DAS WAFFEN-ARSENAL ARADO Ar234 BLITZ WW2 GERMAN LUFTWAFFE Ju287 JET BOMBERS KG

Description: DAS WAFFEN-ARSENAL ARADO Ar234 BLITZ WW2 GERMAN LUFTWAFFE Ju287 JET BOMBERS KG DAS WAFFEN-ARSENAL ARADO Ar234 BLITZ WW2 GERMAN LUFTWAFFE Ju287 JET BOMBERS RECONNAISSANCE KG SOFTBOUND BOOK in GERMAN DIE ERSTEN STRAHLBOMBER DER WELT NOSE, BSK16 NOSE CAMERA, NOSE LANDING GEAR / GEAR DOORS / GEAR BAY, FUSELAGE, CANOPY & COCKPIT, JUMO 004B-1 TURBO JET ENGINES, MAIN LANDING GEAR, TAIL, REVI 16B GUNSIGHT CAMOUFLAGE & MARKINGS OF THE Ar234 COLOR THREE VIEW SCALE DRAWINGS / STENCILLING WW2 LUFTWAFFE PHOTO GALLERY DETAIL ILLUSTRATION FUSELAGE INTERNAL STRUCTURE, ARMOR PLATE ARRANGEMENT, LOCATION OF ACCESS DOORS, TAIL SECTION CONSTRUCTION, NOSE VARIANTS, COCKPIT, CANOPY VARIANTS, WING STRUCTURE, LANDING GEAR CONSTRUCTION ARMAMENT (EXTERNAL BOMB RACKS, RECONNAISSANCE CAMERA INSTALLATIONS) RADIO (D/F LOOP, FUG 25A IFF, FUG 16ZY RADIO) DESIGN AND DEVELOPMENT DEVELOPMENT (ARADO E370, FIRST PROTOTYPE, TAKE-OFF TROLLEY DETAIL, MANUFACTURERS DOCUMENTATION, CLOSE-UP MOCK-UP PHOTOGRAPHS, SC500 BOMB RACKS, WALTER HWK 509 ROCKET BOOSTER, BMW 003a JET ENGINES, MAGIRUSBOMBE TWIN MG151 CANNON POD, KOMMANDO SPERLING, RETRACTABLE LANDING GEAR MODIFICATION, FOUR-ENGINE PROTOTYPES) NIGHTFIGHTER DESIGNS RECONNAISSANCE (Rb75/30 CAMAERA) ENLARGED VARIANT PROPOSALS Ar234 OPERATIONAL SERVICE (KG76, LOFTE 7H BOMBSIGHT, ATTACKS ON REMAGEN BRIDGE, MUNSTER-HANDORF AIRFIELD, KOMMANDO BONOW ORANIENBURG) CAMOUFLAGE & MARKINGS TECHNICAL DESCRIPTION (ARMAMENT, MAIN UNDERCARRIAGE DIAGRAM, NOSE UNDERCARRIAGE DIAGRAM, AILERON AND LANDING FLAP CONTROL SYSTEM, RUDDER CONTROL SYSTEM, ELEVATOR CONTROL SYSTEM, RUDDER TRIM TAB & TAILPLANE INCIDENCE CONTROL SYSTEM) UNDERCARRIAGE CHANGES ARADO RUSTSATZE MODIFICATIONS (PHOTO EQUIPMENT, LOFTE BOMBSIGHT, PATIN AUTOPILOT AND AUXILLIARY FUEL) Ar234 NACHTIGALL NIGHT FIGHTER VARIANTS Ar234 RECONNAISSANCE OPERATIONS (KOMMANDO SPERLING) BOMBER OPERATIONS KAMPGESCHWADER KG 76 (ATTACK ON THE REMAGAN BRIDGE) MAGIRUS BOMBE GUN PACK CAMOUFLAGE MARKINGS WEIGHTS, SPECIFICATIONS AND PERFORMANCE STATISTICS Ar234 PROTOTYPES 109-500 JATO TAKE-OFF ASSIST ROCKETS ï¿½SMOKE DISCHARGERSï¿½ Ar234 OPERATIONS WITH KG.76 ARADO Ar234C ARADO Ar234 RECONNAISSANCE AIRCRAFT Ar234B-2/N NIGHTFIGHTER KOMMANDO BONOW MG 151/20 GUN INSTALLATION KOMMANDO SPERLING JUMO 004-B JET ENGINE Ar234A TAKE-OFF TROLLEY STARTWAGEN ----------------------------------------------------------------------------- OPERATION STRABO THE JUNKERS Ju287 JET BOMBER DEVELOPMENT OF THE JUNKERS Ju287 TESTING THE Ju287 V1 PROTOTYPE JUNKERS Ju287 V2 PRODUCTION PROTOTYPE Ju287 V3 FIRST OPERATIONAL PLANS FOR Ju287 GEWALTAKTION 287 THE BMW 109-003 & JUNKERS JUMO 109-004 JET ENGINES Ju287 ROCKET-ASSISTED TAKEOFF PROPULSION RATO HWK-109-501, HWK 109-502 AND WASAG 109-522 THE Ju287 TWIN SISTER EF 131 DEVELOPMENTAL AIRPLANE (INCLUDING POSTWAR TRIALS IN RUSSIA) JUNKERS Ju287 FORWARD SWEPT WING JET BOMBER WW2 GERMAN LUFTWAFFE WHY THE FORWARD SWEPT WING? WIND TUNNEL TESTING MODELS MODIFICATIONS TO THE JUNKERS Ju87 STUKA ï¿½ JUNKERS Ju287 Ju EF 122 ENTWICKLUNGSFLUGZEUG DEVELOPMENTAL AIRCRAFT CONSTRUCTION OF THE Ju287 V1 PROTOTYPE FURTHER PROTOTYPES IN PLANNING PRODUCTION MODELS: Ju287A-0 PRE-PRODUCTON & Ju287A-1 PRODUCTION MODEL WALTER 501 RATO UNIT INSTALLATION Ju287 CAMOUFLAGE NOTES Ju287V3 COCKPIT MOCKUP DETAILED PHOTOS TECHNICAL SPECIFICATIONS ------------------------------------------ Additional Information from Internet Encyclopedia The Arado Ar 234 was the world's first operational jet-powered bomber, built by the German Arado company in the closing stages of World War II. Produced in very limited numbers, it was used almost entirely in the reconnaissance role, but in its few uses as a bomber it proved to be nearly impossible to intercept. It was the last Luftwaffe aircraft to fly over England during the war, in April 1945. The RLM asked Arado to supply two prototypes of a Schnellbomber ("fast bomber") version as the Ar 234B. Since the aircraft was very slender and entirely filled with fuel tanks, there was no room for an internal bomb bay and the bombload had to be carried on external racks. Since the cockpit was directly in front of the fuselage, the pilot had no direct view to the rear, so the guns were aimed through a periscope, derived from the type used on German World War II tanks, mounted on the cockpit roof. The defensive fixed rear gun system was generally considered useless and it was omitted in production examples of the Ar 234B, while still retaining the periscope for rearwards vision. The external bombload, and the presence of inactive aircraft littering the landing field after their missions were completed (as with the similarly dolly/skid-geared Messerschmitt Me 163) made the skid-landing system impractical, so the B version was modified to have fully retractable tricycle landing gear, with the mid-fuselage very slightly widened to accommodate the retracted main gear units. The ninth prototype, marked with Stammkennzeichen (radio code letters) PH+SQ, was the prototype Ar 234B, and flew on 10 March 1944. Production B-series aircraft (like the Ar 234 V9) were slightly wider at mid-fuselage to house the main landing gear, with a fuel tank present in the mid-fuselage location on the eight earlier trolley/skid equipped prototype aircraft having to be deleted for the retracted main gear's accommodation, and with full bombload, the aircraft could reach only 668 km/h (415 mph) at altitude. This was still better than any bomber the Luftwaffe had at the time, and made it the only bomber with any hope of surviving the massive Allied air forces. The normal bombload consisted of two 500 kg (1,100 lb) bombs suspended from the engines or one large 1,000 kg (2,200 lb) bomb semi-recessed in the underside of the fuselage with maximum bombload being 1,500 kg (3,310 lb). If the war had continued it is possible that the aircraft would have been converted to use examples of the FuG 203 Kehl MCLOS radio guidance system to deploy and control the Fritz X guided bombs or Henschel Hs 293 air-to-surface missiles. Production lines were already being set up, and 20 B-0 pre-production aircraft were delivered by the end of June. Later production was slow, as the Arado plants were given the task of producing aircraft from other bombed-out factories hit during the USAAFï¿½s Big Week, and the ongoing license-building and nascent phasing-out of the Heinkel heavy He 177A bomber, even as the Arado firm was intended to be the sole subcontractor for the He 177B-series aircraft, meant to start construction at Arado as early as October 1944. Meanwhile, several of the Ar 234 prototypes - including a few of the surviving eight "trolley-and-skids" Ar 234A-series prototypes - were sent forward in the reconnaissance role. In most cases, it appears they were never even detected, cruising at about 740 km/h (460 mph) at over 9,100 m (29,900 ft), with the seventh prototype achieving the first-ever wartime reconnaissance mission over the United Kingdom by a Luftwaffe-used jet aircraft. The few 234Bs entered service in the autumn and impressed their pilots. They were fairly fast and completely aerobatic. The long takeoff runs led to several accidents; a search for a solution led to improved training as well as the use of rocket-assisted takeoff. The engines were always the real problem; they suffered constant flameouts and required overhaul or replacement after about 10 hours of operation. The most notable use of the Ar 234 in the bomber role was the attempt to destroy the Ludendorff Bridge at Remagen. Between 7 March, when it was captured by the Allies, and 17 March, when it finally collapsed, the bridge was continually attacked by Ar 234s of III/KG 76 carrying 1,000 kg (2,200 lb) bombs. The aircraft continued to fight in a scattered fashion until Germany surrendered on 8 May 1945. Some were shot down in air combat, destroyed by flak, or "bounced" by Allied fighters during takeoff or on the landing approach, as was already happening to Messerschmitt Me 262 jet fighters. Most simply sat on the airfields awaiting fuel that never arrived. Overall from mid-1944 until the end of the war a total of 210 aircraft were built. In February 1945, production was switched to the C variant. It was hoped that by November 1945 production would reach 500 per month. In addition, it was intended to modify upwards of 30 Ar 234B-2 airframes for the night-fighting role, from a proposal dated September 12, 1944 between Arado director Walter Blume and Goering's top aviation technologist, Siegfried Knemeyer. These so-called Nachtigall (Nightingale) aircraft were fitted with FuG 218 "Neptun" VHF-band radar and carried a pair of forward-firing MG 151/20 autocannon within a Magirusbombe conformal gun pod on the ventral fuselage hardpoint. A second crewmember, who operated the radar systems, was accommodated in a very cramped compartment in the rear fuselage. Two of these jury-rigged night fighters served with Kommando Bonow, an experimental test unit attached to Luftflotte Reich. Operations commenced with the pair of 234s in March 1945, but Bonow's team soon found the aircraft to be unsuited for night fighting and no kills were recorded during the unit's very brief life. The Ar 234C was equipped with four BMW 003A engines, mounted in a pair of twin-engine nacelles based on those from the eighth Ar 234 prototype. The primary reason for this switch was to free up Junkers Jumo 004s for use by the Me 262, but the change improved overall thrust, especially in takeoff and climb-to-altitude performance. An improved cockpit design, with a slightly bulged outline for the upper contour, also used a much-simplified window design with far fewer glazing panels (8 in total) for ease of production. Airspeed was found to be about 20% higher than the B series and the faster climb to altitude meant more efficient flight and increased range. Although Hauptmann Diether Lukesch was preparing to form an operational test squadron, only 14 C-series airframes had been completed by the war's end, and of that number fewer than half had been fitted with engines, with a few of them found at the end of the war sitting out in the open, otherwise complete but with empty engine nacelles. Comprehensive flight testing of the new sub-type had yet to begin when Germany surrendered. Three basic variants of the C-series were planned for initial construction, with several more laid out as detailed proposals. Some of these would have had different powerplants, while others were intended to feature swept or "crescent"-type wings.were officially retired in July 1960. ---------------------------------------------------------------------------- The Junkers Ju 287 was an aerodynamic testbed built in Nazi Germany to develop the technology required for a multi-engine jet bomber. It was powered by four Junkers Jumo 004 engines, featured a unusual and novel forward-swept wing, and apart from the wing was assembled largely from components scavenged from other aircraft. It was one of the very few jet propelled aircraft ever built with fixed landing gear. The Ju 287 was intended to provide the Luftwaffe with a bomber that could avoid interception by outrunning enemy fighters. The swept-forward wing was suggested by the project's head designer, Dr. Hans Wocke as a way of providing extra lift at low airspeeds - necessary because of the poor responsiveness of early turbojets at the vulnerable times of takeoff and landing. A further structural advantage of the forward-swept wing was that it would allow for a single massive weapons bay in the best location, the centre of gravity of the plane, with the main wing spar passing behind the bomb bay. The same structural requirement meant the wing could then be located at the best aerodynamic location, the centre of the fuselage. Prior to the assembly of the first Ju 287, an He 177 A-5 (designated as na He 177 prototype, V38) was modified at the Letov plant in Prague to examine the technical characteristics of this single large bomb bay design. The first and second prototypes (Ju 287 V1 and V2; both designated Ju 288 V201 and Ju 288 V202 for security reasons) were intended to evaluate the concept, with V1 being intended to test the FSW and V2 being earmarked for evaluating flight at high subsonic speeds, and both were assembled from the fuselages of the He 177 A-5, the tail of the Ju 188G-2, main undercarriage from a Ju 352, and nosewheels taken from shot-down B-24 Liberators, all of which were fixed to lower weight and complexity, and equipped with spats to reduce drag. The fixed undercarriage was used as the wing box couldn't have cutouts for wheel stowage which would reduce wing torsion box stiffness required for the forward sweep design. Later prototypes with higher power engines and higher top speed would have the undercarriage stowage in the centre fuselage sides Two of the Jumo 004 engines were hung in nacelles (pods) under the wings, with the other two mounted in nacelles added to the sides of the forward fuselage. Flight tests began on 16 August 1944 (pilot: Siegfried Holzbaur), with the aircraft displaying extremely good handling characteristics, as well as revealing some of the problems of the forward-swept wing under some flight conditions. The most notable of these drawbacks was 'wing warping', or excessive in flight flexing of the main spar and wing assembly. Tests suggested that the warping problem would be eliminated by concentrating greater engine mass under the wings. This technical improvement would be incorporated in the subsequent prototypes with under wing engines moved forward under leading edge as a mass balance. The Ju 287 was intended to be powered by four Heinkel-Hirth HeS 011 engines, but because of the development problems experienced with that engine, the BMW 003 was selected in its place. The second prototype (Junkers Ju 287 V2) would have had six engines (originally four underwing BMW 003s and two fuselage-mounted Jumo 004s, but later changed to two triple clusters composed of four Jumo 004s and two BMW 003s), and also differed from the Ju 287 V1 in having the main undercarriage struts with an inward cant, the horizontal stabilizer lowered by 30 centimeters, and light grey-colored trouser pants for the nose wheels. The third prototype, the Junkers Ju 287 V3, employed six BMW 003s, in a triple cluster under each wing, and featured the all-new fuselage and tail design intended for the production bomber, the Ju 287A-1, utilizing a pressurised cockpit used on the Junkers Ju 288. The Ju 287 V4 and V5 would have served as prototypes of the Ju 287A-2 and Ju 287B-1 respectively, and the V5 and V6 were to feature tail armament and ejection seats. The Ju 287B-1 would have had four 1,300 kg (2,900 lb) thrust HeS 011 turbojets, while the Junkers Ju 287B-2 was to employ two 3,500 kg (7,700 lb) thrust BMW 018 turbojets. While the Heinkel turbojet was in the pre-production phase at war's end, work on BMW's radical and very powerful turbine engine never proceeded past three barely-tested prototypes. The final Ju 287 variant design to be mooted was a Mistel combination-plane ground attack version, comprising an unmanned explosives-packed "drone" 287 and a manned Me 262 fighter attached to the top of the bomber by a strut assembly. The cockpit of the 287 would be replaced by a massive impact-fused warhead. Takeoff and flight control of the combination would be under the direction of the 262's pilot. The 262 would disengage from the 287 drone as the Mistel neared its target, the pilot of the fighter remotely steering the 287 for the terminal phase of its strike mission. Work on the Ju 287 programme, along with all other pending German bomber projects (including Junkers' other ongoing heavy bomber design, the piston-engined Ju 488) came to a halt in July 1944,[5] but Junkers was allowed to go forward with the flight testing regime on the V1 prototype. The components for the Junkers Ju 287 V2 had been completed by that time, and were shipped to Brandis for final assembly. Seventeen test flights were undertaken in total, which passed without notable incident. Minor problems, however, did arise with the turbojet engines and the equally-experimental HWK 109-501 higher-thrust (14.71 kN apiece) bipropellant Starthilfe RATO booster units,[6] which proved to be unreliable over sustained periods. This initial test phase was designed purely to assess the low-speed handling qualities of the forward-swept wing, but despite this the V1 was dived at full jet power on at least one occasion, attaining a speed in the medium dive-angle employed of 660 km/h. To gain data on airflow patterns, small woolen tufts were glued to the airframe and the "behavior" of these tufts during flight was captured by a cine camera mounted on a sturdy tripod directly ahead of the plane's tailfin. After the seventeenth and last flight in late autumn of 1944, the V1 was transferred to the Luftwaffe's primary Erprobungsstelle evaluation and test centre at Rechlin, for flow tests. However, in March 1945, for unknown reasons, the Ju 287 program was restarted, with the RLM issuing a requirement for mass production of the jet bomber (100 airframes a month) as soon as possible. Postwar development The Junkers factory in Dessau was overrun by the Red Army in late April 1945. Before long, the Junkers Ju 287 V2 had been almost completed, waiting for its engines to be fitted, and construction of the V3 had reached 80-90 percent completion, while the V4 was reportedly 60 percent complete. Both V1 and V2 were destroyed by the Nazis to avoid capture by Allied forces. Wocke and his staff were captured by the Red Army and taken to the Soviet Union, and remnants of V2, especially the wings, were used in construction of the EF 131 which was flown on 23 May 1947, but by that time, jet development had already overtaken the Ju 287. A final much-enlarged derivative, the EF 140, was tested in prototype form in 1949 but soon abandoned. FREE scheduling, supersized images and templates. Get Vendio Sales Manager.Make your listings stand out with FREE Vendio custom templates! FREE scheduling, supersized images and templates. Get Vendio Sales Manager. Over 100,000,000 served. Get FREE counters from Vendio today!

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