Arado's Ar.234 has the historical distinction of being the world's first turbojet bomber to enter operational service with any air force. That alone is sufficient to make it a very interesting aircraft but, in addition, it was used to explore a number of advanced concepts. With the company number E.370, it was selected to provide the Luftwaffe with a medium-range turbojet-powered reconnaissance aircraft under the designation Ar.234.
An aerodynamically clean shoulder-wing monoplane, its slender fuselage and thin-section wing made difficult the provision of conventional landing gear, leading to a somewhat startling innovation for an aeroplane intended for operational service. This consisted of a jettisonable take-off trolley. Landing was to be accomplished on a centrally mounted main skid, with outrigger skids mounted beneath the engine nacelles.
The first prototype Ar.234 flew on 15 June 1943 powered by two Junkers Jumo 004A turbojets. It was followed by other prototypes introducing such advanced features as a pressurised cockpit for the pilot and RATO units to reduce take-off run. The Ar.234B, which went into production in mid-1944 and then entered service, had narrow-track (but otherwise conventional) retractable tricycle-type landing gear.
Initial operations in the autumn of 1944 were concerned with reconnaissance over Britain, the Ar.234 having ample speed to elude all attempts at interception by the RAF. Ar.234B-2 bombers were involved during the Ardennes offensive (December 1944/January 1945), but their most vital operation was in opposition to the Allied crossing of the Rhine. For attack missions one 1,000kg bomb could be carried under the fuselage and one 500kg bomb under each jet nacelle, although a total load of 1,000kg was normal.
In reply to Bob S. The Arado carried approx 2800 kg of fuel to achieve its 1000 mile range . Logically replacing the bomb load with fuel is not going to get the aircraft across the Atlantic. That however is not the main problem. The 10 hours(yes ten) between overhall or replacement engines were going to need inflight replacement.
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Hope you can help. I have read a few stories of the AR234 being used toward the end of the war. One of the stories mentioned that a single aircraft flew over New York City and returned. Was this possible? There were pictures attached to the story of 1944 New York City. Radar images too. Appreciate anyone's thoughts /
Seraph; when one are using slave labor, cost is not a factor. Also, don't let the range and payload figures fool you. The max range of 1630km is with a 500kg, (1100lb) payload, not 2000kg; hardly a war changing prospect.
I've been searching all over, but for whatever reason, can't seem to find the cost of this ancient, flying hunk of metal... Does ANYONE know what this airplane used to cost in the 1940s??
I took off with Ar 234 B F1+DS on Dez. 11 1944 at the airfield Burg and flew the last one on May1st 1945, F1+Gr, from Kaltenkirchen (Hamburg) to Flensburg. The WerkNr.140312 is now on display at the space nuseum Dulles airport,.I flew "her"on March17.1945and again March 29(burg-Puetnitz)
I took off with Ar 234 B F1+DS on Dez. 11 1944 at the airfield Burg and flew the last one on May1st 1945, F1+Gr, from Kaltenkirchen (Hamburg) to Flensburg. The WerkNr.140312 is now on display at the space nuseum Dulles airport,.I flew "her"on March17.1945and again March 29(burg-Puetnitz)
To Ta-183 Huckebein: The Arado Ar 234B went operational in 1944, July as a reconnaissance aircraft and it succesfully took a lot of pictures of the landing beaches and the front in Normandy. The first bombing raid was made on Dec 24th, 1944 against the Belgian city of Liège during the Battle of the Bulge.
My father-in-law, Robert Barnhart, shot down an AR-234. This was with a P-51D Mustang. He was lucky enough to see one on landing approach, and got it there.
Winkle Brown did eventually fly the Arado. His account is one of the Most interesting in his exelent book. (Required reading for all about to Leave a comment here) German aerodynamics were way ahead Of the allies but the jet engines they had were never operationally practical or reliable. The slow pace and ultimate failure Of their jet engine program is just One justification of the allied bombing Campaign. Ultimately you are better off With a thousand Mosquitos that work Than a handfull of Arados that don't.
Goering was a short sighted fool , as were most in the Air ministry at the time . They though piston engined fighters like the ME109 would see them through the war ... Are you not glad they were fools ? German scientists were years ahead , but the Nazis had there heads up there collective asses . Both the 109 and 190 were decade old designs by the end of the war .
The Germans were so advanced in the aviation department compared to any of the allied airforces that if they would have mass produced the ME 262 or the Horton 229(both jets) they would have ruled the skies.Herman guerring was unrelenting in his pursuit in air superiority,German enginering at its finest...
sven
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