Pirna 014

VEB Entwicklungsbau Pirna

Company type	State-owned enterprise (VEB)
Industry	Aerospace engineering, jet engine manufacturing
Founded	1 May 1955
Headquarters	Pirna , East Germany
Products	Pirna 014 turbojet engine

Template:Infobox aero engine

The Pirna 014 was an axial turbojet engine developed in East Germany during the mid to late 1950s by former engineers of Junkers. These specialists had been repatriated to East Germany in 1954 after spending time in Soviet custody as part of the post-World War II forced labor programs.

Origin

Following the consolidation of remaining German aerospace engineers—those not yet repatriated—in Sawjelowo, north of Moscow, in December 1953, plans commenced for developing a four-engine jet-powered civilian airliner. The responsibility for heading engine research and development was assigned to (then Dipl.-Ing.) Ferdinand Brandner, while overall project leadership was entrusted to (then Dipl.-Ing.) Brunolf Baade.

Before Brandner finally returned to his family in Austria after nine years of compulsory residence in the Soviet Union, he appointed his deputy, (then Dr.-Ing.) Rudolf Scheinost, to continue overseeing the engine’s development. At this stage, the engine project was designated Dwigatel 014—derived from the Russian term for "jet engine"—and represented a continuation in the numbering sequence of earlier Jumo jet engines; it was prioritized highly.

The airliner intended to be powered by the project 014 engine was the Baade 152, a passenger jet slated for development and pre-production at VEB Industriewerke Dresden (Factory 803), which later became part of VEB Flugzeugwerke Dresden.

On 5 July 1954, a final contingent of approximately 200 individuals—primarily engineers along with key technical leaders—arrived in Pirna, a town in Saxony. While some figures such as Ferdinand Brandner and Günther Bock soon departed for Austria and West Berlin, the majority remained committed to advancing aircraft and engine projects within the GDR. Work commenced almost immediately in the district known as Sonnenstein (meaning "sun stone"), situated on a plateau between the valleys of the Elbe River to the north and the Gottleuba River to the west. This location became the focal point for planning future operations and factory construction related to both the 152 aircraft and 014 engine.

Initial activities took place within facilities belonging to HV-18 (Hauptverwaltung 18), established earlier between 1951 and 1952, until construction began on dedicated engine development facilities during summer 1955. A new design and administrative building mirroring one located at Factory 801 in Dresden was erected. Additionally, two expansive assembly and manufacturing halls were built alongside multiple engine test stands featuring their distinctive towers, sizable underground fuel tanks for test runs, various workshops, social amenities, and housing accommodations for personnel.

The establishment of VEB Entwicklungsbau Pirna (Factory 802) occurred officially on 1 May 1955. This entity was renamed VEB Gasturbinenbau und Energiemaschinenentwicklung Pirna in 1961 and subsequently transformed into VEB Strömungsmaschinen Pirna by 1970. Other aviation-related development facilities that later contributed to East Germany’s aerospace industry were also founded on this date. The project documentation initiated prior to the engineers’ return was expanded by a larger team now based in Pirna, preparing for prototype construction.

From its inception in 1954 until completion of new factory complexes by 1957, Pirna served as the central hub for aviation research, development, and production within East Germany. Only after this period did senior management relocate their operations to Dresden.

Design

References: Mewes 1997, p. 36-39.
The engine was conceived as a single-shaft, single-flow turbojet. Its fundamental concept evolved from the highly refined designs previously utilized in the Junkers Jumo 004 and Junkers Jumo 012, as well as the BMW 003 and BMW 018 engines. In this configuration, air entering through the inlet flows axially through the compressor, combustion chamber, and turbine.

During the design phase, insights gained by technical leadership in the Soviet Union—while advancing the aforementioned Junkers and BMW engines and developing entirely new models such as TW-2, NK-2 / NK-4 (Soviet designations for Jumo 022 derivatives leading to TV-022 and 2TV-2F engines), along with the powerful turboprop NK-12—were incorporated into the component design of this new engine.

This accumulated expertise provided a solid foundation for the expanded Pirna engineering team to create a contemporary, straightforward, and durable jet engine based on existing project documentation. The goal was to tailor it for civilian airliner applications by meeting specific criteria including power output, ease of operation, reliability, and minimal maintenance demands.

Compressor

The axial compressor featured twelve stages and was directly connected to a two-stage turbine, mirroring the arrangement employed in the Jumo 012. This design facilitated simpler bearing construction and offered improved control characteristics.

Constructed from welded steel sheets in two segments, the compressor casing housed fuel and engine control mechanisms in its upper half. Later modifications incorporated an automated starter control system and ignition coils for two ignitors positioned in the upper section of the combustion chamber.

Engine control

A compact, fully automatic command unit managed engine operation using a well-established Junkers single-lever mechanism. Given that fuel flow requirements fluctuate significantly during different flight phases, dual-stage fuel injectors were installed in the burners to maintain high efficiency across a broad operational spectrum.

Combustion chamber

The combustion chamber employed a can-annular configuration. Drawing from experience with Junkers’ can-type chambers (Jumo 004) and BMW’s annular chambers (BMW 003), this design had already been successfully implemented during the Soviet era. It incorporated 12 burner cans along with 60 air pockets integrated into both inner and outer walls, supplemented by additional air channels. Bench testing demonstrated an approximate 98% combustion efficiency within this chamber design.

This setup enabled comprehensive cooling airflow around the chamber walls, effectively shielding them from extremely high temperatures reaching up to 3200 °C in the flame zone. Consequently, thermal stress on chamber wall materials and air pockets was significantly reduced. The engine’s inlet temperature was estimated at about 780 °C (1050K), as materials capable of withstanding higher temperatures were not yet available.

Turbine

The two-stage reaction turbine achieved minimal cooling requirements for its discs by channeling airflow skillfully from beneath the combustion chamber inward toward the shaft. While turbine blades themselves were uncooled, hollow guide vanes were used for the first turbine stage.

Thermal energy from exhaust gases was evenly distributed between both turbine stages, with remaining energy converted into thrust of 3150kp via a fixed thrust nozzle.

Starter / Generator

The configuration of these components was revised; rather than being mounted on a separate equipment carrier behind the engine, they were combined into a single unit located within the intake bullet. This assembly directly engaged with the shaft and connected to the engine rotor through a dedicated transmission mechanism for starting.

Oil tank

Initially intended to be positioned beneath the engine, the oil tank was redesigned as an annular reservoir situated in the diffuser section ahead of the air intake casting.

Air-intake casting

Manufactured from lightweight metal casting, this part drove both the upper-mounted equipment carrier—which included fuel pump and control-pressure transmitter—and the oil pump block via a separator transmission linked to the compressor rotor.

Blow-off system

At first, four rectangular blow-off flaps (valves) were implemented; these were subsequently replaced by eight round flaps. Further redesigns beginning with prototype engine V-07 introduced an improved blow-off system featuring an annular blow-off belt that offered enhanced controllability.

Revision A0

Citations: Mewes 1997, p. 39-42.
A prototype engine labeled V-00 served as a mock-up for verifying the assembly and placement of components, piping, and fittings. The locations of electrical and pipe connections were also finalized after coordination with the airframe construction team based in Klotzsche.

Simultaneously, the initial test engine, V-01, was built at VEB Entwicklungsbau Pirna. It was during this phase that the engine received its official designation "Pirna 014," a name derived from the town and its previous identifier. The construction and assembly process spanned two years, enabling the first test run to take place in October 1956.

Revision A1

Citations: Mewes 1997, p. 47-49.
The updates introduced in revision A-1 included:

• Newly designed compressor blade profiles based on fresh calculations
• Implementation of an annular blow-off belt that operated with continuous opening and closing cycles
• Addition of a compressor stage positioned upstream before the initial compressor stage and air intake casting
• Integration of an automatic blow-off control system responsive to engine speed and acceleration, incorporated into the control unit
• Installation of an intake de-icing system featuring supplementary isolated piping and a heat exchanger mounted above the turbine

During compressor testing, it became evident that the compressor's operational range was insufficient for altitudes exceeding 5000 meters. Consequently, the compressor design from revision A-0, originally developed in the Soviet Union, required redesigning.

Modifications to the compressor blades and blow-off mechanism led to quieter and smoother rotor operation as well as improved pumping performance. Critical rotational speeds shifted into a range more compatible with flight conditions, thereby broadening the compressor’s functional envelope.

Airflow increased by 5.5 kg/s (from 52.0 kg/s to 57.5 kg/s), which elevated thrust output from 30.89 kilonewtons (6,940 lb_f) to 32.36 kilonewtons (7,270 lb_f).

This revision also validated the integrated intake de-icing system during winter testing in 1960. Additionally, bird strike tests confirmed that engine performance remained unaffected (refer to Special trials section).

Bench trials

Engine V-01 underwent its inaugural run on 12 October 1956 at engine test stand 2 within building complex 62, operating under reduced load for approximately two and a half hours. Full power operation was not feasible at this stage due to the absence of domestically available heat-resistant materials.

Initially, the goal was to conduct aerodynamic assessments confirming proper engine test stand functionality and evaluate oil circulation within a completed engine. However, it was decided to allow the engine to run independently under its own power. After five attempts, ignition was achieved with a careful acceleration reaching 6200 rpm without any malfunctions.

The first incident occurred on 25 February 1958 during measurement run number 50 on engine test stand 1 when turbine stage two failed. This failure caused partial destruction of the engine from the combustion chamber onward.(Mewes 1997, p. 42.)

Prototypes from V-02 through V-14 were primarily utilized for experimental testing and data collection. These tests, along with endurance trials, were essential for obtaining airworthiness certification. After five years of development efforts, type certification was granted in late 1959 following successful completion of a 150-hour endurance test by engine V-017. This milestone paved the way for initiating flight testing.

Flight Testing

The initial flight test took place on 11 September 1959, utilizing an Ilyushin Il-28R aircraft with the engine affixed beneath the fuselage.

In the second Baade 152 prototype, designated 152/II V4, four A-0 engines were installed.

Program Termination

Due to political decisions influenced by Soviet priorities, the Baade 152 initiative, along with all other aircraft projects underway at VEB Flugzeugwerke Dresden—which represented the entire aviation industry of the GDR at that time—was terminated in 1961. Apart from a few minor remnants, the GDR's aircraft manufacturing sector was dismantled. The Pirna 014 engines already in series production (versions A0 and A1) at VEB Industriewerke Ludwigsfelde (Factory 807) found alternative applications, including use as emergency power generators.

Utilizations

• Baade 152 – equipped with four main engines, two mounted in each nacelle
• "Hai" class anti-submarine vessels – versions A2 and A3 were adapted production engines modified to serve as gas generators powering two gas turbines (each producing 3677 kW), forming a gas-turbine propulsion system known as Pirna 051/1. This system was installed on 13 out of 14 ships in the class.

Versions

• Pirna 014-A0 – initial preproduction model, introduced in 1957
• Pirna 014-A1 – standard production model, launched in 1959
• Pirna 014-A2 – adapted from existing production engines for naval gas generator applications, dated 1961
• Pirna 014-A3 – similarly modified for marine gas generator use, also from 1961
• Pirna 014-A5 – designed as a gas generator combined with a gas turbine for peak load power plants Pirna E-1, developed in 1962
• Pirna 014-C – conceptual variant based on A-0, proposed in 1960

Subsequent Developments

• Pirna 016 – a project featuring a newly designed compressor intended to replace the older Pirna 014, conceived in 1958
• Pirna 018 – experimental turboprop engine developed for compressor testing
• Pirna 020 – twin-flow turbojet test engine aimed at compressor evaluation

Variants Overview

Model	Engine Type	Configuration	Compression Ratio	Specific Fuel Consumption	Airflow	Turbine Inlet Temp.	Thrust/Power	Dry Mass	Speed
Pirna 014-A0	Turbojet	12V2T	7:1	0.85 kg/km/h	52.0 kg/s	1050K	3,150 kiloponds (30,900 N; 6,900 lbf)	1,060 kg (2,340 lb)	8000rpm
Pirna 014-A1	Turbojet	12V2T+	7:1	0.86 kg/km/h	57.5 kg/s	1070K	3,300 kiloponds (32,000 N; 7,300 lbf)	1,050 kg (2,310 lb)	8200rpm
Pirna 014-C	Turbojet	12V2T+	7:1	0.859 kg/km/h	57.5 kg/s	1070K	3,300 kiloponds (32,000 N; 7,300 lbf)	1,065 kg (2,348 lb)	8200rpm
Pirna 016 (project)	Turbojet	12V3T	11.9:1	0.72 kg/km/h	60.4 kg/s	1035K	3,500 kiloponds (34,000 N; 7,700 lbf)	1,050 kg (2,310 lb)	8700rpm

Configuration key: V=axial compressor stages, T=turbine stages. (+ indicates an additional stage)

Specifications (Pirna 014-A0)

Prototype models (Factory 802)

Pirna 014

Designation	Variant	Application
V-00	0	---
V-01	A	---
V-02	A0	---
V-03	A0	---
V-04	A0	---
V-05	A0	---
V-06	A0	---
V-07	A0	---
V-08	A0	---
V-09	A0	---
V-10	A0	---
V-11	A0	---
V-12	A0	---
V-13	A0	---
V-14	A0	---
V-15	A0	---
V-16	A0	---
V-17	A0	---
V-18	A0	---
V-19	A0	---
V-20	A1	---
V-21	A0	---
V-22	A1	---
V-23	A0	---
V-24	A0	---
V-25	A1	---
V-26	A1	---
V -27	A1	---
V -28	A1	---
V -29	A1	---
V -30	A1	---
V -31	A1	---
V -32	A1	---
V -33	A1	---
V -34	A1	---
V -35	A1	---

Pirna 014-C

Designation	style =" background : # FA FA FA ; " Variant	style =" background : # FA FA FA ; " Application
style =" background : # F A F A F A ; " V -00	C	---
style =" background : # F A F A F A ; " V -01	C	---
style =" background : # F A F A F A ; " V -02	C	---

Pirna 016

style =" background : # E D E D E D ; " Designation	style =" background : # F A F A F A ; " Variant	style =" background : # F A F A F A ; " Application
style =" background : # F A F A F A ; " V -01	-	---

Pirna 018

style =" background : # E D E D E D ; " Designation	style =" background : # F A F A F A ; " Variant	style =" background : # F A F A F A ; " Application
style =" background : # F A F A F A ; " V -00	-	---
style =" background : # F A F A F A ; " V -01	A	---
style =" background : # F A F A F A ; " V -02	A	---
style =" background : # F A F A F A ; " V -03	A	---

Pirna 020

style =" background : # E D E D E D ; " Designation	style =" background : # F A F A F A ; " Variant	style =" background : # F A F A F A ; " Application
style =" background : # F A F A F A ; " V -01	A	---

Series production overview (Factory 807)

Model Number	Version	Application
L-1	0	---
L-2	0	---
L-3	0	---
L-4	0	---
L-5	0	---
000	A0	---
001	A0	---
002	A0	---
003	A0	---
004	A0	---
005	A0	---
006	A0	---
007	A0	---
008	A0	---
009	A0	---
010	A0	---
011	A0	---
012	A0	---
013	A0	---
014	A0	---
015	A0	---
016	A0	---
017	A0	---
018	A0	---
001	A1	---
002	A1	---
003	A1	---
004	A1	---
005	A1	---
006	A1	---
007	A1	---
008	A1	---

Existing examples

Documented surviving units include:

• The turbojet Pirna 014 A2, originally designated as A0/V-16 and later adapted into a gas generator for the Pirna 051/1 gas turbine system, is exhibited as a cutaway in the aviation section of the Dresden Transport Museum.
• The Deutsches Museum in Munich showcases the Pirna 014 A0/V-05 model within its aircraft collection, also presented in cutaway form. Previously, it served as an educational exhibit at Dresden University of Technology.
• An example of the revision A1 variant is displayed at the de:Industriemuseum Chemnitz Chemnitz. This particular unit was repurposed for use on a speedboat after 1961, evident from alterations to the hydraulic systems in its central section, and notably lacks the exhaust nozzle at its aft.
• As per Mewes, a Pirna 014 A5 gas generator was installed alongside a compact Pirna 029 gas turbine within the canteen facilities of Strömungsmaschinenbau Pirna GmbH. This firm, succeeding VEB Strömungsmaschinen Pirna after its privatization in 1990, faced insolvency by 1995 and ultimately declared bankruptcy two years later. The premises were sold to a private entity in 2011. The present whereabouts of this engine remain undetermined.
• Another cutaway specimen may still be held by Dresden University of Technology, specifically within the Faculty of Transportation Science located in the Gerhart Potthoff building.

• 
  Pirna 014 A0/V-16 displayed at Dresden Transport Museum
• 
  Pirna 014 A0/V-05 exhibited at Deutsches Museum Munich
• 
  Front perspective of Pirna 014 A0/V-05 at Deutsches Museum Munich
• 
  Detailed view of Pirna 014 A0/V-05 at Deutsches Museum Munich
• 
  Close-up detail of Pirna 014 A0/V-05 at Deutsches Museum Munich
• 
  Additional detailed image of Pirna 014 A0/V-05 at Deutsches Museum Munich
• 
  Compressor section of Pirna 014 A0/V-05 at Deutsches Museum Munich
• 
  Alternate compressor view of Pirna 014 A0/V-05 at Deutsches Museum Munich
• 
  Side view of Pirna 014 A0/V-05 at Deutsches Museum Munich
• 
  Rear view of Pirna 014 A0/V-05 at Deutsches Museum Munich

References

Books

Mewes, Klaus-Hermann (1997). Pirna 014. Flugtriebwerke der DDR: Entwicklung, Erprobung und Bau von Strahltriebwerken und Propellerturbinen. Aviatic-Verlag. p. 159. ISBN 9783925505393.

Citations

External links

• http://www.skybird-ev.de/152/152.htm Archived 19 March 2015 at the Wayback Machine (primarily in German)
• "Type 014" a 1959 Flight magazine overview