(Dornier) Do 17 @·AIRCRAFTUBE

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Dornier Do 17

The Dornier 17, sometimes referred to as the Fliegender Bleistift ("flying pencil"), was a light bomber produced by Dornier. It was used in the first three years of World War II by the Luftwaffe, before being sent to secondary roles and other nations. A small run of an updated version known as the Do 215 was also produced for export, but ended up in Luftwaffe service. The successor of the Do 17 was the Dornier Do 217.

Design and development

One entirely new class of design was the Schnellbomber, a light bomber so fast that it would simply outrun defending fighters. In 1932 the Ordnance Department (Heereswaffenamt) issued development for the construction of a "freight aircraft for German State Railways", and a "high speed mail plane for Luft Hansa". Initially using the designation Do 17 the factory at Friedrichshafen began the design on 1 August 1932.

However, the once the Nazis had taken power, Herman Göring became National Commissar for aviation with former Luft Hansa employee Erhard Milch as his deputy. In March 1933 the Reichsluftfahrtministerium (RLM - Air Ministry) was established. The Air Ministry was in charge of development and production of aircraft, and soon afterwards the test site at Rechlin became its testing ground.

The Reichsluftfahrtministerium designated the new aircraft Do 17. On 17 March 1933, just three months after taking office, Erhard Milch gave the go-ahead for the building of prototypes. At the end of 1933, orders were made by for a 'high speed aircraft with double tail', and for a 'freight aircraft with special equipment', in other words, a bomber. The original design sported a single tail, but in tests it proved to be marginally stable and a new twin-tail version was introduced, which also had the side effect of improving the field of fire for the rear gunner.

In April 1934 the Dornier works at Manzell began project 'definition'. During this month the defensive armament was designed and the bomb release mechanism details ironed out. Military production began on 20 May 1934 and on the 23 November 1934 the Do 17 V-1, powered by two BMW VI7.3 motors took off on its first flight. The tests were positive and more prototypes like the V8 emerged as the forerunner of long-distance reconnaissance, and the V9 which was tested as a high speed airliner. Later the Do 17E-1, F-1 and F-2 prototypes appeared. The E-1 was initially powered by two Daimler Benz 600 engines, but were later equipped with Bramo 323 powerplants. The modifications proved worthwhile. At the 1937 international airshow in Switzerland, the Dornier Do 17 MV 1 proved a leader in its class. It was faster than Allied fighters. It along with the Bf 109, won many prizes demonstrating the prowess of German aviation designs.

It is claimed, unlike the Heinkel 111 series, whose military use was planned from the start, that the Do 17 was contracted solely as a fast passenger-mailplane to compete with the Heinkel 70 monoplane, as the Dornier had more internal space. After impressive performances it was surprisingly rejected by Luft Hansa as the cramped cockpit space was uncomfortable. Also, the operating costs also were too high for a mailplane.

The purpose for which the Dornier was first designed is uncertain, as many reliable sources disagree. But if the Heinkel 111 design was acknowledged as a 'wolf in sheeps clothing' and undoubtedly the Luftwaffe was preparing for war, it seems more likely that the Do 17 was a bomber from conception.

The three prototypes remained unused in the Dornier factory in Lowental for almost six months, until, quite by chance Flight Captain Untucht of Luft Hansa came across them. After receiving permission to fly one of the machines he proceded to put it through an almost stunt-flying circuit. After landing he said that "the machine is as nimble as a fighter, give it more lateral stability and we'll have a high speed bomber!".

Bomber

The Do 17s baptism of fire came during the Spanish Civil War (1936-39) in which it outpaced enemy fighters and performed well. The Spanish nicknamed the Dornier the Bacalaos, (Cod Fish).

It proved faster than most enemy fighters. In early 1937 mass production began on the Do 17E and Do 17F series. The Do 17F-1 was to replace the Heinkel 70 as a high-flying fast reconnaissance aircraft, while the Do 17E-1s were to replace the Condor Legions ageing Heinkel 111Bs. However more modern Soviet-supplied Republican aircraft were capable of intercepting the E and F variants, which prompted the Dornier to upgrade its defensive armament, and its powerplants to air-cooled radial engines, (as the DB 600 was now to be used in fighters).

During the first phase of the war, the Do 17, along with the He 111, formed the backbone of the Luftwaffe's Kampfgruppen (See Luftwaffe Organization). From 1939 - 1940 three of the Luftwaffe's bomber groups, KG 2, 3 and 76 operated the Dornier.

On 1 September 1939, 533 Dorniers and 705 Heinkels were combat ready. During the Polish campaign, the Do 17Z version could use its 265 mph (427 km/h) maximum speed to stay away from most enemy fighters, and its light armament was effective, but when it faced British fighters during the Battle of Britain, it was shown that the introduction of fast, well-armed monoplane fighters had changed the balance between bombers and fighter in favour of the latter. Since the Fafnir engine was a low-altitude engine, the Luftwaffe employed the Do 17 units for a number of terrain-following mass raids in an attempt to evade fighter opposition. Its reliability and robustness afforded it great popularity in the Luftwaffe.

The Dornier had performed well in the opening campaigns but the Battle of Britain was to be the last major battle for the '17 series. For the first time the Luftwaffe encountered well organised resistance, that consisted of modern fighter aircraft. The Dornier was manouverable in comparison to the Heinkel and was ideal for low level attacks. This advantage became moot on 7 September 1940 when the Luftwaffe switched to the bombing of London (known as the Blitz). Losses mounted but on the 15 September 1940 the three Dornier equipped Kampfgruppen suffered heavily, losing twenty shot down and thirteen damaged. The battle continued into October as the Luftwaffe concentrated on night attacks which were carried out by units mainly equipped with the Heinkel 111 and Junkers 88 as they had bigger bomb loads.

With the introduction of the Junkers 88, the Do 17's days were numbered, and production ended in 1940. Even with the end of production the Dornier was to see action in notable numbers after the Battle of Britain during the Balkan Campaign.

Initially Yugoslavia had been pro-German, and looked set to join the Axis Powers but a military coup had toppled the Government which declared itself neutral. Infuriated Adolf Hitler ordered the conquest of Yugoslavia. The Yugoslavs had ordered twenty Do 17 Ka-2 at the end of 1940. This machines differed from the German Dorniers as they were powered by French Gnome-Rhone 14 engines. In 1940 the Yugoslavs license built fifty of these variants but most were destroyed in the campaign. The Luftwaffe had committed Luftflotte 4 to the invasions. Included inits strength were KG 2 and KG 3 the only Kampfgruppes,in a force of seven, equipped with the Do 17.

After the successful conclusion of the Balkans campaign the Luftwaffe prepared for Operation Barbarossa, the invasion of the Soviet Union. By this time the Kampfgruppes had effectively converted to the Ju 88 and the part played by the Do 17 was minimal. Just two reconnaissance Staffel, and three Kampfgruppen 'employed' the Dornier. As 1941 wore on the Dornier was fazed-out. Surviving aircraft were used as test beds for new technologies while many others were handed off to allied nations over the next two years. It was also the template for the much larger and totally new, yet similar-looking, Dornier Do 217.

The last of the "Flying Pencils" served with the Luftwaffe until late 1944. However the Do 17 continued to see action in other former German-Allied Air Forces. Seven Do 17s serving with Finnish Air Force survived the end of hostilities and continued to serve until they were scrapped in 1947.

The Dornier was, and continues to be, overshadowed by the Luftwaffe's other bomber types, namely the He 111 and the Ju 88.

Nightfighter

The Z-10 served for two years in the night fighter role, where they were used in Josef Kammhuber's defensive system known as the Kammhuber Line. Each fighter was assigned a single "cell", with three strips of such cells running from Denmark to the middle of France. Within each cell a direction center on the ground tracked both the Kauz and a single target, guiding them until the target was visible in night glasses or the Spanner detector.

All surviving Z-10 were removed from frontline duty in Summer 1942, they were either used as spare parts or transferred to nightfighter schools.

Royal Yugoslav Air Force

At the beginning of the April war, Royal Yugoslav Air Force was armed with some 60 Dornier 17Ks. The only air force unit that was armed with this type was 3 vazduhoplovni puk (3rd bomber regiment) composed out of two bomber groups; 63rd bomber group stationed at the airport Petrovac near Skopje and 64th bomber group stationed at the airport Milesevo near Pristina. During hostilities, the aircraft factory in Kraljevo managed to produce three more aircraft of this type. Two were delivered to RYAF on 10 April and one was delivered on 12 April 1941. The Luftwaffe destroyed 26 of these Yugoslav Dorniers in the initial assault. Total Yugoslav losses stood at four destroyed in aerial combat and 45 destroyed on the ground. Between 14th and 15th of April, seven remaining Do 17K flew to Niksic airport and took part in the evacuation of King Petar II and members of the Yugoslav government to Greece. During this operation, Yugoslav gold reserves were also airlifted to Greece by seven Do 17s. After completing their task, five Do 17K were destroyed when Italian aircrft attacked the Greek Paramitia airport. Only two Do 17Ks escaped destruction and later joined the RAF in Egypt. During this time it is also recorded that two Dorniers escaped to the Soviet Union.

Variants

Do 17E and F

The prototypes were powered by Daimler-Benz DB 600 engines, but these were constantly in short supply. Production started instead with the BMW VI inline engine, creating the Do 17 E-1 bomber and Do 17 F-1 reconnaissance versions. The bombload of the E-1 was 500 kg, and it was armed with two defensive MG 15 machine guns, one in a position on the cabin roof and one a small hatch in the floor with a restricted field of fire.

Do 17K

After seeing the Do 17 MV at the Zürich air races in 1937, the Yugoslavian Air Force bought licence rights for production at Drzavna Fabrika Aviona. They equipped it with the considerably better Gnome-Rhône 14N radial engines and added a Hispano 20 mm cannon and three 7.92 mm Browning machine guns.

Do 17L and M

The Do 17 L-0 and Do 17 M-0 were developed in parallel as replacements for the earlier E and Fs, the L being the reconnaissance version. Both were designed around the more powerful DB 600A engines, delivering about 1,000 hp (750 kW). Two L and one M versions were built as prototypes, both with another MG 15 in the nose.

The feasibility of the Schnellbomber was demonstrated at the International Military Aircraft Competition at Zürich in 1937, where the Do 17M prototype finished ahead of all the fighters in the competition.

The supply of the DB 600 remained extremely limited as production was soon switched over to the fuel-injected DB 601, which was reserved for the Messerschmitt Bf 109 and Messerschmitt Bf 110. Production versions of the basic Do 17M model airframe were thus fitted with the new Bramo 323A-1 Fafnir of 900 hp (670 kW), which gave reasonable performance and raised the bombload to 1,000 kg. The resulting Do 17 M-1 was produced in small numbers and operated until the first year of the war, when they were withdrawn and sent to training units.

Do 17P

The L version would not be able to enter production with the DB 600, and the Bramo engine was rather thirsty and left the M models with too short a range for use in the reconnaissance role. BMW 132N radials of 865 hp (645 kW) were selected instead, which had lower fuel consumption for better range. This Do 17 P-1 was produced in some numbers, but why this version was not called the L-1 is a mystery. Another two prototypes with DB 600 engines were produced as the Do 17 R-0, but did not enter production.

Do 17S and U

When fast monoplane fighters began catching up with the speed of the Do 17, a completely new pod-like cockpit was designed for the aircraft to give the crew more room and better visibility. The roof was extended upward over the line of the fuselage, sloping down to meet it just in front of the wing. The dorsal gun was moved to the rear of the pod where it had a considerably better field of fire. Likewise, the floor was dropped under the fuselage and the ventral gun moved to the back of the pod, allowing it to fire directly to the rear. The changes in the roof and floor made the whole front of the aircraft much larger.

Three prototypes with the DB 600 inverted-V engines were constructed as the Do 17 S-0 reconnaissance version, but it did not go into production. An additional fifteen Do 17 U-1 pathfinder models were built, similar to the S but adding an additional crewman (taking the total to five) to operate the extra radio equipment. The U models were to fly in ahead of other bombers on night missions, using the radio equipment to locate the target and drop flares on it. They were personally requested by KG 100 as experimental models for this role.

Do 17Z

Wide-scale production finally settled on the definitive Do 17Z models. At first a batch of Z-0s were built with the Fafnir for testing, the DB 600 again proving to be too hard to come by. These were quickly replaced with the Z-1 model, which added another gun for the bombardier, but the additional weight of the nose and guns meant the bombload was reduced to 500 kg.

This was addressed in the major production model, the Do 17 Z-2. The Z-2 mounted the new 323P version of the Fafnir with 1,000 hp (750 kW), which was specifically tuned to the performance needs of the Do 17 by decreasing supercharger power at lower altitudes and thus improving low-level performance. The increase in takeoff power allowed the bombload to be increased back to 1,000 kg. On the downside the new engines were also quite "thirsty" at low altitudes, and the combat range with a 1,000 kg bombload was a very short 205 miles (330 km). The armament was further upgraded by adding an additional pair of guns firing out of the sides of the upper part of the pod, but as the three guns were all fired by a single gunner, only one of them could be fired at a time.

Modifications of the basic Z-2 model included the Z-3 and Z-6, the reconnaissance version, the Z-4 dual-control trainer, and the Z-5 which included floatation cells in the fuselage and engine nacelles in case it was forced down on water. Some 537 Z-2s were produced before the lines shut down in July 1940.

Do 17 Z-7/Z-10 Kauz I/II

After bomber production ended in 1940, the Z model was modified with a "solid" nose from the Ju 88C, fitted with one 20 mm MG FF cannon and three 7.92 mm MG 17s, to be used as night fighters. Three prototypes were converted from existing Z-series airframes to the Do 17 Z-7 Kauz I (screech-owl) configuration. Later the design was further modified to the Do 17 Z-10 Kauz II, the solid nose now containing an IR searchlight for the Spanner infrared detection system. The Z-10 was armed with four 7.92 mm MG 17 machine guns grouped above the IR light and two 20 mm MG FF in the lower nose. Only ten of these Kauz II designs were converted from existing Z-series airframes. The Spanner system proved to be essentially useless and many Z-10 were left without detection system. At least one Z-10, coded CD+PV, was used as a flying testbed to help developing the Lichtenstein radar system in late 1941/1942.

Do 215

The Do 215 was developed as an export version of the Do 17Z series, was used as bomber, reconnaissance and night fighter aircraft.

Operators

Bulgaria: 10 aircraft received in 1940. Croatia. Finland: 15 aircraft received in 1943. Germany. Romania: 10 aircraft received in 1942. Spanish State. Turkey: 2 aircraft received in 1942. Kingdom of Yugoslavia

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Source : Article Dornier Do 17 of Wikipedia ( authors )

Specifications (Do 17 Z-2)

  • Crew : 4 (pilot, bomb aimer/gunner, two gunners).
  • Length : 15.80 m (or 51 ft 10 in.).
  • Wingspan : 18 m (or 59 ft 1 in.).
  • Height : 4.55 m (or 14 ft 11 in.).
  • Wing area : 55 m² (or 590 ft²).
  • Empty weight : 5,209 kg (or 11,480 lb).
  • Max takeoff weight : 8,850 kg (19,500 lb).
  • Maximum speed : 427 km/h (230 kts, 265 mph).
  • Range : 1,160 km (or 626 nm, 720 mi) combat (half load).
  • Service ceiling : 8,200 m (27,000 ft).
  • Powerplant : Two BMW Bramo 323P Fafnir 9-cylinder radial engines.
  • Power : 750 kW (or 1,000 hp) each.
  • Armament : Six 7.92 mm (0.312 in) MG 15 guns; lower nose gun occasionally replaced with 20 mm (0.787 in) MG FF cannon.

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This text is available under the Creative Commons Attribution-ShareAlike License
Source : Article Dornier Do 17 of Wikipedia ( authors )
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