Others insist that while the Ar-234 was a technical marvel, the only jet bomber used in World War II, the Allies had the enormous advantage of sheer numbers of men and machines. By this reasoning, the Ar-234, despite its high-tech qualities, could not have delayed the war’s inevitable outcome.
When the Arado Ar-234 Blitz jet bomber first appeared in the skies of Europe, most Allied airmen did not know what it was. Many had never heard of jet engines, let alone a jet bomber. Fewer still knew that the Ar-234 was a shining star in Adolf Hitler’s constellation of wonder weapons, the super-secret and super-technology arsenal that the Führer hoped would reverse the Reich’s declining fortunes.
The Allies First Glimpse at the Arado 234 Blitz
Hitler certainly never asked for an opinion from Don Bryan. At high altitude east of the Rhine bridgehead on March 14, 1945, American fighter pilot Captain Bryan was on his way home from a bomber escort mission when he spotted an Ar-234 making a bombing run on the pontoon bridge at Remagen.
At this juncture, the American fighter pilot may have known more about Hitler’s secret jet than anyone else on the Allied side. While most Allied pilots never even glimpsed one, this was Bryan’s fourth encounter with an Arado. In December 1944, he became, he asserted, the first Allied pilot ever to see one in the air.
After studying drawings of the jet in a Group Intelligence document, Bryan spotted Ar-234s on two more occasions later that month. During his third sighting, the Luftwaffe warplane crossed his flight path beneath him, flying from left to right. Bryan went after the Arado, but it pulled away. That was when he realized that while his North American P-51 Mustang fighter was fast, the Ar-234 was almost 100 miles per hour faster.
“I’m not letting one get away from me again,” Bryan thought out loud.
The Bluenosed Bastards of Bodney
The usual soup over Germany has been transformed into brilliant sunshine on March 14. Eleven of the German jet bombers from flying unit KG 76 (Kampfgeschwader 76) were attacking the newly constructed floating engineer bridge south of the Ludendorff Bridge, which was the last traditional bridge standing on the Rhine when it was captured by soldiers of the U.S. 9th Armored Division on March 7, 1945.
Bryan, of the 352nd Fighter Group, the Bluenosed Bastards of Bodney, was an air ace and commander of the group’s 328th Squadron. Bryan saw the Arado pulling off the bridge and maneuvering into a tight turn to evade a formation of American Republic P-47 Thunderbolt fighters. This maneuver compromised the jet bomber’s strongest asset, its superior speed, and Bryan was able to position himself so the German would have to fly toward him.
Bryan dived at the bomber and fired a burst of .50-caliber gunfire that disabled its right engine. Now, Bryan was able to stay behind him and continue firing. “I don’t know what the hell was on his mind,” said Bryan in an interview, “but he should have gotten out of that airplane while he was high enough. I think he was afraid I would shoot at him in his parachute, which I would never do.”
The Arado pilot, Hauptmann (Captain) Hans Hirshberger, waited too long to jettison his roof hatch and attempt to escape from his cockpit. He went down with the aircraft. It was his first and only combat mission.
The Fastest Combat Aircraft of 1945
Able to reach a speed of 540 miles per hour, the Arado Ar-234 Blitz was the fastest combat aircraft in the world, slightly faster even than its cousin, the Messerschmitt Me-262 jet.
It was the world’s first operational jet bomber, and in many ways the most advanced of the Third Reich’s secret weapons. It was important enough that Hitler referred to it several times in staff meetings with his military leaders. Hitler was especially annoyed that Britain’s De Havilland Mosquito reconnaissance aircraft, constructed largely of wood, was speedy enough to zoom over Germany with near total impunity. The Führer often boasted to his staff that the Ar-234 jet was even faster than the prop-driven Mosquito.
The Ar-234 was a product of the German company Arado Flugzeugwerke. It was the Arado response to a 1940 German Air Ministry requirement for a fast reconnaissance aircraft. Walter Blume headed the Arado engineering team.
Blume had been a fighter ace during World War I with 28 aerial victories and had been gravely wounded on a combat mission. Blume could appear absent-minded at times, prickly at others, but he had studied aeronautical engineering for more than two decades and was up to date on the jet engines that some touted as the wave of the future. He was responsible for all of the key design features of the Ar-234, assisted by engineer Hans Rebeski and others.
On their drawing boards, they conceived an aircraft that was extraordinarily clean. It had smooth, flush-riveted exterior skin. It had rakish lines and eventually tricycle landing gear. Where most planes needed a bulge or a step for the cockpit windshield, the Ar-234 had a completely smooth, glass-covered nose in the manner of the American Boeing B-29 Superfortress heavy bomber. The engine arrangement was similar to that of the better-known Me-262, with long, deep-throated nacelles slung beneath the inboard portion of the wing.
The design was code-named the E370, and the new aircraft was built for a projected maximum speed of 485 miles per hour, which it eventually exceeded with ease. Its projected range of about 2,000 miles was a little less than what the Air Ministry wanted, but officials in Berlin liked the design and ordered two prototypes, known as the Ar-234 V1 and Ar-234 V2.
Designing the Ar-234
The success of the new plane would be dependent on the engine intended for it. The engine was the Jumo 004 axial-flow turbojet designed by a team headed by Dr. Anselm Franz of the Junkers aircraft company. It eventually became the world’s first jet powerplant to enter production and become operational. But early jet engines being developed by the Germans and the British, with the Americans lagging a distant third in jet engine development, were cantankerous, unreliable, and trouble prone.
Design work on the Ar-234 airplane went smoothly. The Junkers Jumo 004 turbojet engine was another matter. Tests that began in October 1940 were delayed by constant technical problems, including vibration of the compressor blades. Steel blades had to be developed to replace the original alloy blades. Still, early versions of the engine sputtered, smoked, and died. One blew up on a test bench. The vibration problems continued until a second overhaul was made of the stator blade design. These and other problems delayed the engine and that, in turn, delayed both the Messerschmitt Me-262 jet fighter and the Ar-234—for reasons unclear, the latter more than the former.
Once it became workable, the production version of the engine, the 004B-1 was rated at 1,980 pounds of thrust, which was comparable to the turbojet Frank Whittle was developing for the British. Even then, the Jumo typically had a service life of only 10 to 25 hours. Like all turbojets, it was sluggish in responding to the pilot’s hand on the throttle.
The plane’s landing gear was not part of the original design. Blume’s design team was very much aware that the Luftwaffe was not fully satisfied with the plane’s range and endurance. To increase internal fuel capacity, they initially dispensed with wheels. Early Ar-234 versions took off using a three-wheeled trolley and landed by means of skids that worked well on a grassy surface. For increased thrust during takeoff, Ar-234s used Hellmuth Walter designed liquid-fueled, rocket-assisted takeoff (RATO) boosters, one mounted beneath each wing.
A One-Man Bomber
The Ar-234 was not as large as it looked. When American ace Don Bryan first spotted one, he thought it was an American A-26 Invader. But the A-26 had a wingspan of 71 feet and was intended for a crew of three. In contrast, the Ar-234 had a wingspan of just over 46 feet. Its crew consisted of just a single pilot who, as Bryan later said, “had to be a very busy and very lonely man.”
The pilot got aboard by pulling down a retractable step on the left side, climbing up kick-steps, and entering via the roof hatch. This hatch could be discarded, but there was no ejection seat and a pilot’s prospects of getting out of the Arado under any circumstances were never good.