DEVELOPMENT ACTIVITIES AT ZAVOD NO. 1 IN PODBEREZYE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A000400650003-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 17
• Document Creation Date: December 21, 2016
• Document Release Date: February 10, 2009
• Sequence Number: 3
• Publication Date: May 5, 1953
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SECRET
SECURITY INFORMATION
COUNTRY
DATE OF INFO.
USSR (Moscow Oblast)
Development Activities at Zavod No. 1
in Podbere e
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 transinission 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. : YAy 1953
NO. OF PAGES
REQUIREMENT NO. RD
REFERENCES
THE SOURCE EVALUATIONS IN THIS REPORT ARE DEFINITIVE.
THE APPRAISAL OF CONTENT IS TENTATIVE.
(FOR KEY SEE REVERSE)
25X1
Program and Purpose of Zavod, No I
(N56-45-40I E37.-19), where the plane was parked Z" a corner in a rather neglected
condition.1 '...
Soviet intentions were indicated by the fact that leading Soviet designers were
assigned to the plant and that the German engineers prepared the work plan for Zavod
ramp status May 1945, was resumed in Podberessya.
Further 25X1
indications regarding Soviet planning were the . e n erect y o in the develop-
ment of the following projects-. P-131 V-1 (V_1 - experimental model No. l),P-140 V?1,
and P-140 Bp and their lack of interest regarding the flight testing program of the
P-131 V-1 and the P.140 V.1. Experimental model No. 1 of the P--140 was merely utilized
to -test AM02 type engines. The 140 B was last observed in mid-1951 at Borki airfield
the Soviets established Zavod No,, 1 as a pilot plant where they 25X1
could familiarize themselves with German designing and production methods. These
25X1
0 o y
p
modern bomber. Only on 1-April 1951 was the final order received for the construction
of the E?150 type bomber., and the Soviets started to pay bonuses for rapid progress
3, its development.. Possibly, the Soviets had realized the value of the EF-150 very
late- but,, on the other hand- if they bay"bin ^n .(r pen :'t on Zavo3 -.'toa 1 as a
development plant- specific research orders would have been given in time- and the
Germans would not merely have been requested to modify their designs.
-Griv ILL ..Lliy V.:. uuv - 25X1
intentions. In mid-1948 the Soviets saitt- hat9 because they were dissatisfied with
the P-140 V-19 they would convert Zavod No. 1 for series production staffed by German
ersonnel Dr B. C. Baade therefore,, considerably advanced the development of a
.SEC.
(Not.: Washington Distribution Indicated By "X"; Field Distribution By "#".)
AEC I bsi E y
25 YEAR RE-REVIEW
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Most of the Soviet personnel at the plant were young engineers who had just graduated
the Soviets were interested in training their young engineers at Zavod No. 1.
In the Hydraulics Department and also in other manufacturing departments there ,was much work
done,
Information received on the mass production of aircraft types developed at Zavod No. 1 was
vague and not credible, Engineer Friedrich Gromee learned, in a con-
versation with a very pro-German Soviet by the name of Gvozdryrx,, that the EF-140 (P-140) was
put into mass production in about 1950 and that the commission which visited Zavod Noe 1 in
mid-1950 had come from the plant engaged in the .mass.production of Ek`-140so In 1950,
.,Engineer Schroeder was told by a Soviet flight testing engineer that he had seen the EF`s-140
type aircraft flying during his leave in the east,
From various Soviet statements and from the fact that, by the installation of new machine
tools for drawparts, the production part of the plant was continuously being onlargedj 25X1.
Zavod No. 1 will probably !be .engaged in series production. Contradictory to
this development was the installation of very expensive experimental equipment, such as the 25X1
Junkers test stands for stability tests, *easuring devices for hydraulic struts and, in 1950
and 1951, a low temperature chamber for the hydraulics laboratory. Products of a series pro-
duction would probably be helicopters or another item in. connection with a new plant on the
Volga River a
EF o 140 Type Aircraft
the aircraft was.powers a er y a opt a ens or by a s r type o
engine designed by Lyulka0 Between August 1950 and spring 1951, the W.-140 B was stationed
at Borki airfield,where low temperature damages to the hydraulic system, such as, fractures
of the hoses and damage at the electromagnetic switch valves, were eliminated, The. control
of the nose wheel also. failed to function. In spring 1951, the E-140 B was flown twice by
a Soviet crew with Engineer Schroeder (fnu) fuhctioning as test engineer. No information was
received on this model after mid-19510
Model V-1 of the EP-140 was powered by the AM 2, type radial- 1pw~.tVrbo jet engine, similar to
the Nene, about 350 meters long and 1057. meter in diameter, 2 The static thrust of each
engine, measured while the aircraft was standing on a concrete platform, was 3,640 kgp, The
-value obtained was not yet converted for standard conditions. The engines were started by
compressed air taken from then containers, each with a nressure of 160 fn 170 s.
This amount was sufficient for one starting o erationo
27-150 Type Aircraft
25X1
In early 19529 the EF-150 was completed and ready for shipment. Lukovit*e, located 16 km south-
west of Kolomna at the railroad line to Ryazan, was reportedly the testing field. The exact
location of the field where, in September 1 1 Graduate Engineer Wolfgang Ziese crashed with
the last model of the DFS-346,ds, not known, he airfield was very large, 25X1
was still being improved, and that a cement plant was-built for the construction of.the run-
ways .A At about the end of 1951, Dr. Baade hurriedly repeated the stability tests on the wings
of the EF?-150, It was generally assumed that, with the promise to develop increased speed of.
the EF-150, Baade tried to justify the delay. It was requested that the EF-150 should be
ready to take off by October 195la Even without considering the possible series production
of the EF-15O, the aircraft would be of great value for the Soviets as a research and experi-
mental object. Technical elements, such as the servo-controls, the gun stations, the new type
Df fuel containers, and the tandem landing gear, had, thus far, not been used on Soviet
aircraft o
the EF-150 is a medium--size -y with flat sheet outer skin, swept-back wings, and
dwo turbojet engines. each engine. had a thrust of 4,500 kg,4 The
"uselage was oval in sec ion. a par o the fuselage between the front and rear unit of the
aain landing gear was utilized as a bomb bay and for fuel storage the bomb bay taking the
-over and the fuel tanks taking the upper part of the fuselage, The fuel tank, formed by a
tensely riveted part of the fuselages utilized a new method of construction. Before the parts,
were riveted, they were prepared with a layer of Tyokol paste (sic) and, in a special room,
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subjected to some kind of vulcanizing. During the vulcanizing process, the density was
measured at intervals, this was done-at an interior pressure of 0.2 25X1
atmospheres. Air for the pressurized cabin was supplied by the engines. The air was ducted
through a reducir,..valve and a thermostat which, if required, branched some air off through
a cooler in the.sak:e cowling of the engine, The thermostat kept the temperature at 80 to
85 degrees centigrade. The arrangement, of the ejector seats in the cabin, was not determined.
Ejection was to be achieved with a powder charge. A radar blister was attached under the
nose. The photographic equipment was installed in the tail, and its flaps were operated by
the hydraulic system. The air brakes were automatically controlled by a governor for dynamic
pressure and a machmster. Access to the tail gunnierss position was from the outside only.
The tail gun adjusted indirectly by the hydraulic system, and the seat was also::adjusted
hydraulically. The tail gunner was to bail out through the entrance hat,ch,which was to be
opened hydraulically in the direction of flight. There. were suspension devices for Rato units
at the sides of the fuselage.
The servo-control system of the EF'-150, based on oil. as the hydraulic liquid, included the
following elements: the control block under the cabin floor with control stick, slide valves,
servo-motor and the two-stage gear shift, the transmission shafts, the universal joints, the
bevel gears, and the spindles. The servo-control system functioned as follcws: the deflec-
tion of the control stick was transmitted to the slide valves, which were similar to FA-15 type
slide valves. The oil flow, thus directed through the slide valves, drove a servo-motor which
in turn transmitted the rotations via a two-stage gear to the transmission shafts and further
to the rudder assembly. Here rotary motion was converted by spindles to a longitudinal motion
which was transmitted to the rudder to be controlled. At a certain moment of rotation, the
two-stage gear shifted automatically directly from first to second gear. Tests of the control
system at the special test stand revealed difficulties with the spindles,which corroded the
thread between the spindle and the nut. It was difficult to determine the most advantageous
degree of effectiveness of the spindles (n- 0.42). A six lip German servo-motor made by the
Askania Plant was used because the construction of a new sere-motor was hampered by the lack
of materials.
The -150 was equipped with a retractable tandem-type landing gear under the fuselage and
retractable outrigger landing gears under the engines. A modified version with the main
landing gears installed in the engine nacelles existed only as a dummy.
rossinie it was p anne- have only one w.iee of a larger diameter on the rear, The hydrau-
lic retracting gear worked on the basis of retracting cyclinders, With the landing gears
extended, these cylinders were hydraulically (not mechanically) locked by blocks. For the
-take-off, the rear unit of the landing gear was to be retracted slightly. All units had
pneumatic shock absorber legs. The main landing gear had three-chamber type absorber legs.
-The absorber legs of the outrigger landing gears had two chambers inclosed in a third one,
which was to function as a retracting strut. The folding mechanism was not known. The shock
absorber leg of the rear unit worked on the basis of the following inflation pressures:
Chamber A about 230 atmospheres, chamber B about 175 atmospheres, and chamber C about 80 atmos-
pheres, These high inflation, pressures, and the fact that, during the filling process of the
individual chambers, the piston had to be retracted behind the pertaining filling hole, required
a device capable of producing forces up to 70 tons. The seal between the individual chambers
and to the outside was achieved by four rubber cups, two of them sealing to the outside and
two sealing against the interior. Tests revealed that these shock absorber Legs d not meet
the operational safety requirements. The poor surface quality; (the material was only ground
end not honed) and the poor quality of the rubber cups caused leaks even after a short period
of operation at the test stand. Furthermore, the inflation pressure could not be controlled
while the unit was in operation. Because of all these failures and the difficult pattern of
he unit, the shock: absorber legs were to be used only for static tests. It was required that
a new type leg with access to the chambers from the outside be developed.
III,'he fuel system in the wings and the fuselage of the 'E F-150 was entirely different. The wing
containers were made of rubber,while a part of the fuselage body was utilized as a fuel tank,
i`or safety reasons, this part of the body was filled with numerous small tubular fuel containers,
rhe tank was refuelled. The space between the tubular containers was filled through an aper-
:ure in the bottom of the tank. iimultaneously',,fuel was directed into the tubes itself through
Tilling holes in their bottom. Each fuel tube had about 20 filling holes four mm in diameter.
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The air escaped through a hole-about two mm in diameter in the lid of the tube. The tubular
containers were arranged on a pipe system through' which the fuel was tapped, and they were
connected to these pipes by bayonet fittings which. were stuffed by a rubber ring,-When fuel
was taken from the tank, first. the space between the tubes was tapped through the container
bottom. The. sinking fuel level outside the tubes caused a difference of pressure inside and
outside of the tubes, Thus, the annular rubber plates were pressed to the bottom of the tubes
and prevented the fuel from escaping throughtthe filling apertures. As soon as the ixtirnal
space was emptied, the system switched over, and fuel was bled from inside the tubes through
the pipe system. This system included the following two safety devices,
a. In case a tube should be damaged below the fuel level the rubber plate in t
exit seals the two reinform < iej rtUresj ?bhth i 'W pe of 'C*
tubular containers through the damaged tube..
b. If a pipe should be damaged, the check valves in each junction of a pipe with the
main fuel line prevehts the escape of fuel from the tubes connected to the other pipes. It
was not possible to protect the fuel system in case the main fuel line should be destroyed.
Gun fire on test models of the fuel system proved the basic ftmvtioning, BpveTe . eve* ;;..
cases the rubber plate which was to seal the two reinform apertures was suak.ed ?Yi t Be eholes
or it had entirely slid over the knob and had disappeared into the interior of the tube. The
reason for this failure was not determined at that time, but it was assumed that the pressure
or suction was caused by exploding fragmentary ammunition. It was still undetermined how the
annular rubber plate, which sealed the filling holes in the bottom of the tube, would function
under conditions of vertical acceleration, as.in the case of a sudden squall. No pertinent
tests were planned. When the fuselage fuel system was subjected to a State test, the result
-was declared . +nbt' b.dd!a. Each wing was equipped with two rubber bags of different sizes. They
were suspended-from the upper side of the wing by means of studs. The bags,which were apparent-
ly unprotected, were made of four mm thick rubber with plies of fabric.
The 1-150 was, equipped with an emergency generator for the hydraulic system. This generator
was to operate in case the oil pumps driven by the engines should fail. This unit was com-
posed of a shaft which was unfolded from the fuselage and had a Seppeler-type propeller Bud_
, _
.an oil pump at its end. The-hydraulic oil was fed to the pump (Schwonklager) through the
hollow shaft. The oil pumps, probably of type HW - 14, were tested in the laboratory with
hydraulic oil and also with jet fuel, because it was planned that lost oil should be substitu-
ted for by fuel. Satisfactory results were obtained from a 40-hour continuous test run with
oil and a following four-hour test run with fuel. The hydraulic main system included the aver-
age components such as gear pumps, high pressure filters, electro-magnetic slide valves, hydrau-
lic retraction struts, automatic pressure governors, blocks, and'high pressure relief valves.
he switching scheme of the hydraulic ayu tei kaprnotu knoml i Thar