Arado Ar 234

The Arado Ar 234 ''Blitz'' (English: lightning) is a jet-powered bomber designed and produced by the German aircraft manufacturer Arado. It was the world's first operational turbojet-powered bomber, seeing service during the latter half of the Second World War.

Development of the Ar 234 can be traced back to the latter half of 1940 and the request to tender from the Ministry of Aviation to produce a jet-powered high-speed reconnaissance aircraft. Arado was the only respondent with their ''E.370'' design. While its range was beneath that of the Ministry's specification, an initial order for two prototypes was promptly issued to the company, designated ''Ar 234''. While both of the prototypes had been mostly completed prior to the end of 1941, the Junkers Jumo 004 turbojet engines were not available prior to February 1943. Due to engine unreliability, the maiden flight of the Ar 234 V1 was delayed until 30 July 1943. In addition to the original reconnaissance-orientated ''Ar 234A'', the fast bomber ''Ar 234B'' model was developed in response to a request by the Ministry of Aviation. Due to a lack of internal space in the relatively slender fuselage, bombloads of up to 1,500 kg (3,310 lb) had to be carried on external racks rather than in internal bomb bays.

The Ar 234 was only produced in limited numbers, despite hopes that production would reach 500 per month in late 1945; this was in part due to a lack of available jet engines and other critical materials, for which the aircraft had to compete with other types, such as the Messerschmitt Me 262 fighter/ fighter-bomber aircraft. Several models were proposed, which typically featured more powerful or alternative engines, cockpit improvements, and adaptations to function as a night fighter. During the latter portion of 1944, active aerial reconnaissance missions over enemy territory commenced; the Ar 234 was almost entirely used to perform such reconnaissance missions. It was in this capacity that it become the last Luftwaffe aircraft to fly over the United Kingdom during the conflict, in April 1945.Boyne 1994, p. 325. In its capacity as a bomber, perhaps the most prominent use of the Ar 234 was the repeated attempts made to destroy the Ludendorff Bridge at Remagen between 7 and 17 March 1945. Many aircraft were destroyed or even captured on the ground due to a lack of servicable engines or sufficient fuel supplies.

Design and development

Background

During the closing months of 1940, the Nazi German Ministry of Aviation offered a tender for a jet-powered high-speed reconnaissance aircraft with a range of .Bauduin 2014, p. 47. Arado was the only company to respond, offering their ''E.370'' project, led by Professor Walter Blume.Ford 2013, p. 224.LePage 2009, p. 187. The design was of a high-wing mostly conventional-looking aircraft that was powered by a pair of Junkers Jumo 004 turbojet engines, one being located underneath each wing.

Arado estimated that the E.370 would possess a maximum speed of at , an operating altitude of and a range of . While the range was short of the Ministry's specification, it decided to order a pair of prototypes, which were designated as the ''Ar 234''. These were largely complete before the end of 1941, but the Jumo 004 engines were not ready until February 1943. When they did arrive, the engines were considered unreliable by Junkers for in-flight use and were cleared for static and taxi tests only. Months later, flight-qualified engines were finally delivered; accordingly, on 30 July 1943, the Ar 234 V1 performed its maiden flight from Rheine airfield.Forsyth and Beale 2020, p. 6.

The second prototype, V2, crashed on 2 October 1943 at Rheine near Münster after suffering a fire in its port wing, the failure of both engines, and various instrumentation failures. The aircraft dived into the ground from , killing the pilot.Dorr 2013, pp. 188. That same year, the third prototype, V3, was displayed to Adolf Hitler at Insterberg; he was immediately enthusiastic about the aircraft and authorised Arado to obtain factory personnel, raw materials, and the funds necessary to built two hundred by the end of 1944.Dorr 2013, p. 15. The eight prototype aircraft were fitted with the trolley-and-skid landing gear intended for the never-produced Ar 234A version.

The sixth and eighth in the series were powered by four BMW 003 jet engines instead of two Jumo 004s; the sixth had the four engines in individual nacelles, while the eighth had the engines in "twinned" nacelles underneath each wing. A 1942 engineering drawing of the E 370 showed a 1,430-litre (378 US gal) forward tank, 830 litres (219 US gal) central tank in mid-fuselage, and an aft tank of 1,540 litres (407 US gal) capacity. These were the first four-engined jet aircraft to fly. The twin-Jumo 004 powered Ar 234 V7 prototype made history on 2 August 1944 as the first jet aircraft used for a reconnaissance mission, flown by Erich Sommer.

Landing gear design

The projected weight for the aircraft was approximately . To reduce weight and maximize the internal fuel, Arado did not use retractable landing gear. Instead, the aircraft was to take off from a jettisonable tricycle gear-style trolley, referred to as a nosewheel takeoff-carriage in English, as described in an Ar 234A Typenblatt factory drawing for the V8 prototype, and land on three retractable skids, one under the central section of the fuselage and one under each engine nacelle. The main skid, beneath the fuselage, was originally intended to fully retract, and was originally shown in a 1942-dated engineering drawing, under the E 370 airframe factory development designation, as intended to be made from a three-sided channel-section component, featuring a set of nine triple- beaded wooden rollers within the channel-section main skid. However, this landing gear did not allow aircraft to move after the landing run, which would have left aircraft scattered over an airfield, unable to taxi off the runway. Erich Sommer said that landing the skid-equipped prototypes on a wet grass airstrip "was like greased lightning" and "like anding onsoap", due to the complete lack of braking capability.Bauduin 2014, p. 54.

Ar 234B

At the request of the Ministry of Aviation, Arado also produced a pair of prototypes configured as a fast bomber version of the aircraft, known as the ''Ar 234B''. On 12 March 1944, the first of these, Ar 234 V9, performed its first flight; it was the first to feature a fully retractable tricycle landing gear, while the main gear retracted forward into the mid-fuselage, the nose gear retracted rearwards.Forsyth and Beale 2020, pp. 6-7.Dorr 2013, p. 189.

The Ar 234 had a very slender fuselage with the internal volume being largely filled with fuel tanks, thus leaving no room for an internal bomb bay, thus the bombload had to be carried on external racks. The forward-set cockpit did not naturally provide the pilot with any direct visibility to the rear, thus the rear firing guns were aimed through a periscope, which had been derived from the type used on tanks, that was mounted on the cockpit roof. This periscope could also be turned forwards to assist in dive-bombing runs; however, its usefulness was impacted somewhat by the scope's image being upside-down.Forsyth and Beale 2020, pp. 7-8. The defensive fixed rear gun system intended for the prototype series was generally considered useless by pilots, thus it was omitted in the Ar 234B.Bauduin 2014, p. 50. The aircraft was slightly wider at mid-fuselage to house the main landing gear, and the central fuel tank was removed for the same reason, with enlarged forward (1,800-litre/476 US gal) and aft (2,000-litre/528 US gal) fuel tanks to compensate.

During flight testing, while carrying its maximum bombload of three SC 500 bombs, the Ar 234 V9 could reach at ,Forsyth and Beale 2020, p. 8. faster than any other Luftwaffe bomber at the time. The normal bomb load consisted of a pair of 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, while the maximum bombload was 1,500 kg (3,310 lb). It could also carry the heavier BT 1400 (1,510 kg unpowered bomb-torpedo), although the ground clearance was limited. If this munition was deployed, the aircraft's fuel capacity was noticeably reduced while rocket assistance would also be used to aid takeoff. The pilot would commonly engage the autopilot while using the bomb aimer, the viewfinder of which were interfaced with the autopilot so that the aircraft's trajectory could be adjusted directly.Bauduin 2014, p. 52.

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 simultaneous tasks of producing aircraft from other bombed-out factories hit during the USAAF's " Big Week",(20-25 February 1944) against the German aircraft industry, in addition to an ongoing license-construction and the nascent phasing-out of Heinkel's heavy He 177A bomber, even as the Arado firm was intended to be the sole subcontractor for the He 177B-series strategic bomber, meant to start construction at Arado as early as October 1944. Between mid-1944 and the end of the conflict, a total of 210 aircraft were built. During February 1945, production was switched to the C variant. It was hoped that by November 1945 production would reach 500 per month.

In addition, some Ar 234 B-2 airframes were modified to serve as night fighters. Designated Ar 234B-2/N and code named ''Nachtigall'' (Nightingale), these were fitted with FuG 218 "Neptun" VHF-band radar, with the appropriately reduced-dipole length version of the standard ''Hirschgeweih'' eight-dipole element, VHF-band transceiving AI radar antenna system, and carried a pair of forward-firing 20mm MG 151/20 autocannon within a ''Magirusbombe'' conformal gun pod on the rear fuselage hardpoint. A second crew member, who operated the radar systems, was accommodated in a cramped compartment in the rear. Two of these jury-rigged night fighters served with ''Kommando Bonow'', an experimental test unit attached to Luftflotte Reich. Operations commenced in March 1945, but the unit found the aircraft unsuitable for night fighting and no kills were recorded.

Ar 234C

The Ar 234C was equipped with four lighter weight (at 625 kg/1,380 lb apiece) BMW 003A engines mounted in a pair of twin-engine nacelles based on those from the eighth prototype.Forsyth and Beale 2020, p. 89. The primary reason for this switch was to free up the Junkers Jumo 004s for use by the Me 262, but the change improved overall thrust to nearly 3.2 tonnes (7,040 lbf) with all four BMW jets at full takeoff power, especially useful for takeoff and climb-to-altitude performance. An improved cockpit design, with a slightly bulged outline for the upper contour integrating a swept-back fairing for the periscope, used a simplified window design with fewer glazed panels for ease of production. The four BMW jet engines gave about 20% greater airspeed than the B series airframes, and the faster climb to altitude meant more efficient flight and increased range.

During October 1944, the prototype Ar 234 V19 performed its maiden flight.Bauduin 2014, pp. 50-51. Although an operational test squadron was being prepared, only 14 C-series airframes had been completed by the end of the war, of which fewer than half had engines. Some were found at the end of the war sitting in the open, complete but for 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 a pair of the higher thrust, but heavier Heinkel HeS 011 jet engines, while others were intended to feature swept or "crescent"-type wings.

Ar 234D

The D model was intended to be a two-seat aircraft based on the B-series fuselage, but with an enlarged cockpit using fewer glazing panels than the C version, powered by a pair of more powerful Heinkel HeS 011 turbojet engines. The HeS 011 powerplant never reached quantity production, with only 19 examples of the new powerplants ever created. No 234D was produced, only a few wooden engineering mockups.

Ar 234P

The P model was intended to be a two-seat night fighter version with a variant of the D-series cockpit, differing in powerplant options and several options of radar. Several were in the planning stage, but none made it into production.

Operational history

By 1944, the Luftwaffe's bombing capability had been severely degraded on account of attrition from the extended combat across multiple fronts that it was being tasked with.Forsyth and Beale 2020, p. 9. Accordingly, despite the performance potential represented by the pending arrival of production Ar 234s that year, there was a shortage of experienced bomber pilots to crew them. The first unit-level type conversion directives were issued to III/KG 76 in May 1944; personnel had to be disengaged from flying legacy types such the Junkers Ju 88 on the front lines and brought to central Germany for familiarisation with the aircraft and its unfamiliar form of propulsion.Forsyth and Beale 2020, pp. 9-12. This process was greatly assisted by the use of twin-seat Messerschmitt Me 262s.Forsyth and Beale 2020, p. 43.

Various challenges were encountered in trying to bring the Ar 234 up to operational status; these allegedly included the poor quality of worksmanship present on some aircraft, and an increasingly severe shortage of certain resources, such as aviation-grade fuel.Forsyth and Beale 2020, pp. 18-19. The reliability of the Jumo 004 engines would actually worsen over time, a trend that the aviation historian Philippe Bauduin attributed to the use of ill-suited fuel.Bauduin 2014, p. 53. Issues with the engines included constant flameouts and the necessity of their overhaul or total replacement after roughly ten hours of operation; as ground crews became more skilled, the time taken to swap engines was greatly reduced.Forsyth and Beale 2020, p. 45. Furthermore, it had been observed that the aircraft's lengthy takeoff runs were responsible for several accidents; attempts at resolution included improvements to pilot training to the use of twin jettisonable liquid fuel ''Starthilfe'' rocket assisted takeoff units, one under each outer wing.Forsyth and Beale 2020, p. 25. Accidents would often be fatal due to the lack of an ejector seat, the pilot instead being left to exit the aircraft in an emergency via a glass hatch in the floor of the cockpit that proved to be highly impractical.

During August 1944, several of the Ar 234 prototypes - including a few of the surviving six Ar 234A-series prototypes - were dispatched on active aerial reconnaissance missions. The seventh prototype would perform the first reconnaissance mission over the United Kingdom by a Luftwaffe jet.Dorr 2013, pp. 113-114. Amongst other purposes, these reconnaissance flights were used to assess the potential for an Allied naval invasion of the Netherlands.Bauduin 2014, p. 51. Allied fighter aircraft, even when they were able to make visual contact with them, proved unable to intervene against them, being incapable of matching their speed.Forsyth and Beale 2020, p. 77. The aircraft were relatively difficult to encounter, possessing a relatively high cruising speed of roughly while flying at an altitude in excess of .

During the autumn of 1944, the first Ar 234Bs begun to enter service. Early missions included attacks in the Low Countries, striking at the docks at Antwerp and a railway station in Brussels.Forsyth and Beale 2020, pp. 52-54. The type was used directly against Allied units during the Battle of the Bulge; in January 1945, numerous Ar 234s were dispatched to attack artillery positions to the north of Bastogne.Forsyth and Beale 2020, p. 54.LePage 2009, p. 188. One month later, the Allies were able to capture a crashed Ar 234 after it had been forced by a Republic P-47 Thunderbolt to crash-land. The type was also saw action in Northern Italy.Forsyth and Beale 2020, p. 70.

Perhaps 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 bombs. Due to these attacks being made from a low altitude, serious losses were encountered from ground-based anti-aircraft guns, while the majority of bombs delivered by the type missed the bridge anyhow.Bauduin 2014, p. 57.Dorr 2013, p. 210.

By 10 April 1945, a total of 38 operational Ar 234s were reportedly on strength with the Luftwaffe, comprising 24 reconnaissance aircraft, 12 bombers, and two night-fighters.Bauduin 2014, p. 57. However, a large number simply sat on German airfields awaiting fuel that never arrived or qualified personnel to operate them.

The Ar 234 continued fly combat missions in an increasing ad hoc fashion up until the surrender of Germany on 8 May 1945. Several were recorded as having been lost in combat, either shot down in air combat, destroyed by flak, or "bounced" by Allied fighters during takeoff or on the landing approach. Numerous examples were captured by the Allies.Dorr 2013, p. 249.

Variants

''Data from:'' Aircraft of the Third Reich Vol.1Green 2010, pp. 64–84.
;Arado E 370:Draft proposal submitted to the ''Reichsluftfahrtministerium'' (RLM) for a fast jet reconnaissance bomber.

;Ar 234 V1 to V5: Initial prototypes of the Ar 234A with skid landing gear, take-off tricycle gear trolley with trio of retractable landing skids, and two Jumo 004 engines.

;Ar 234 V6 & V8:Prototypes for four-engined designs for the Ar 234, meant to use the alternative choice of the lower-thrust BMW 003 turbojet engines while retaining the A model skid/trolley undercarriage. The V6 was fitted with the quartet of BMW 003s in individual nacelles, unlike the V8 prototype which had the BMW jet engines in a pair of "twinned" nacelles, and essentially "prototyped" what would become the four-engined Ar 234C's engine installation.

;Ar 234 V7:Development aircraft for the Ar 234B production aircraft, retaining the A-series' intended skid undercarriage, and saw active service.

;Ar 234 V9 to V11:Representative prototypes of the Ar 234B production aircraft, with the V9 being the first airframe with retractable tricycle undercarriage.

;Ar 234 V13 & V20
:A pair of B-series prototypes fitted with four BMW 109-003 engines for the C-series aircraft, using the V8 prototype's "twinned" nacelle design, but without the V8 retractable wing-skids.

;Ar 234 V15: A single B-series airframe fitted with 2 x BMW 003 engines for engine development testing, and rumored to have been considered for new wing planform tests.

;Ar 234 V21 to V30:C-series development aircraft. V26 and V30 had experimental thick section wooden and thin section metal laminar flow wings.

;Ar 234 V16:Intended to be fitted with an experimental crescent wing with sweep back lessening towards the tips, evolved by Rüdiger Kosin and Walther Lehmann. The wing was constructed but was destroyed before it could be fitted.

;Ar 234 A:The first proposed production reconnaissance bomber fitted with skid undercarriage and take-off tricycle gear trolley, built only as the series of eight trolley-and-skid undercarriage V1 through V8 prototypes.

;Ar 234 B-0: 20 pre-production aircraft.

;Ar 234 B-1: Reconnaissance version, equipped with two Rb 50/30 or Rb 75/30 cameras. All reconnaissance variants were converted from B-2 aircraft with ''Rüstsatz'' b.

;Ar 234 B-1 Berlin N: Two-engined aircraft, this was a wind tunnel test aircraft based on Ar 234 B-1 with FuG 244 Berlin N radar installed on top. The purpose of this plane was to be an early warning jet and also a fighter control jet.Herwig 2003,

;Ar 234 B-2
: Bomber version, with a maximum bombload of 1,500 kg (3,307 lb).

;Ar 234 B-2/N: Night fighter version, two aircraft converted from B-2.

;Ar 234 C-1: Four-engined aircraft – all C-series Ar 234s powered with a quartet of BMW 003 jet engines – as installed on the Ar 234 V8 prototype, otherwise similar to the Ar 234 B-1.

;Ar 234 C-2: Four-engined aircraft similar to the Ar 234 B-2.

;Ar 234 C-3: Multi-purpose version, armed with two 20 mm MG 151/20 cannons beneath the nose.

;Ar 234 C-3/N: Proposed two-seat night fighter version, armed with two forward-firing 20 mm MG 151/20 and two 30 mm (1.18 in) MK 108 cannons, fitted with a mid-VHF band FuG 218 '' Neptun V'' radar.

;Ar 234 C-4: Armed reconnaissance version, fitted with two cameras, armed with four 20 mm MG 151/20 cannon.

;Ar 234 C-5: Proposed version with side-by-side seating for the crew. The 31st prototype was converted into this variant.Fleischer & Rys

;Ar 234 C-5 Berlin N: Proposed C-5 with a FuG 244 Berlin-N rotating radar dish on top of the plane, for early warning and fighter control role

;Ar 234 C-6: Proposed two-seat reconnaissance aircraft. The 32nd prototype was converted into this variant.

;Ar 234 C-7: Night fighter version, with side-by-side seating for the crew, fitted with an enhanced FuG 245 Bremen O cavity magnetron-based centimetric (30 GHz) radar.

;Ar 234 C-8: Proposed single-seat bomber version, powered by two 1,080 kg (2,380 lb) Jumo 004D turbojet engines.

;Ar 234 D-1: Proposed reconnaissance version. Not built.

;Ar 234 D-2: Proposed bomber version. Not built.

;Ar 234 P-1 : Two-seater with four BMW 003A-1 engines; one 20 mm MG 151/20 and one 30 mm (1.18 in) MK 108.

;Ar 234 P-2 : Also a two-seater, with redesigned cockpit protected by a 13 mm (0.51 in) armour plate.

;Ar 234 P-3: HeS 011A powered P-2, but with two cannon.

;Ar 234P-4: as P-3 but with Jumo 004D engines.

;Ar 234P-5: Three-seat version with HeS 011A engines, one 20 mm MG 151/20 and four 30 mm (1.18 in) MK 108 cannon.

;Ar 234 R: Rocket-powered short range high-altitude reconnaissance versionVan Pelt 2012, p. 100. It had a rocket engine in its tail, while the turbojets had been discarded. It would be towed by a He 177 to 8 km altitude after which it would propel itself to 17 km altitude over the target after which it would glide back unpowered. Project only.

Operators

;
* Luftwaffe
** 1./''Versuchsverband'' OKL, headquarters unit
** ''Sonderkommando Götz'' (named for pilot Horst Götz), two prototype aircraft, was then increased in size and became;
** ''Sonderkommando Sperling'', carried reconnaissance on Western front and UK and helped to train crews of;
** 1./''Fernaufklärungsgruppe'' (FAGr) 123 (long distance reconnaissance unit)
** ''Sonderkommando Hecht'', carried out reconnaissance of southern portion of Western Front and also intended to train crews of;
** 1./FAGr 100 (reconnaissance unit)
** ''Sonderkommando Sommer'', carried out reconnaissance in Italy and also intended to train crews of;
** 1./FAGr 33 (reconnaissance unit)
** ''Sonderkommando Bonow'', (night fighter unit)
** ''Kampfgeschwader 76'' (bomber unit)

Surviving aircraft

Only one Ar 234 survives today, a B-2 bomber variant with manufacturer's serial number 140312. It was one of nine Ar 234s surrendered to British forces at Sola Airfield near Stavanger, Norway. The aircraft had been operating with ''8. Staffel'' III./''Kampfgeschwader 76'' (later reorganised as ''Einsatzstaffel'') during the final weeks of the war, having operated previously with the 8th squadron, carrying the full-four-character ''Geschwaderkennung'' military code "F1+GS" on the fuselage sides, with the wing code "F1" painted in a much reduced size for sanctioned, late-war "low-visibility" requirements.

Teams of the USAAF's Operation Lusty were collecting examples of Luftwaffe technology for study. This aircraft and three others were traded to Operation Lusty by Eric "Winkle" Brown (test pilot and commanding officer of the Enemy Aircraft Flight at the Royal Aircraft Establishment) in exchange for an interview with Hermann Göring who was then being held by the Americans.Brown 2006, p. 115.

The aircraft was flown from Sola to Cherbourg in France on 24 June 1945 where it joined 34 other German aircraft to be shipped to the U.S. aboard the British aircraft carrier . ''Reaper'' departed from Cherbourg on 20 July and arrived at Newark, New Jersey, Indiana for testing and evaluation. 140312 was assigned the foreign equipment number FE-1010. The fate of the second Ar 234 flown to Freeman Field remains a mystery. One of the remaining two was reassembled by the United States Navy at Naval Air Station Patuxent River, Maryland, for testing, but was found to be in unflyable condition and scrapped.

After receiving new engines, radio and oxygen equipment, 140312 was transferred to Wright Field near Dayton, Ohio and delivered to the Accelerated Service Test Maintenance Squadron of the Flight Test Division in July 1946. Flight testing was completed on 16 October 1946 though the aircraft remained at Wright Field until 1947. It was then transferred to Orchard Place Airport in Park Ridge, Illinois, and remained there until 1 May 1949 when it and several other aircraft stored at the airport were transferred to the Smithsonian Institution. During the early 1950s, the Ar 234 was moved to the Smithsonian's Paul Garber Restoration Facility at Suitland, Maryland for storage and eventual restoration.Boyne 1982, p. 184.

The Smithsonian began restoring 140312 in 1984 and finished in February 1989. All paint had been stripped from the aircraft before the Smithsonian received it, so the aircraft was painted with the markings of an aircraft of 8./KG 76, the first operational unit to fly the "Blitz". The restored aircraft was first displayed at the Smithsonian's main museum building in 1993 as part of a display titled "Wonder Weapon? The Arado Ar 234". In 2005 it became one of the first aircraft moved to the new Steven F. Udvar-Hazy Center near Dulles International Airport. Today, 140312 is displayed next to the last surviving Dornier Do 335, one of the other aircraft that accompanied it on its voyage across the Atlantic Ocean aboard the ''Reaper''.

This aircraft is displayed with a pair of ''Starthilfe'' RATO units mounted under its wings. These may be the only surviving examples to be mounted on an aircraft design that actually used them during the conflict.

Specifications (Ar 234B-2)

See also

References

Notes

Citations

Bibliography

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External links

Air Vectors - Arado Ar 234

Sole surviving example of the Ar 234-Smithsonian National Air and Space Museum

Video of Walter ''Starthilfe'' RATO units in use on Ar 234s, both trolley and landing gear versions

Captured original German film featuring Ar 234 V9 prototype (first with retractable gear) and closeups of a trolley/skid Ar 234A prototype

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Ar 234
1940s German bomber aircraft
World War II bombers of Germany
World War II jet aircraft of Germany
Quadjets
German inventions of the Nazi period
High-wing aircraft
Aircraft first flown in 1943