Dornier Do 17
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| Dornier Do 17 | |
|---|---|
 Dornier Do 17Z of the Luftwaffe |
|
| Type | Bomber |
| Manufacturer | Dornier Flugzeugwerke |
| Maiden flight | 23 November 1934[1] |
| Introduced | 1937 |
| Retired | 1945, Luftwaffe 13 September, 1947, Finland[2] |
| Primary users | WWII Luftwaffe Finnish Air Force |
| Number built | 1,994 |
| Variants | Dornier Do 215 |
The Dornier Do 17, sometimes referred to as the Fliegender Bleistift ("flying pencil"), was a light bomber produced by Dornier. It was designed as a Schnellbomber, a light bomber so fast that it could simply outrun defending fighters. It was used in the first three years of World War II with some success by the Luftwaffe, before being sent to secondary roles and other nations when its performance was no longer up to front line service. 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.
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[edit] Design and development
In 1932 the Ordnance Department (Heereswaffenamt) issued a specification for the construction of a "freight aircraft for German State Railways", and a "high speed mail plane for Lufthansa".[1] The factory at Friedrichshafen began work on the design on 1 August 1932.[1]
When the Nazis had taken power in 1933, Hermann Göring became National Commissar for aviation with former Lufthansa employee Erhard Milch as his deputy, soon forming the Reichsluftfahrtministerium (RLM - Air Ministry). The RLM designated the new aircraft Do 17, and on 17 March 1933, just three months after taking office, Milch gave the go-ahead for the building of prototypes. At the end of 1933, the RLM issued an order for a "high speed aircraft with double tail," and for a "freight aircraft with special equipment," in other words, a bomber. The original design (the Do 17V-1) configuration in 1932 had sported a single Vertical stabilizer, and Dornier continued developing that model.
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. Production of these prototypes began on 20 May 1934 and, on 23 November 1934 the Do 17 V-1 powered by two BMW VI7.3 motors took off on its first flight. The V-2, also with a single vertical stabilizer flew on 18 May 1935 while the single tailed V-3 flew in September. During the tests the single vertical stabilizer proved to be only marginally stable. It is claimed, unlike the Heinkel He 111 series, whose military use was planned from the start, that the Do 17V-1 was contracted solely as a fast six-passenger mail plane to compete with the smaller Heinkel He 70 monoplane[3] According to this version of the story, it was rejected by Lufthansa as the cramped cabin space was too uncomfortable for passenger use and the operating costs also were too high for a mail plane.[4] The three prototypes remained unused in the Dornier factory in Lowental for almost six months, until Flight Captain Untucht of Lufthansa came across them. After receiving permission to fly one of the machines he proceeded to put it through an almost stunt flying routine. 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!" Untuchts comments prompted Dornier to redesign the tail unit.[5] The tests of the "twin-tailed" prototypes Do 17V-4, V-6 and V-7 were positive and more prototypes like the V-8 emerged as the forerunner of long-distance reconnaissance version, while the V-9 was tested as a high speed airliner.[6]
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.[6] The modifications proved worthwhile. At the 1937 international airshow in Switzerland, the Dornier Do 17 MV 1 proved a leader in its class, and was faster than the fastest foreign fighter, the French Dewoitine D.510.[5] The Do 17, along with the Messerschmitt Bf 109, won many prizes, demonstrating the prowess of German aviation designs.[6]
[edit] Operational history
[edit] Bomber
The Do 17's baptism of fire came during the Spanish Civil War (1936-39), where it outpaced most enemy fighters and performed well. The Spanish nicknamed the Dornier the Bacalaos, (Codfish). In early 1937, mass production began on the Do 17E and Do 17F series. The Do 17F-1 was to replace the Heinkel He 70 as a high-flying fast reconnaissance aircraft, while the Do 17E-1 was to supplant the Condor Legion's aging Heinkel He 111B bomber.[7] However, more modern Soviet-supplied Republican aircraft were capable of intercepting the E and F variants, which prompted an upgrade of the Dornier's defensive armament.
A series of new models introduced the new enlarged nose, greatly increasing defensive firepower, finally settling on the Z models, which were widely available by 1939. During the first phase of World War II, the Do 17, along with the He 111, formed the backbone of the Luftwaffe's Kampfgruppen (See Luftwaffe Organization). From 1939 to 1940, three of the Luftwaffe's bomber groups, KG 2, 3 and 76, operated the Dornier.[8] On 1 September 1939, 533 Dorniers and 705 Heinkels were combat ready.[9] Its reliability and robustness afforded it great popularity in the Luftwaffe.[10]
During the Polish campaign, the Do 17Z could use its 265 mph (427 km/h) maximum speed to stay away from most enemy fighters, and its light armament was effective. It also fought with success during the Battle of France and losses were relatively light, although when facing modern fighters like the Hawker Hurricane, the bomber proved slower and more vulnerable. When it faced British fighters during the Battle of Britain, it was shown that fast, well-armed monoplane fighters had changed the balance between bombers and fighter decidedly in favour of the latter. The Do 17 suffered in early raids.
Since the Fafnir was a low-altitude engine, the Luftwaffe responded by employing the Do 17 units in a number of terrain-following mass raids in an attempt to evade fighter opposition. The Dornier was maneuverable in comparison to the Heinkel and the more robust nature of radial engines made it ideal for low level attacks, with a number of units being fitted with 20mm cannon (see image). The Junkers Ju 88 was now entering service in larger numbers, replacing the Do 17 at higher altitudes.
This advantage became moot on 7 September 1940, when the Luftwaffe switched to the bombing of London (known as the Blitz), requiring all-out attacks at medium altitude. Losses mounted and on 15 September 1940, the three Dornier-equipped Kampfgruppen suffered heavily, losing twenty shot down and thirteen damaged.[11] The battle continued into October as the Luftwaffe concentrated on night attacks which were carried out by units mainly equipped with the Heinkel He 111 and Junkers Ju 88, as they had bigger bomb loads.
With the introduction of the Junkers Ju 88 and the new Dornier Do 217 entering production, the Do 17's days were numbered, and production ceased in mid 1940. Even with the end of production, the Dornier saw action in notable numbers after the Battle of Britain in the Balkan Campaign, Operation Barbarossa (the invasion of the Soviet Union), and with the other Axis air forces.
Initially, Yugoslavia had been pro-German, and looked set to join the Axis Powers, but a military coup had toppled the government and 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. These machines differed from the German Dorniers in that they were powered by French Gnome-Rhône Mistral Major engines.[12] In 1940, the Yugoslavs license built 50 of these variants, but most were destroyed in the campaign.[12] The Luftwaffe had committed Luftflotte 4 to the invasion. Included in its strength were KG 2 and KG 3, the only Kampfgruppes in a force of seven equipped with the Do 17.[13]
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 Do 17 played a minimal part. Only two reconnaissance Staffel, and three Kampfgruppen employed the Dornier.[14] The Dornier's most notable action on the Eastern front occurred on 23-24 June at Grodno. The commander of the Soviet Western Front, General Armii Dmitriy Pavlov attempted a counterattack against Hermann Hoths Panzergruppe 3. With air superiority and no air opposition, Dornier Do 17s of III./KG 2 destroyed columns of Soviet infantry. With help from other units, the Luftwaffe destroyed 105 Soviet tanks. The Soviet 6th and 11th Mechanised Corps and 6th Cavalry Corps were routed. For his unit's particular effectiveness, the commander of 9./KG 2, Hauptmann Walter Bradel, received the Knight's Cross.[15]
As 1941 wore on, the Dornier was phased 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 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.[2]
The Dornier was, and continues to be, overshadowed by the Luftwaffe's other bomber types, namely the He 111 and the Ju 88.
[edit] Night fighter
The Z-10 served for two years in the night fighter role, where it was 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 front line duty in Summer 1942. They were either used as spare parts or transferred to night fighter schools.
[edit] Royal Yugoslav Air Force
At the beginning of the April war, the Royal Yugoslav Air Force (RYAF) possessed some 60 Dornier Do 17Ks. The only air force unit that was armed with this type was 3 vazduhoplovni puk (3rd Bomber Regiment), composed 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 the RYAF on 10 April and one 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.[16] Between 14 and 15 April, seven remaining Do 17Ks 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.[16] After completing their task, five Do 17K were destroyed when Italian aircraft 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.[16]
[edit] Finnish Air Force
In November 1941, German Air Marshal Hermann Göring decided to give 15 Dornier Do 17Z aircraft to the Finnish Air Force. No. 46 Squadron operated the Dorniers. The Finns used their Do 17 aircraft mainly for night bombing and against "soft" targets at the front, since the aircraft were considered obsolete – the speed and climbing abilities of the Do 17 were deemed inadequate by 1942 standards.
Only four aircraft remained in airworthy condition after the war. The Finns were obliged to scrap them in accordance with the peace treaty ending the conflict. The last one was scrapped in 1947.
[edit] 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. Three variants were built in Yugoslavia. The first being the Do 17Kb-1 bomber aircraft and the second was the Do 17Ka-2 reconnaissance aircraft. The final variant was the Do 17Ka-3 reconnaissance aircraft.
- 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.
[edit] Operators
- Bulgarian Air Force received eleven ex-Yugoslav aircraft in 1941. They remained in service until at least 1945.[17]
- Finnish Air Force
- 46 Squadron received 15 aircraft in January 1942.[19][20]
- Royal Romanian Air Force received ten worn Do 17Ms in November 1942.[21]
- Royal Hungarian Air Force received one ex-Yugoslavian Do 17Ka-3.[22]
- Spanish Air Force received ex-Legion Condor Do 17E, F, and Ps and 13 remained in service after the end of the Spanish Civil War.[23][24]
- Swiss Air Force operated a single Do 17Z-2, interned after landing at Baseo Airport in April 1940.[25]
- Turkish Air Force received two aircraft in 1942[citation needed].
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- Royal Yugoslav Air Force
- 209 Eskadrila JKRV
- Royal Air Force pressed to service[26][16] two Yugoslav built Do 17K's which escaped Yugoslavia with King Peter and gold,[27]
[edit] Survivors
Up until recently none of the Dornier twin-engined bomber variants were thought to have survived. In September 2007 a Do 215 B-5 (variant of Do 17Z) was found largely intact in the shallow waters off Waddenzee, The Netherlands.[28].
[edit] Specifications (Do 17 Z-2)
Data from [29]
General characteristics
- Crew: 4 (pilot, bomb aimer/gunner, two gunners)
- Length: 15.80 m (51 ft 9⅝ in.)
- Wingspan: 18 m (59 ft 0⅝ in.)
- Height: 4.56 m (14 ft 11½ in.)
- Wing area: 55 m² (590 ft²)
- Empty weight: 5,209 kg (11,480 lb)
- Loaded weight: 8,578 kg (18,872 lb)
- Max takeoff weight: 8,850 kg (19,500 lb)
- Powerplant: 2× BMW Bramo 323P Fafnir 9-cylinder radial engines, 750 kW (1,000 hp) each
Performance
- Maximum speed: 427 km/h (265 mph, 231 knots)
- Range: 1,160 km (721 mi, 626 nm,) at half combat load
- Service ceiling: 7,000 m (22,965 ft)
- Wing loading: 156 kg/m² (32.0 lb/ft²)
- Power/mass: 0.17 kW/kg (0.11 hp/lb)
Armament
- Guns: 6× 7.92 mm (0.312 in) MG 15; lower nose gun occasionally replaced with 20 mm (0.787 in) MG FF or MG 151 cannon
- Bombs: 2,200 lb (1,000 kg)
[edit] See also
Related development
Comparable aircraft
Related lists
[edit] References
[edit] Notes
- ^ a b c Dressel and Griehl 1994, p. 25.
- ^ a b Goss 2005, p. 16.
- ^ Nowarra 1990, p. 4-5.
- ^ Nowarra 1990, p. 4.
- ^ a b Nowarra 1990, p. 5.
- ^ a b c Dressel and Griehl 1994, p. 26.
- ^ Goss 2005, p. 9.
- ^ Goss 2005, p. 41, 49, 61.
- ^ Nowarra 1990, p. 36.
- ^ Nowarra 1990, p. 28.
- ^ Goss 2005, p. 60.
- ^ a b Nowarra 1990, p. 16.
- ^ Goss 2005, p. 89.
- ^ Goss 2005, p. 90.
- ^ Bergström 2007 (Barbarossa title), p. 23
- ^ a b c d Goss 2005, p. 10.
- ^ Green and Swanborough 1989, p.67
- ^ Gross 2005, p. 91-92
- ^ Gross 2005, p. 100
- ^ Green 1967, p.158
- ^ Gross 2005, p. 16
- ^ RHAF serials (1938-1945) History of the Hungarian Airforce. Retrieved 15 January 2008
- ^ Gross 2005, p. 97
- ^ Green 1967, p. 145
- ^ Nowarra 1990, p. 35.
- ^ March 1998, p. 249.
- ^ RJ "Mick" Dudman
- ^ Flypast, No. 315, October 2007, p. 62-63.
- ^ Munson 1983, p. 225.
[edit] Bibliography
- Bergström, Christer (2007). Barbarossa - The Air Battle: July-December 1941. London: Chervron/Ian Allen. ISBN 978-1-85780-270-2.
- Dressel, Joachim and Griehl, Manfred. Bombers of the Luftwaffe. London: DAG Publications, 1994. ISBN 1-85409-140-9.
- Goss, Chris. Dornier 17: In Focus. Surrey, UK: Red Kite Books, 2005. ISBN 0-9546201-4-3.
- Green, Willam. Warplanes of the Second World War, Volume Eight, Bombers and Reconnaissance Aircraft. London: MacDonald. 1967.
- Green, William and Swanborough, Gordon. "Balkan Interlude - The Bulgarian Air Force in WWII". Air Enthusiast. Issue 39, May-August 1989. Bromley, Kent: Tri-Service Press. Pages 58-74. ISSN 0143-5450.
- Hooton, E.R (2007). Luftwaffe at War; Blitzkrieg in the West: Volume 2. London: Chervron/Ian Allen. ISBN 978-1-85780-272-6.
- March, Daniel J. British Warplanes of World War II. London: Aerospace Publishing. 1998. ISBN 1-874023-92-1.
- Munson, Kenneth. Fighters and Bombers of World War II. London: Peerage Books. 1983. ISBN 0-9-0740-837-0
- Nowarra, Heinz J.The Flying Pencil. Atglen, Pennsylvania: Schiffer Publishing, 1990. ISBN 0-88740-236-4.
[edit] External links
- Dornier 17 Research site
- Dornier Do 17 page -Aircraft of the Luftwaffe
- RAF officer's photos showing King Peter and 2 Do-17K's
- Website devoted to the Do-17K
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