Nazi Germany (1940)
Jet Powered Bomber & Reconnaissance Aircraft – 8 Prototypes Built 

The Ar 234 A V6 (GK+IW) prototype. [Warbirdphotographs]

Following a request from the German Ministry of Aviation (Reichsluftfahrtministerium – RLM), in 1940, German aircraft manufacturer Arado began working on a new multi-purpose jet powered plane. Arado’s work would lead to the development of the advanced and sophisticated Ar 234 aircraft. During 1943, a small series of eight prototypes would be built and used mainly for testing, but some saw operational service.

History

During the spring of 1940, Arado was contacted by RLM officials with a request to design a completely new multi-purpose jet aircraft to be used for bombers and for reconnaissance duties. This aircraft was to be powered by new jet engines which were under development by Junkers and BMW. Interestingly, besides the request that it should be able to reach the British naval base at Scapa Flow in Northern Scotland, no other performance requirements were specified. The sources do not specify the precise base of operation for these reconnaissance missions. Geographically, the closest territories under German control were south Norway and Denmark, although it is possible that these aircraft would have had to operate from air bases in the occupied territories in Western Europe, either from France, the Netherlands or Belgium. This would require an estimated range of over 900 km. In essence, the RLM gave Arado free reign in terms of the overall design and its performance. If the prototypes built were satisfactory, an initial order for 50 aircraft was to be given.

Work on this new design was given to engineer Rüdiger Kosin, as Arado’s Technical Director, Walter Blume, was uninterested in this project. When work started, it received the Arado Erprobungs (experimental) 370 designation. During the initial phases, there were several different proposals about the number of crewmen, wing size, weapon configuration and the number of engines. After nearly a year, in October 1941, the first proper project, designated the E 370/IVa, was completed. This proposal was mainly intended to be used as a reconnaissance aircraft and was to be equipped with camera equipment. It was to be powered by two BMW P 3302 turbo jet engines. The armament was quite modest and consisted of only one 13 mm MG 131 machine gun. As this aircraft was to operate from short-length airfields, the designers came up with the idea to use a wooden retractable skid for landing, which was to be mounted beneath the fuselage.

E 370/IVa drawings. [Smith & Creek, Arado 234 A]

The project was presented to RLM officials in late October of 1941. They were satisfied and gave permission for the production of 50 aircraft. During the evaluation, it received the 8-234 designation. Unfortunately for Arado, the head of the RLM Technical Department, Ernst Udet, committed suicide just a few weeks later. He was replaced by Erhard Milch, who was more interested in aircraft that were already being produced rather than the proposed Arado project. This without a doubt affected the earlier mentioned initial production order, as the initial order for 50 seems to disappear from record. Despite this setback, work on the E 370 continued. During early 1942, some modifications to the fuselage were made with the aim of increasing its size and strength. The unusual skid undercarriage was replaced by a retractable wheeled bogie system.

In February 1942, Erhard Milch visited the Arado company. He was presented with the drawings and calculations for the improved E 370 model. He was generally impressed with what he saw, and gave his permission for the construction of a wooden mockup. The order would be increased to six prototypes in the following month. The aircraft was to take off using a small three wheel dolly. After the aircraft was in the sky, the dolly was jettisoned and landed with the help of a parachute, meaning it could be used again. In addition, the idea of using a retractable skid undercarriage was reintroduced. If needed, jettisonable Walter HWK auxiliary rocket take-off engines could be attached under the wings. Throughout 1942, many additional modifications and changes were made to the design. Great attention was given to the testing of different engine types and configurations.

By the end of 1942, the number of prototypes to be built was once again increased to 20. The first seven aircraft were to be powered by Jumo 004 engines, with prototype V8 powered by four BMW 003 engines, and V9 through V14 with two BMW 003 engines. The remaining aircraft were to be powered by four BMW 003 engines. The first prototype was meant to be built by November 1943, with the last in October 1944. Surprisingly, these 1942 plans actually started to be completed early, with the first 3 prototypes ready by August 1943. Thanks to this, it was possible to run the first test trials even earlier than anticipated.

Work on the First Prototypes

Work on the construction of the first prototype began in late 1942. During this time, the name was changed to Ar 234. Progress was slow due to problems with the delivery of the Jumo 004 engines, which only arrived in February 1943. These engines were tested and immediately proved to be problematic, as they failed to achieve the promised 850 kg (1879 lbs) thrust. Once fitted with these engines, the first prototype, Ar 234 V1, was used for static ground testing and taxiing trials. No flight was initially accepted due to the short runway at Brandenburg, where the prototype was built. For this reason, the prototype was moved to a Luftwaffe airfield at Munster. During July 1943, this aircraft was mainly used for ground tests. In late July, there was an accident when one of the Jumo engines caught fire. The damage was minor and was quickly repaired. On 30th July, Ar 234 V1 made its first test flight piloted by Horst Selle. The flight was successful, with no problems with the aircraft. The dolly, on the other hand, was lost when the parachute failed to properly open. In early August, there were again problems with the same engine. To avoid any potential threat to the aircraft, it was simply replaced by an engine taken from Ar 234 V3, which was under construction. On 9th August, another test flight was undertaken. During this flight, Selle reached a speed of 650 km/h (400 mph) without any problems. The dolly was once again lost, similarly to the first one. Additional changes were made to the position of the parachute on the dolly, which proved to be the solution to this problem. The V1 prototype would be lost in an accident where the pilot overshot the landing field and crash landed on 29th August. While the aircraft was not repaired, parts of it were reused for testing other equipment.

The Arado 234 V1 first prototype. This particular aircraft would be lost in an accident where the pilot overshot the landing field and crash landed on 29th August 1943. [Warbirdphotographs]

V1 during the third test flight, during which the dolly parachute release system was successfully tested. [Luftwaffephotos]

The V2 prototype was completed in late August 1943. There were some issues with the engine, which had to be replaced. The aircraft was otherwise trouble-free. It was moved to Alt Lonnewitz, where it was mainly used for engine testing. In late September 1943, V3 made its first flight. While, initially, it was to be equipped with a pressurized cabin and an ejector seat, this was never implemented.

In early October 1943, the V2 prototype, with its pilot, Selle, were lost in a fire. This accident prompted the Germans to introduce automatic fire extinguishing systems on all of the Ar 234 prototypes, including later ones. Another change was introducing ejection seats to avoid any further pilot casualties. Due to this accident, there were some delays in the Ar 234 project. Testing continued in November, when V3 was piloted by Walter Kroger. On the 21st of November, the V3 aircraft was transferred to Insterburg to be presented to Adolf Hitler, together with other experimental jet aircraft, like the Me 262 and Me 163. Hitler was highly impressed and even gave orders that some 200 aircraft be built during 1944. During this time, V4 was also flight tested. Both V3 and V4 were used until June 1944 for various roles, including crew training, after which they were removed and replaced with later Ar 234 B versions. By the end of 1943, V5, fitted with Jumo 004 B-0 engines. was introduced.

During early 1944, two Arado 234 aircraft would be tested with a four engine configuration. The idea was that the use of four smaller engines would provide similar performance to the larger ones. V8 was powered by two pairs of BMW P.3302 engines. V6 (which was built later than V8) was tested with four BMW 003 engines placed in four separate wing-mounted nacelles. During a routine flight of V6 at the start of June 1944, all four engines stopped working only 17 minutes after take-off. The pilot was forced to conduct an emergency landing of the plane, after which it caught fire and was heavily damaged, rendering it a complete loss. After this accident, and due to many other engine problems with both versions, all further work on the multi-engined Ar 234 A was discontinued. These would later serve as the basis for the Ar 234 C version instead.

V6 powered by four BMW 003 engines placed in four separated wing cowlings. [Luftwaffephotos]

V6 after a forced landing in June 1944, shortly before the engines began to burn. This accident and problems with the engines put an end to the development of the multi-engined Ar 234 A version. [Warbirdphotographs]

V8 was powered by four BMW P.3302 engines placed in pairs. [Warbirdphotographs]

Technical Characteristics

The Arado Ar 234A (as they were designated later on) prototypes were designed as all metal, high-wing turbojet-powered experimental reconnaissance planes. Their fuselages had a semi-monocoque design with a flat top. The wings consisted of two main spars, each with 29 ribs. They were covered with metal stressed skin. Each wing was connected to the fuselage by four bolts. If needed, these could easily be taken off and removed. At the rear, there was a more or less conventional tail unit.

The Ar 234 was used to test a number of different engines. The first 4 prototypes were powered by two Jumo 004 A-0 engines, which had 840 kg (1,850 lbs) of thrust. V5 and V7 used Jumo 004 B-0 engines which provided 900 kg (1,980 lbs) of thrust. The 3.8 m (12 ft) long engines (both types had the same size) were attached to the wings using three bolts. V6 and V8 were powered by four engines which were able to achieve 800 kg (1,760 lbs) of thrust. As the Ar 234 was intended to be used for reconnaissance operations, a large fuel capacity was important. One 1,800 liter fuel tank was placed behind the cockpit, with a second 2,000 liter tank in the rear of the fuselage. With this fuel load the Ar 234 had an operational range of 1,500 km (930 miles). To assist with take-off, the Ar 234 could be equipped with small Walter 109-500 type rocket engines. These had a run time of 30 seconds and could generate 500 kg (1,100 lbs) of thrust. After the Ar 234 was in the air, the rocket motors would be jettisoned and would land on the ground using small parachutes.

The Ar 234 did not have conventional landing gear, but instead used a three wheel 640 kg (1,410 lbs) jettisonable take-off assist dolly. The Ar 234 pilot could control this dolly by using the rudder, which was connected to hydraulic brakes on the dolly. Once in flight, the dolly would detach and then fall back to Earth using a parachute, and could thereafter be reused. Initially, it was discarded during flight, but this proved to be problematic. After some redesign work, the moment of release was changed to just after take-off. There was no risk of the dolly impacting the fuselage in midair, as the parachute pulled it away from the aircraft. When the Ar 234 had to land, it would use the retractable hydraulically operated skid under the fuselage. The engine nacelles were also provided with smaller skids to avoid any damage to them and to provide better stability during landing. The V3 prototype tested in early 1944 used a drag parachute during landing. This proved to be successful and was later implemented as standard from the B series on.

The smaller front wheel on the jettisonable dolly was fully steerable to help during airfield taxiing and take-offs [Warbirdphotographs]

Close up view of the large sliding skid. [worldwarphotos.info]

Ar 234 during landing. A fuselage skid along with smaller skids placed under the engine nacelles were used instead of wheels. Later versions of the Ar 234 incorporated a conventional wheeled landing gear. [Warbirdphotographs]

The pilot’s cockpit was fully glazed, which provided excellent all around visibility. To enter the cockpit, the pilot used a small hatch placed atop the cockpit. This was not a great design feature as, in an emergency, the pilot could not easily escape the plane. In order to protect the pilot from enemy fire from the rear, a 15 mm thick armor plate was installed behind his seat. Behind this protective armor plate, three oxygen tanks were placed. The instruments were placed on two smaller panels to the left and right of the pilot.

A few Ar 234s were equipped with two Rb 50/30 cameras. These were placed behind the rear fuel tank. These could cover a wide area of 10 km (6 mile) at an altitude of 10 km (33,000 ft).

There were initial plans to arm the Ar 234 with a 13 mm machine gun for self defence. Due to the experimental nature of the Ar 234 A version, no actual armament would actually be installed.

Operational Service

In May 1944, Conny Noell of the Luftwaffe experimental Versuchsverband unit requested that at least two Ar 234 airframes be used for experimental reconnaissance operations after examining the prototypes. The request was accepted and the V5 and V7 aircraft were allocated for this task. Besides the camera equipment, virtually nothing else was changed on these two aircraft.

For the testing of these aircraft, two pilots were chosen, Horst Götz and Erich Sommer. At the start of June 1944, the V5 prototype was tested by Götz during a short 30 minute long flight. He later wrote, after the war “The take-off procedure was not very complicated. First, I engaged the starter, then fed petrol into the combustion chamber until, at approximately 6,000 rpm, I made the gradual change to J2 kerosene. The engines were then reved up to their maximum 9,000 revolutions. After take-off, I throttled the engine back to cruising speed. It was a completely new flying experience. Only a slight whistling noise in the cockpit could be heard. The take-off dolly had functioned quite normally. It was really wonderful”.

Four days later, Sommer also tested this aircraft and gave a similar positive assessment of its overall performance. More flights were undertaken in the following days without major problems. While piloting the V5 prototype during a routine take-off, Götz’ wheeled takeoff dolly release mechanism failed, with the assembly remaining stuck to the aircraft’s landing skids. He immediately tried to land back at the airfield. Despite the dangerous maneuver, he managed to land in a nearby potato field, with minimal damage to the plane.

Around this time, the two test pilots were informed that no prolonged or high-altitude flights had ever been attempted by the Ar 234 prototypes, mostly due to a lack of pressurized cockpit. For this reason, Sommer decided to personally test the Ar 234’s performance at altitude. In late June 1944, he made the first high altitude flight, which lasted over an hour and fifteen minutes at an altitude of 11 kilometers (36,000 ft). During a dive, he managed to reach a speed of 590 km/h (367 mph). A few days later, he made another similar flight that lasted over two hours, during which he managed to cover a distance of 1,435 km (890 miles). When the test flights were completed, both pilots gave positive feedback and evaluations about the performance of the planes and recommended their immediate production.

Following the Allied invasion of German occupied France in 1944, the experimental unit was ordered to move its two aircraft and equipment by train to Juvincourt, in France, by the end of July. Due to delays with the delivery of necessary parts, mostly due to Allied air raids, V7 was finally ready to take to the sky on the 2nd of August. V7’s first operational mission was to take photographs of the Allied landing beaches and the 10 km (6 mile) wide inland strip . The flight was a success, without any problems. The Ar 234’s cameras managed to take nearly 400 photographs of the Allied invasion force, which provided the Germans with vital information about the strength and numbers of the enemy. With this single flight, Sommer managed to achieve what the remaining Luftwaffe reconnaissance units failed to do in two months. During August, some 7 reconnaissance flights were undertaken by the two Ar 234 aircraft. Following the rapid Allied advance, they had to be relocated to Belgium. While V7, piloted by Sommer, arrived without any problems, Götz was less fortunate. During the flight, he was hit by friendly anti-aircraft fire. While damaged, Götz managed to fly up to Oranienburg. But his bad luck for that day was not yet over. His landed Ar 234 aircraft was struck from behind in a ground collision by a Focke Wulf Fw 190 which was attempting a take-off, completely destroying V5. Ironically, the first German operational jet powered aircraft, and the first in the world, was shot down by the Germans and then destroyed by a German fighter plane!

Sommer was stationed with his aircraft at Volkel in Holland until the 5th of September, when it was relocated to Rheine base. On the 10th, Sommer performed a reconnaissance flight over the Thames Estuary but, without direct orders, continued up to London. The next morning, he was informed that, due to this action, he was to be arrested and court martialed. Sommer immediately contacted Götz and explained the situation to him. Götz immediately took action and, after persuasions and threats, managed to get the charges against Sommer dropped. After the war, they both found out who demanded Sommer’s arrest. It was the chief of the V-2 program, Hans Kammler, who had feared that the pictures of London would prove the failure of his rocket program.

Part of the damage suffered by V5 during the forced landing and after being hit by ground anti-aircraft fire, shortly before being hit by an Fw 190 taking off. [Smith & Creek, Arado 234 A]

Sommer made at least four more reconnaissance flights with Ar 234 V7 before it was finally replaced with a B version, which was essentially just a copy of the previous version but with a wider fuselage and a more conventional completely retractable wheeled landing gear. After this, V7 was mainly used for crew training before being damaged during a take-off accident on 19th October 1944. After it was repaired, Götz made a flight to Oranienburg, where the plane was removed from service.

Production

Of the Arado 234 A series, only 8 aircraft were ever produced, as they were used for experimentation of various equipment and engine units.

• V1 (TG+KB) – Badly damaged during a harsh landing.
• V2 (DP+AW) – Was lost in a flight accident.
• V3 (DP+AX) – Was presented to Hitler, who authorized the Ar 234 production. Used for various testing until July 1944.
• V4 (DP+AY) – Similar to the V3 prototype, used up to June 1944 mainly for crew training, when it was removed from service.
• V5 (GK+IV) – The first aircraft to be used operationally, but was lost when damaged by friendly ground-based anti-aircraft fire.
• V6 (GK+IW) – Heavily damaged during a landing accident and caught fire soon after.
• V7 (GK+IX/ T9+MH) – Used operationally until October 1944, when it was damaged in a take-off accident. Written off as a complete loss.
• V8 (GK+IY) – Tested with a four engine configuration, but proved to be highly problematic.

Conclusion

While only a small number of Ar 234A planes were built, they proved to be successful designs. During the initial development phase and in their experimental use in service, no major issues were noted. The major drawback was the insufficient quality of the engines and the use of a jettisonable takeoff dolly. Following the success of the Ar 234 A, the development and production of the B and C versions was approved.

Ar 234 V4 Specifications
Wingspans	46 ft 7 in / 14.2 m
Length	38 ft 2 in / 11.65 m
Height	12 ft 6 in / 3.8 m
Wing Area	284 ft² / 26.4 m²
Engine	Two Junkers 004 A-0 turbojet
Empty Weight	10,740 lbs / 4,250 kg
Maximum Takeoff Weight	19,180 lbs / 8,700 kg
Fuel Capacity	3,800 l
Maximum Speed	472 mph / 760 km/h
Range	930 miles / 1,500 km
Maximum Service Ceiling	36,090 ft / 11 km
Crew	One Pilot
Armament	None

Gallery

Illustrations by Ed Jackson

V1, the first prototype, made its first test flight piloted by Horst Selle at the end of July 1943. It would eventually be lost in an accident when the pilot overshot the landing field and crash landed on 29th August 1943.

Ar 234 V5 was the first aircraft of the small production series to be used operationally during the Allied Liberation of France in 1944. It would be lost after a series of unfortunate circumstances culminated with a ground collision with a Focke Wulf 190 which was attempting a take-off. Ironically, the first German operational jet powered aircraft, and the first in the world, was shot down by the Germans and then destroyed by a German fighter plane! V5 was fitted with Jumo 004 B-0 engines.

V6 was tested with four BMW 003 engines placed in four separate wing-mounted nacelles. During a routine flight at the start of June 1944, all four engines stopped working, forcing the pilot to conduct an emergency landing of the plane. After this, the plane caught fire and was heavily damaged, rendering it a complete loss.

Credits

• Written by Marko P.
• Edited by Stan L. & Ed J.
• Illustrations by Ed Jackson
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