magazines. Besides evaluations for their own purpose, they had to prepare
extracts for the Soviets covering the field of materials, especially for
turbine blades; precision casting and precision forging; and aerodynamic
research for supersonic flying.
Activities of the Various German Experts
5. Prior to the end of 1947, four projects had been worked on. All efforts
then were concentrated on the development of the TRDW 5, TRDW being the
Soviet designation for turboprop engines, and No. 5 indicating the fifth
project of TB 4.
6. The entire research program covered the following:
a. Project 1: A turbojet engine designed on the basis of the BMW. The project
was not considered important by the Soviets.
b. Project 2: A turbojet engine equipped with a preheater.
designed this power plant for a four-engine aircraft which was supposed
to fly the distance between Moscow and New York in nine and a half hours.
This project was of no interest to the Soviets.
c. Project 3: A turboprop engine without a preheater.
d. Project 4: Preliminary developments for Project 5.
Project 5: Turboprop engine TRDW 5. The engine was also referred to by
the designation TRDW 50.
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f.
Project 6: The installation of turbojet engines in PT boats
(see Para-
graph 10). Other activitiesl_a included the improvement
of
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the Schmidt pulse jet, as we s an aircra for this power unit,
and
the development of internal combustion engines. All activities of the
group were handicapped by the lack of trained German engineers. The Soviet
assistance mentioned in Paragraph 2 above finally facilitated the exact
duplication of the TRDW 5,
7. Following are the technical specifications of the TRDW 5 turboprop engine:
a. Total power: 7,500 hp.
b. Power available: About 5,000 hp.
c. Revolutions at cruising speed: 4,500 to 5,000 rpm.
d. Revolutions at maximum speed: 7,000 rpm (some calculations included revolu-
tions of up to 9,200 rpm).
e. Fuel consumption: 0.0008 to 0.009 kp per kg air mass flow.
f. Specific fuel consumption: 1.2 to 1.5 kg/kp/hr respectively 230 to 235
g/hp/hr.
g. Fuel: Kerosene. Water injection and after-burning were not projected.
h. Length: about 7,000 mm.
i. Diameter: 1,000 to 1,100 mm.
j. Weight: 900 to 1,000 kg and,according to other statements, 1,800 to
2,000 kg. The lower weight probably referred to the engine without pro-
peller and gears.
k. Compressor: Seven-stage axial flow compressor.
1. Compression ratio: First projected with 1 to 6.5, and finally increased to
1 to 8 ratio.
in. Combustion chambers: Two rings of six combustion chambers each.
n. Turbines: One two-stage unit and one single-stage unit.
o. Air mass flow: 18 to 25 kg/sec.
p. Combustion temperature in burner cans: 1,070 to 1,250 degrees k.
q. Temperature of turbine blades: 1173 degrees k.
r. Temperature forwarded of first turbine stage: 1,193 degrees k.
s. Specific weight: 0.45 to 0.5 kg/kp.
t. Efficiencies: Diffuser, 85 to 90 percent; compressor, 80 to 85 percent;
turbine, 75 to 80 percent; and the exhaust unit, 80 to 90 percent; total
efficiency 85 to 87 percent.
u. Propeller: Two five-bladed counter rotating propellers with an outer
diameter of 5,000 mm.
The engine was projected for a maximum speed of 950 km/h. Charts indi-
cated altitude curves up to 15 km. No details were available.
Structural Data of the TRDW
8. See Attachments Noe. .1 to 14 for sketches
the TRDW-5 engine and some of its individual parts.
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a. The diffuser was a spot welded construction of duraluminum. The outer
diffuser ring had an inner intake diameter of 570 to 600 mm and a maximum
outer, diameter of 1,050 to 1,150 mm. The outer ring was mounted on the
front propeller and the center section of the diffuser was fitted to the
rear propeller. The adjustable intake cone (Attachment No. 3, b) had a
diameter of about 560 mm and was to control the intake flow according to
altitude and speed. This unit was also to be constructed of spot welded
duraluminam. Control was effected by a shaft which was also connected
to the exhaust cone through the hollow main shaft. Thus, the ratio of
air mass flow to thrust could be controlled. The automatic governor was
installed in the exhaust cone. However, there were other tested versions
available, and it was not yet decided which one would finally be chosen
for the TRDW 5.
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b. The propeller was to be adjustable from feathered to full power position,
about an angle of 90 degrees. The governor was similar to the latest
German designs used on the Me-109 and Me-110. The angle of pitch of the
propeller blades was to be controlled automatically, and a double plane-
tary gear was designed to drive the unit.
c. The gear (box) had a total diameter of 520 to 560 mm, which could only be
achieved by using special alloys for the bearings. These alloys were
allegedly not available in the USSR and were possibly
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d. TRDW 5 was projected with a seven-stage axial compressor with a final
compression ratio of 1 to 8. Previous versions were designed with a com-
pression ratio varying between 1 to 6.5 and 1 to 7. The compressor casing
was to be assembled from two longitudinal shell parts which were to be
screwed together horizontally at both sides. The vane rings with stator
blades were to be fixed to this casing (see Attachment No, 4). They were
projected with 60 to 65 stator blades of some high quality steel, equal to
the German steel E C Mc 1000 (case hardened chromium molybdenum steel).
The stator blades were to be forged. It was not known what packing method
would be used to fill spaces between guide vanes and compressor wheels.
The type of packing used with the BMW-003 would probably be basic for its
development. Rotor blades were to be manufactured of a material equal or
better in quality than the German steel V C Mo 140 (heat treatable
chromium molybdenum steel). The Soviets frequently emphasized that high
quality materials were available. The American lost wax caSting meth .d
was to be used for the compressor blades. Samples were cast during the
spring of 1948. The test casting was supervised by a Soviet engineer who
had studied the lost max casting method in the United States for two
years and had returned to the USSR in late 1947. This casting method,
particularly well suited for compressor blades, was not known by Dr.
Christian and his staff. Since designing activities were not completed
by 7 June 1948, it was not known yet how the discs would finally be
fixed to the main shaft and how the disc section would be shaped. The
discs, however, were to be manufactured of an average steel, usually used
for such machine parts.
e. The gear and compressor port was to be die-cast aluminum. In addition to
its main purpose, the unit was to hold the front bearings of the main
shaft and two vertical and two horizontal spindle sleeves. One of these
was to lead up to the bevel gear driving the starter engine, and one was
to lead down to the oil pump, while the horizontal spindles were to drive
other accessories.
f. There were three versions designed for the first ring of combustion chambers,
one with six burner cans, one with eight, and a later version had an annular
combustion chamber with sixteen or eighteen fuel injectors. The final
,version was not determined, but it was believed that the annular com-
bustion chamber would be suggested. Attachment Nos. 7 and 8 represent
the version with eight combustion chambers. The port, a casting of an
unknown material, was to hold the second and third bearings of the main
shaft and had hollow cones to hold the small and large mixing chambers
and the support of the fuel igniters (see Attachment No. 8). The material
to be used for the combustion chamber liners was a problem frequently dis-
cussed but not solved during the period reported on. It was suggested
that the outer and inner liner be provided with additional insulated steel
coats. The type of insulation material was not known.
g.
As was previously mentioned, the combustion ring was projected with eight
mixing chambers, each of them having a fuel injector and, in addition,
every second one was equipped with an igniter. There were four mixing
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chambers with combined starter and cruising fuel injectors and four
ordinary mixing chambers. However, as the Soviets did not trust these
starter fuel injectors (see Attachment No. 9), the combustion chambers,
including the direction of fuel spray, remained in an early stage of
development.
h. The first turbine was fitted with its first guide vane ring aft of the
combustion chambers. The stator wheel was composed of an outer and an
inner ring of steel sheets, about five mm thick. ?The inserted stator
blades were fastened by step notches, and each blade was secured by a
hexagon screw. In order to increase stability and density conditions the
notches were prepared with a ceramic adhesive substance (see Attachment
Nos. 10 and 11). It was not known from what kind of material the guide
vanes would finally be made. Possibly the aforementioned' ceramic plant
in Leningrad was to produce these units. The Soviets abstained from
comments. The guide vane ring of the second turbine stage was to be
constructed like the first one. There were 55 to 60 stator blades pro-
jected for each stage. The turbine discs were coupled via the main
shaft. The hollow air-cooled blades were to be forged of nimonic steel
No. 80 2.5 to 3.5 mm thick. The above data also refer to the second
ring of combustion chambers and to the second turbine.
i. The main shaft was a hollow design with nothing worthy of mention.
j. TRDW 5 was projected with a conventional exhaust nozzle. An attempt was
made to develop an improved governor superior to the one which was being
used on the Juno-004.
k. As the group had never prepared detailed diagrams of the lubrication
system, 1 unable to reconstruct this system.
1. Cooling air was to be directed through the turbine blades, through spaces
between combustion chamber coating and main shaft, and also through slots
in the first combustion chamber port into interior sections of the power
plant. Furthermore, there was cooling air branched off from the fourth
compressor stage into two channels leading to the exhaust unit (see
Attachment No. 14).
in, TRDW 5 was projected with a conventional two-cycle starter engine with
about four HP running at 3,000 to 4,500 rpm. The design of a practicable
shape was the major problem connected with this unit. The installation
was projected above the compressor, together with pressure scale and rpm
governor. The pressure scale was kept secret. The Soviets accepted this
innovation and were highly interested .ii it.
n. Oil pump generators, rpm governors, flame igniters, etc., uere to be sup-
plied from Soviet plants. Tables of dimensions for these accessories
were occasionally shown to the German engineers. The automatic switching
system for the entire control equipment was a new development of Dr.
Engineer Bodo Jordan and Graduate Engineer Guenther Rettschlag. The
system was based on an electro hydraulic method with aneroid capsules,
bimetal strips (foils), and relays. These units were to guarantee a
fully automatic control system to be operated by the gas pedal.
25X1 9. the following data contradictory to the other
statements: The compressor was a 12-stage axial flow unit with an air mass
flow of 18 to 20 kg/sec. Compressor blades were to be manufactured of
ceramic material. The turboprop TRDW 5 was to fly at a maximum altitude of
12,000 meters with an overhauling time of 100 hours.
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the status of development reached by mid-1948 did not allow any
conclusions as to maximum altitude and overhaul time.3
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Ta14101/..gagine for PT boats,
10. Another project being worked on simultaneously was the installation of
turbo engines in PT boats. The boats were to be about 14 meters long,
two or three meters wide, and two and a half to three meters high, and were
designed to carry a crew of six or seven. The projected turbo engine was to
be less powerful than jet engines developed by the aviation group. The power
unit, extending half of the length of the boat,was to be installed in the rear
section on the bottom below the cabin. The two air intake apertures were to
be on either side of the bow. Two pipes were to conduct the intake air to the
turbine. The exhaust pipe led up above the cabin roof and to the rear. A
diesel engine was to be installed forward of the turbo engine. The screw pro-
peller was connected by one shaft to both power units. One of the two engines
was to be in operation at a time, i.e., the diesel for cruising speed and the
turbo engine for combat action.
INFORMATION ON OTHER EXPERT TEAMS
PW experts in Focsani received work orders from Moscow.
The activities included a stud on the Nat e .0.. Engineer Breyer (n111),
1 The construction of
tank which was suited for the operation under water was considered sport
rather than serious research. Another project accomplished in an excellent
manner was the modification of German teletype equipment for Soviet use and
the development of simplified telephone nets with improved capacity. Studies
on pistols with silencers, one-man torpedos, and AA shells and rockets were
not seriously considered.
12. Activities of the specialists detained in Krasnogorsk included Boettner's
designing of an egg-shaped tank capable of a speed of 65 km/h and a climbing
ability. of 45 degrees. For protection against hollow charges, the ovate
tank was to be equipped with an armor plate which could be retracted during
normal operation and kept in the rear of the tank. The extendable (versenkbar)
turret was equipped with one 8.8 cm or 12.2 cm tank gun, a two cm AA gun,
and a flame thrower. With extended turret the tank was 2.85 meters high and
with retracted turret only 2.05 meters. After the project was completed,
Boettner was taken to Moscow and never returned.
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2.
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1Comment: Department IV of the MVD in the last
sentence of Paragraph 1 and to Department IV of the Soviet Air Force in the
first sentence of Paragraph 2. Since le.artment IV is
subordinate to an MVD general, it is possible'
that Department IV was under the MVD. However, from the nature of the work
preformed it is probable that Department IV is under the SAF and that the
MVD was responsible for the over-all administration of the Kuryakino Camp
and for the assignment of German specialists to various work projects.
Comment: This may refer to the designer of YAK aircraft. However,
since Yakovlev is an expert for small, fast aircraft, it seems improbable
that he should be engaged in the development of a prototype aircraft for
TRDW 5 engines,which were supposedly projected for bomber aircraft.
Comment: The reported 12-stage compressor and the calculated air mass
flow of.18 to 20 kg/sec were probably data from a previous project. An air
mass flow of 18 to 20 kg/sec would be inadequate for the projected output of
the TRDW 5.
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Attachments: 15
1. Sketch of the TRDW-5 turboprop engine.
2. Cross section sketch of the TRDW-5.
3. Diffuser, TRDW-5 engine.
4. Compressor, TRDW-5 engine.
5. Compressor rotor blades, TRDW-5 engine.
6. Gear and compressor port, TRDW-5 engine.
7. Combustion chamber port, TRDW-5 engine.
8. Burner can with mixing chambers and fuel injector, TRDW-5 engine.
9. Starter fuel nozzle, TRDW-5 engine.
10. Guide vane and turbine wheel, TRDW-5 engine.
11. Guide vane of turbine, TRDW-5 engine.
12. Turbine blade, TRDW-5 engine.
13. Main shaft, TRDW-5 engine.
14. Air cooling system of the TRDW-5.
15. Tuximengine for PT boats.
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Annex 13
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IGNITER
TURBO PROP ENGINE TROW 5ISTARTER FUEL NOZZLE
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Annex 6'
ID
TUBO PROP ENGINE TROWS, BURNER CAN WiTH MIXING eilAMBERS AND FUEL INJECTOR
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5Tfl STAGE
COMPRESSOR ROTOR BLADES
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EXHAUST OPENINGS
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AIR INTAKE
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a : outer ring
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b: adjustable intake cone
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