TURBOJET AND TURBOPROP DEVELOPMENT PROJECT AT ZAVOD NO. 2, KUYBYSHEV

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A001100820008-1
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 27
• Document Creation Date: December 22, 2016
• Document Release Date: November 5, 2010
• Sequence Number: 8
• Publication Date: May 15, 1953
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SECRET
SECURITY INFORMATION
COUNTRY
USSR (Kuybyshev Oblast) REPORT
Turbojet and TLurbopb~vp Development DATE DISTR.
15 Y
1953
Pr6ject at Zavod NQ. Z., Kuybyshev
NO. OF PAGES
27y 5
0X1-HUM
DATE OF INFO.
PLACE ACQUIRED
REQUIREMENT
5
0X1-HUM
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
AIRCRAFT TURBOJET ENGINES UNDER CONSTRUCTION AT ZAVOD NO. a _S UYBYSH
1. Development work on the following turbojet engines took place:
a. BIN-003
this urbo et en inn
had been.,.mpreved and development completed in August 1947. ,It was re-
portedly in production at an unlrown. factory in Kazan.
b. BMW018
cdeve opakent stopped in the autumn. of 1948.
Zavod No. 2 in 1948.
c. .TLTMO-004
pro uc bona was reported to be taking place n a.
SECRET
STATE ARMY l; NAVY
AIR~y #X FBI?MW AEC~--
This Document contains information affecting the Na
tioxtal Defense of the United States, within the mean-
ing of Title 18, Sections 793 and 794, of the U.B. 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.
work on its
Some testing had been done at
C;
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-2-
d. JUM0.. 0l2
thi.e engine)
a.d been. shipped after completion in the
au Gurnn of o azan., 50X1-HUM
et Soviet Nerve 50X1-HUM
e onsump ? o . they wanted the SPC
of the 012 owr to 05 1kg,'hr,% :g thrust, The group was furnished
with perform a.ce reporter on the Nene engine for their project
in reducing the SPO,? These tests had. been. run at Tsiam either
the specific fuel
Two were
used, on the 012 a n,d 022 and were tried because of the serious
.ignition difficulties encountered. They were used successfully
AIRCRAFT ', UTIRO RO:I',? GINS UNDER 'f7:CaVELO1':t"U-0T T ZAVO.l NO 42-
50X1-HUM
2.. Testing of the follow:Lnn.g turboprop engines was conducted at 50X1-HUM
Zavod No. try
a 30,,,,022 50X1-HUM
The.
022 engine was ready for test before the p^'opeUer, reduction
gear, and governor aoce . sorieir3 had been. sa.rnple ted.< Therefore,
during the first six months of 1949, only motoring tests.
(exact date umknarar!) and preliminary performt .oe tests' on the
engine were rune The lr 4 t;er part of 1949 the. engine and ac->
cessori es. were 'tested. The propeller unit Was then installed
rground adjustable) was used until
and a fixed pitch propeller
March 1950 After March 1.950 a controllable pitch propeller
system. was usedo Details on ir:,e performance and character-
f (especially weights and dimensions) are difficult
E o recall with accuracy, .she most accurate
i.s believed to be the engine test an. a rice.-
tion details. ,!' owever?, the engine 'characteristics lis te50X1-HUM
below are believed to b eliAble
(1) 'Engine Chara,it aria td. as
Maximum Diameter - 1300 mm,$ 50X1-HUM
Compressor - 14 stage axial flow
Turbine - 3 stage
Combustion Chamber - 1.2 cans (cannular arrange-
ment)
Exhaust Conn - Fixed
Pressure ''ratio - 4.2s1
ruel - Kerosene
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(2) Engine Performance
'eke-off 4200 HP plus 300M kg.thrust
7500 rpm plus or minus 50 rpm
(5-mminute rating)
.Maximum - 7250 rpm. plus
cruise - 7100 rpm. pins
Idle - 3500 rpm plus
Turbine Temperature (f:a rst
Turbine Temperature (third
Air Flow a : - f sere
the
p l 0 0 powerl?ry ... There r xJeM'two pressure
270 a/h ?/1s.. . at =r
relief valves on the 5th stage of the compressors The
valves (100.110 xnm diameter) were opened by an oil
pressure governor when the compressor reached 1.400 rpm.,
The relief valves automatically, closed at. 540.-5600 rpm*-
(5 `' Propeller
at
or minus 50 rpm.
or minus 50 rpm.
or minus 50 rpm -0
0
stage inlet)- 8'40.
stage outlet)- 4800 50X1-HUM
The reduction gear)
Kwaber of blades per propeller - 4
Reduction gear ratio - 6495:1 (Ing~GASSE:fq YER
and ELZE did s, great deal of the design work on .
Blade Widt; w- > 01119
ir-u .etsr 4.200 mm
a
Two oo tra. rotat . ~~ , reverse pit oh# full feathering,
and fully controllable -types were produced 4t a factory
in Mo o ova (Z a:v-o d No ,20) A Germ= engine er, LETJTH0LL,,was
in charge of a great deal. of the design. vwork on the pro-
peller and controls. 50X1-HUM
Engine Test Procedures
(a) Idle Test
Using the air turbine starter (about 60. HZ'? at
369000 -,38#000 rpm) developed at Zavod No.2, it
took 80-90 seconds to bring the engine up to the
idle point of 3500 rpmo All the, instruments were
checked; noises, vibrations and any leaks were
noted. The fuel. was then turned aef and the ?follow-
ing data recorded:
3. Elapsed time from 3500 rpm to zero rpm
(average 'time was approximately 180-210
see Lander uo,rnal conditions)
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Propeller rpm
The : ol.:l_owing data ewe,: recorded at idle rpm:
110 sec.)
2 Elapses. time from 1900rpm to zero rpm
(average time was a. -proximately 70-
~~yy :t~9^1 pYet
j Turbine e.EthaV1.o-.,*?, ;/empera Wu1. er
2 Fuel pressure
on pressure
Pressure ra.d ?i +,-,mperat`& re at compressor inlet
(b) 'Propeller Goverx-ol Test
The.eng ine eras s t .rt e d anc3. ~ at 500
At 420
rpm the 'propeller .gov,~~rnor. was actuated, .he oil pr"eseure
at the governor, in the low pitch position, during
starting was 25 atm.; at ' 4200 rpm the oil pressure
was down to 3 atm. T yen the high pitch regulator
pressure went d.ow i to 12-13 atm.. and stayed there*
This test was run to check the functioning of the
propeller governor. In addition., the following
data were taken at 4500 rpm operating speed:
Propeller rpm
m
Fuel pressure
Oil pre cure
Turbine, exhaust
t emperature
:Prey -pure and temperature at ,.compressor
inlet
2 -::l.apaed time from 1000 rpm to zero
Elapsed time from 4500 rpm. to zero
The 'engine was 'then shut off and the' follbtii ing.
:J.' a ad. ?R ng.s taken
(e) engine Performance Tests
Measurements of horsepower, throat, .rpm fuel
pressure, oil pressure, turbine intake and exhaust
temperatures, compressor inlet and. outlet pressure
and temperatures were measured at the following*
speed:
7500 rpm (measurements taken during
5 min, t eat)
7250 rpm (measurements taken during
30 m:tn4 test)
7100 rpm (no limit on time)
At Zavod No,) 2, 'during the spring of 1950, a
100-hour test was attempted but a reduction gar
failure at 32 hours of testing prevented its,
completion. Some tests were also run in 1950 on
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the 022 with tailpipe attached. Three different
sizes were used, a 2-1/2 meter, 3 meter, and 3-1/2
meter long tailpipe (measured from the third turbine
casing flange), Results of -tests were unknown.
(d) Plight Tests
fli.gh.t tests were passed during April-May 19 1.
(5) Disassembly and '.Inspection Procedures After Engine
Pe ?formance Testy 50X1-HUM
disassembly procedwres on the 022 turboprop
was run through v arious tests
the engine-
T., disassembly and inspection 50X1-HUM
procedures (described, below) were conducted by qualified
..personne1.(,These steps were followed after every ' per- 50X1-HUM
pp
.Lormance test.,).
The various eomponext' assemblies (such as
compressor, combustion, ? turbi:o,e, propeller assembly, eta. ).
were sorted and p1goed on s eparate tables for inspection.
This procedure insured that the inspecting engineers 50X1-HUM
would see on1y the parts that they were responsible for.
i3
$ the follow g
was stopped and the te;4et run complete'
procedure was car.:ried, o .t ~rwhi a the engine was still on
the stands
(a) All the propel1erblades were removed.
`(b) Propeller hubs, ritb''oil lines and accessories
att,aohedp were removed next.
(o)' Propeller shaft pulled off*.
(d') Bell-mouthed intake manifold removed.
6) a engine - was then removed from the test stand
after all connections were broken) and placed nose dowA
in a tubular ig, arrangement. The base of the engine
a foot from the floor levels The
was approximately on
engine was held, suspended in the jig by chain hoists.
The following disassembly procedure was then followed:.
(a) The exhaust cone flange was unbolted (aft of
third turbine wheel),,,
b) The third turbine rotor wheel was removed
before taking the wheel off the, blade ol'e'arr .des'
Vere ieesured . bar' usia 8 A feelet- gauge). The wheel,
was lifted off b a chain hoist #
After the en
ins
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(c) Third stator stage was removed.
(d.) The second turbine rotor, stator and then the
first turbine wheel and. stator were removed as d6-
scribed in a-te s b anal (blade clearance was also
measured- pry. or o removal),
(e) Turbine housing flange was broken and housing
removed
(f) Co ibustion. chamber assembly flange was broken
and combustion chaamber section removed.
(g) Turbine shaft was pulled out,, (h) Flange at the last compressor stage unbolted
and the combustion fuel manifold section removed
(a coupling. shaft case off with it), ( i.) The two halves of the co:aal-presser, casing were
split, separated, (with stator vara.es) and removed%
(j) The compressor rotor assembly was lifted out
by a hoist,
(k) The remaining reduction gear assembly. was.
lifted out of the jig.
(7) All of the disassembled components were then laid
out on tables (component sections were kept together)
and the following inspection procedures performed:
(a) A visual inspection of the parts while still
in the dirty stage was conducted by the interested
inspecting engineers .
(b) "arts were then oleaa x6d, measured, and ixi.speeted
again,.
(c) A re Tort was written by the i..nsipectin c en.ai"ers,
the following component s appeared to suffer
(8)
the ' b,os. damage clurixig 'the pe rf'ormance test runs:
('aa) Turbine stator 'rings had heat and.vibration
oraoks.
(b) Compressor stator blades failed due 'to
vibration cracks.
the bearings.. It still hadn't f'unotioned too well
W' Combustion, ohember liners had holes and oraeks
in them, especially at the heads. The most fro qwent
trouble was experienced with the combustion system.
(d) Turbine bearings seized an.d burned (an oil mist
spray was tried using 12 nozzles in a ring around
CORM
50X1-HUM
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(e) Front compressor bearing clearance was out of
tolerance frequently,
(f) Reduction gear malfunctions were also number
one on the l-is t (thk 100 hr qualification test was
terminated because of a reduction gear box failure).
FABRICATION AND INSPECTION METHODS USED ON COMPONENTS OF THE 50X1-HUM
These were not the r oduc-
fabrication procedures being used for the experimental enkinal
until Oeto er 1950
in most instances the methods 50X1-HUM
used were not in luenoed by the Soviets in any way, 'The
machines were all of foreign make, mostly Germane
om methods to be used on the 022 but were merely the
Machined Comprespeor Wheel
The compressor rotor, wheels were' machi:ce d from. rough
f orgings. 50X1-HUM
b? ' Maachined Compressor Rotor Blades : I
bricate the compressor rotor blades for the 022
The following tte -by-step procedure was used to
(.) The block of blade material was ~alaced in the jig
and clamped in position under the cutter, The blade
blank was olamped n at an angle so the -blade oo itoar. .
,
by the ' oliudrieal outter. The cutting cylinder width
speared the complete. blade length. (rotational speed
not know), It was made off' case-hardened steel a The
profile -was out as follows: the blade'blank b,.d two
movekents during the cutting operation, it moved for-
ward' un4er the stationary, cutter and a the same time
pivoted around its longitudinal axis in order to form
the contour (profile.movement) , , follower fastened
to the clamping J IS of the " blade copied the blade
Dimensions ,of the bla a during part .' of
e a r cation process were unknown.
(2) The outside contour of the blade 'was' they
miI I ag
h was - ra k
,nos the blade blank was as erred
to this clamp n Jig, this action kept the blade
correctly- positfore d while it was moving under the
outter.in order to form the correct profile,
~aRBT
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(3) After the outside contour was cut, the blade blank
and profile block were turned over and-the inside contour
formed in a manner similar to that described in step (2)
above,
(4) The partially completed blade was t.h.en taken out o?
the miliiztg machine. The leading edge and trailing edge
contours were not out during steps Wand (3) (see
step (7) ). The blade was taken anal. placed tip end down.
in a jig installed on the tt , it of a universal horizon,--
t I milling rya , b,in? .. 2.;.,'{p The root end
was out by, the two fix? d cutters. The -traverse table s
on which the blade jig was attached. moved a.der the two
fixed cutters carrying the root, end of the blade between
the rotating cutter, and thus for tmed the root profile.
The height of th(,- table could be, adjusted to compensate
for the different, blade lengths of the -var?io a.s compressor
states P Y , 50X1-HUM
used to form the root profile are -shoi
ta) After this step the blade was placed. in a die ' 50X1-HUM
inner side down) # fasyteped, and moved -under a. cutting
wheel which milled out a groove along the length of the
blade root (,n id,entica,;l. groove was cut into -the
compressor wheel rim rind a pi n driven in to attach the
blade to the wheel) F
( S)? The 'blade was removed lfrom. the jig and the excess
tip stock was removed by grinding.
(7) The leading edge and trailing edge was filed to
shape and smoothed ww.ith emery paper. This opcra?t; on
only took t~,#.4..?w:5?"c k; minut es and' w as faster than try-
ing to machine t 'Ao edges o
JS) 'The outside and inside radii. were rounded off
Junction of root to blade 50X1-HUM
c.' Checking.. and Inspection of (Compressor Rotor Blades
The finished blades were not polished since -it was
found that no improvement in performance resulted from the
polished blades ? The control and inope c-l-i. on procedures
used in tho f abrication of the finished compressor rotor
blades were as follows.
(1) A profile template was used to check the tip
profile for accuracy,
(2) . The over-all length, of the blade was measured.
(3) Each blade was weighed.
50X1-HUM
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Compressor Section Balancing Procedure
(1) The compressor shaft was balanced while it was rotat.
The `following proeedare was performed when balancing the
compressor assembly,:
ing at high speed.'
(2) Rotor wheels (mina blades) were ohs eked and out of
balance points " noted., n'o, corrections were made in this
Steps
Rotor wheels'; pl blades were individually checked
(4).. All 14 compressor rotor. stages were installed' on
the shaft and the. whole assembly ,was statically balanced
ate. rFn,.
Pabrication of Compressor Stator Blades
The .s-tator : blades .:were rolled out of 1-mm sheet stock
(45 kg/ , tensile strength and welded to the cosh as or 50X1-HUM
case0.. This. type of blade. was unsatisfactory due to excessive
vibration. cracks 4
Machined Turbine Rotor'
The turbine rotor waimachined from a forged blank*
Porged Turbine RatOr.Blades
Until Sep t ember 9 ~ the following' steps were
nvo.va in fabrieatix t , turbine rot.o blade /see
page.
(1) The rough blade blanks Zround stock as shown
by Step 1, ram : Vage" as received in the forge
shop were placed': into an- oven, by a worker and
?
C
heated to. approximately 600 -700
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(2) A second worker, who was at a f orgix hammer,
received the heated blade stock and. placed it on the
die) whereupon the first forging operation was performed.
The cam.pressed air harriers operated at eight atmospheres
pressure. The method of forming. these blades was a bit
unusual d The worker at the air hammer ieIv d the rough
:blade stock Zs-ee Step 1,., sketch $ on ag 2 fi by the root
end with a pair of tongs o The stook was placed on the
die, jiggled a bit to make it fit, then the tongs were
withdrawn and the hammer released to form the first
forging operation.
(3) A specific number of,blades were put through this
Initial forging operation.. then the die was changed
and the second step was com,pi2. ted. For example,, if
the order called for 100 blades,, 100 pieces of.blade
.stock would be heated and run through the first forging operation (rfter each forgixgoperation the blade
would be:ret.urned to the oven for hating) and then a.
second die would be placed under the hammer. The
heated blades would. be taken out, of the oven and put
through the second forging operation. The heated
blade ee l.
Zavod. No, 24 was reported as producing jet engines in 1948
OM SK (N 55-00,. $ 73.21)
17.
A. factory in Omsk was producing the oil pump for the 022.
M0:COi
Zavod No ,. 20 furnished the propellers and controls for the 022 50X1-HUM
aircraft diesel engine project at Zavod No. 500 in. Moscow.
18, NOVSIBIRSK (N 55-02.2 82.53)
Activity of the engine factory located here is unknown.
19, $VERDLOVS ...(N 56650,E 60-38)
Ignition accessories for jet engines produced here.
20, TOMK (N 56.30) E 84,58)
Activity of the engine factory located here is unknown;..
21, LENINGRAI
Activity of the engine factory in Leningrad is unknown.
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Sketc i, page 18< Steps in. the fabrication of compressor rotor blade
Sketch, page 191 Compressor rotor blade profile cutting machine
,Sketch, page 20 Clamping jig for compressor rotor blade blank
Sketch, page 2l :' Compressor rotor blade root cutting machine
Sketch, page 22t Method. of milling compressor rotor blade root attachment
Sketch, page 23: steps in turbine rotor blade fabrication
Sketch, page 24,, Gauges used for checking turbine blade tolorances
Sketch.,, page P-P51 Turbine rotor blade material specification.
Sketch, page 261 Water break test stand. #3
.Sketch, page 27, Horsepower conversion chart
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50X1-HUM
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18
0
Blank blade
Locking Pin
recess Milled,
Ou+er Profile Ihvi r Pro le Root Profile cut
milled mI1eled..
I G)
4cess i~,
suck cut
0
L, P.4 T, C, i I.d Insid a a&d oufsIde ?
otK ON-Shed, ractti, (a+rootem&
-filed atilt PoIislne4
Oni- 4 Scale
S.-eps in Fd r~'cc a n Of Cowi pressor '?-hr bIa.deb
S CRGT
9
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CIavnping digs
see
-Traversih9 -ra6le
50X1-HUM
Co.mpresSor R?~-or Made. Profile CLA 4'iv~e M.~, WVIVe
cecR,1 T
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S ECKC-T
Clan , jig 4r koIcL vig ?lad,e P,Iahk
Lowe road em awA owe 0 -rip emaj
Rode+109 ?014
l~w-pi bolt
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M~olding,.pro~ile I&Ic~.lc u,+side c o4, ct)
;ice s blade 4a o la
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3roove for F1r%
cuu+4'ing WIneel
'Blade clam p ee . in place
M c44 o4 o; M i l l i h S 'o va pr a ssor Ra r Wade
4S .CRC'T
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23 -
Blade Suck
as received
Made lk
av-d, foot e4
'Made &,-peemA
3
Mode pro 'l. F-Vna,!
, krrF-ot For-med o to-;
LVACSS
? aMd root ppo;i~fl r~i~lerl,
Cc ptee Wake
IYo&6N4 +a AvA
'-eps in Turbine Rotor " Ia,4? rra6rica1-i'oi)
S EGezT
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4
'cauges u.secR, ~'ot- CIS +,~,Icrn9 ~'u pine ~lad~e sera $ e~
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w-o 1 erial Vl ~-~~7
vvsil ti-ev r ' ky/ -~~ a4 V 0?G
.'rAvise o V*L es I U,Nk61OW4
Tv1 s ile S+re K5+k (K /m i2) i's
Yu,+ bihQ Ro~-or Inds M, 4eria! SPecwPl ". ,D !
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lNaM.- T~.ik
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horse-p~+.~rzr Cvv,v~r~ ~o~ ~-~
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