Dornier Do.17 - Bombers - Army Aviation - Catalog of articles - Weapons of War, Weapons of War. Dornier Do17 bomber in the skies of the Pyrenees

In the early 1930s. The German airline Lufthansa, which closely monitored all new developments in the field of civil aviation, issued an order for a high-speed aircraft capable of carrying mail and six passengers. Guided by these requirements, Dornier proposed a project Do-17, which combined a thin and very narrow fuselage with excellent aerodynamics and the most powerful production BMW-VI engines. At the same time, the aircraft initially had a high-mounted two-spar wing, which made its center section at the junction with the fuselage very wide. A three-legged chassis with a tail wheel was also provided: the main struts of which were retracted into the engine nacelles, and the tail wheel into a niche under the single-fin tail. The crew, consisting of three people, was located in a cabin that was strongly shifted forward.

The work lasted during the first half of 1934 and in the fall the first prototype was ready under the designation Do-17V-1. Before the end of the year, it was joined by prototypes Do-17V-2 and Do-17V-3, which were practically no different from their predecessor. Representatives of the Lufthansa airline noted that the Do-17 indeed met all the requirements, with the exception of internal spaciousness - there was very little room inside the fuselage for the payload and six passengers. All three aircraft were returned to Dornier and might have been scrapped if the German Ministry of Aviation had not shown interest in the Do-17, listening to the opinion of one of the pilots who flew this type of aircraft. A proposal was made to convert the “postman” into a high-speed bomber, and at the end of the summer of 1935, the Do-17V-4, distinguished by the absence of windows, a two-fin tail and an internal bomb bay, entered testing. In parallel with it, prototypes Do-17V-5 and Do-17V-6 were built, which entered testing in the fall of 1935.

These aircraft did not yet have the defensive weapons that appeared on the Do-17V-7 (a 7.92 mm MG-15 machine gun was added in a blister on the fuselage). This prototype also received a new hemispherical fuselage nose with a large glass area. The next “touches” on the way to a production aircraft were made on the Do-17V-8 prototype, and the Do-17V-9, which appeared in the spring of 1936 and also had a number of modifications, began to be considered the standard for the series. This machine was destined for a long life - it received the registration code D-AHAK, it was converted into a high-speed courier aircraft and was used in this capacity until 1944. The next prototype, Do-17V-10 (D-AKUZ), underwent intensive testing of power plants.

Do-17 aircraft were subsequently produced not only in the bomber version. The high speed qualities of this aircraft prompted the Ministry of Aviation to the idea of ​​​​creating reconnaissance and fighter variants on its basis, which at the initial stage of their appearance had some success.

Do-17E-1– the first serial modification in the bomber version, produced since December 1936. Defensive weapons consisted of one or two MG-15 machine guns. Normal bomb load is 500 kg, maximum bomb load is 750 kg. Aircraft of this type took part in the Spanish Civil War and the campaign against Poland. Several aircraft were left in service with the Spanish Air Force after the Franco victory.

Do-17F-1– high-speed reconnaissance aircraft, produced in parallel with the Do-17E-1. It was distinguished by the absence of a bomb sight and a bomb release mechanism, but instead received an additional fuel tank and two cameras in the fuselage. Used in the Spanish Civil War as part of the Kondor Legion.

Do-17P-1– development of the E-1 series bomber, but in a reconnaissance version. In addition to changing the power plant, the P-1/Trop modification with “tropical” equipment was launched in limited quantities. The aircraft took part in the Spanish Civil War, after which several P-1s were left to the Francoists. Used during the campaign against Poland and in the Battle of France (1939-1940).

Do-17M-1- reconnaissance and bomber version, the prototype for which was the Do-17V-8. It was distinguished by the installation of BW-132N engines with a take-off power of 865 hp. and a modified bomb bay designed to hold 1000 kg of bombs. Serially produced since the fall of 1937. Aircraft of the M-1/U1 modification were equipped with a compartment for an inflatable boat, and the M-1/Trop modification received dust filters and “tropical” equipment. In the reconnaissance version, the aircraft was equipped with Rb-50/30 or 75/30 cameras and a detachable bomb sight.

Do-17K– export modification for Yugoslavia, equipped with French Gnome-Rhone 14N engines. 20 aircraft were delivered, and a contract was signed for licensed production in three versions: Do-17Ka-2 and Ka-3 were photo reconnaissance aircraft (the second could be used as an attack aircraft), and Do-17Kb-1 was a “pure” bomber with cannon and machine gun armament . Until April 1941, 70 aircraft were built, most of which managed to take part in battles against Germany and its allies. Several surviving aircraft were subsequently transferred to the Croatian Air Force, and two Yugoslav aircraft were evacuated first to Crete and then to Egypt.

Do-17L- a version of a hunter aircraft with BMW-VI engines, which were later replaced by the DB-600G. Only two prototypes were built.

Do-17R– two prototypes for testing engines (RV-1) and bomb sights (RV-2).

Do-17S- During 1938, three prototypes of the S-0 variant were built, distinguished by a new bow with flat glazing panels. Not serially produced.

Do-17U– the second version of the hunter aircraft with a crew of five people. Three U-0s and twelve U-1s were built and distributed among the combat squadrons.

Do-17Z-1– a significantly modernized version of the bomber with Bramo-323A-1 engines and a forward fuselage tested on the S-0. In general, the design corresponded to the M-1 modification. Defensive armament was strengthened to four MG-15 machine guns.

Do-17Z-2– option with Bramo-323R engines equipped with a two-speed supercharger with a take-off power of 1000 hp.

Do-17Z-3– a variant of a reconnaissance bomber with an Rb-20/30 camera in the front bomb bay and the ability to accommodate up to 500 kg of bombs.

Do-17Z-4– Dual control variant used in Luftwaffe service units.

Do-17Z-5- an option for operations over the sea, equipped with inflatable bags to ensure unsinkability and additional equipment for the survival of the crew after a forced landing on the water.

Do-17Z-6 "Kauz"- an aircraft based on the Z-3 in a night fighter version, differing in the nose from the Ju-88C-2 with armament of three MG-17 machine guns and one MG-FF cannon. The crew has been reduced to three people. Construction was limited to only one prototype.

Do-17Z-10 "Kauz II"- a serial version of a night fighter based on the Z-6 with a new nose section, where an infrared radar was installed, as well as four MG-17 machine guns and two MG-FF cannons.

For a number of reasons, the bomber modifications E, F, M and P were withdrawn from service during 1939-1940. The Do-17Z bombers that replaced them also did not show the expected results, since they did not have armor protection and effective defensive weapons. However, during the Battle of France, the Battle of Britain and the Balkans campaign, these aircraft were used heavily, forming an impressive part of the Luftwaffe's bomber force. The last major campaign in which Do-17Z bombers and reconnaissance aircraft had to participate was the invasion of the Soviet Union, where they were equipped with two squadrons from the KG 2 squadron.

The Do-17Z-10 also did not perform well as night fighters, although in 1940-1941. They were credited with several victories over British bombers carrying out raids on the industrial centers of Germany. It was clear that the Do-17 had exhausted its usefulness as a modern combat aircraft, and since 1942, most of them began to be used for training flight personnel and towing DFS-230 gliders. Only in the winter of 1945 did several Do-17Zs take part in supplying the encircled German group near Budapest.

Do-17Z-2s were used somewhat longer by the Finnish Air Force. At the beginning of 1942, the Finns were presented with 15 “used” aircraft, which became part of the PLeLv 46 squadron. Foreign sources indicate that Finnish bombers operated successfully since April 1942, but by June 1944 only 9 aircraft remained in this squadron ( 5 serviceable) with a relatively small number of sorties. Combat bombers continued to be used until 1948.

Sources:

D. Donald "Luftwaffe combat aircraft." Astrel. 2002
S. Kuznetsov “Dornier Do 17 Bombers”. Exprint
A. Kharuk “Flying Pencil”. Dornier Do 17 aircraft" ("Aviation and Time" 2012-02)
J.Richard Smith “Dornier Do 17 & 215” (“Aircraft Profile” No.164, translated by S. Platov)
Drawings of Do-17P\Do-17Z bombers:
,
,

Tactical and technical data of the Do-17E-1 bomber and Do-17Z-2 heavy fighter

In the mid-1930s, rumors began to leak into the French and British aviation ministries about a very fast Schulterdecker-kampfflugzeug - a top-wing bomber, supposedly faster than existing fighters. The existence of such an aircraft was confirmed by the demonstration in Bückeberg in October 1935 of one of the experimental aircraft. But it was only in July 1937, when the Do 17V8, participating in an international military aircraft competition in Zurich, won the Circle of the Alps race, beating all fighters, that it became clear that such an aircraft had actually been created. The bomber had such a thin profile that it was immediately dubbed the “flying pencil.” His demonstration in Zurich had a significant international resonance.

But what was not known in Zurich was the fact of the generally accidental transformation of the Do 17 into a bomber. It was not yet known that the prototype aircraft demonstrated in Zurich was specially “polished” and had a much more powerful propulsion system than on the production models supplied to the Luftwaffe. The Zurich aircraft was a purely demonstration model with a maximum speed 90 km/h higher than the production bomber.

The Do 17 was created when in Germany the theory of air warfare assigned a secondary role to fighters, giving primacy to high-speed bombers capable of evading interception. Although this theory had yet to be proven, it was revived with the advent of the Do 17, which signaled the German inclination towards relatively small, powerful, high-wing load, but multi-role aircraft of this type. The Germans adhered to this concept throughout the war. The most remarkable feature of the history of the Do 17 was that, unlike the He 111, which was designed from the very beginning as a bomber, the Dornier aircraft was developed exclusively as a commercial aircraft!

For use in the European "express service", Lufthansa ordered a high-speed mail plane capable of carrying mail and six passengers. To meet these requirements, Dornier designed an aircraft using the latest advances in aerodynamics and the most powerful German engines - the BMW VI with a take-off power of 660 hp. With. The most characteristic feature of the project was the extremely elongated fuselage profile, topped by an equally long nose. The Do 17 had a “very” thin profile, but its center section was nevertheless very wide. The forward section of the fuselage transitioned from an oval shape to an inverted triangle twice as wide at the top in the central section of the fuselage. Then the fuselage again switched to an oval cross-section.

The fuselage was assembled from frames connected by stringer channels and was covered with light alloy sheets. The wing had a two-spar structure with partly metal and partly fabric covering. The spars were an asymmetrical profile made of thin duralumin. The main ribs were assembled from duralumin channels, and the additional ones had a tubular frame. Fabric covering was used between the spars on the lower surface of the wing. Slotted flaps ran from the ailerons to the fuselage. All the fuel was located between the center section spars near the fuselage. The main landing gear retracted back into the engine nacelles. The rear wheel was also retractable.

The first experimental Do 17 VI was completed and flew in the fall of 1934, and before the end of the year the Do 17 V2 and V3 joined the test program. All three aircraft were transferred to Lufthansa for testing in 1935. Although the aircraft was fully suitable for Lufthansa in terms of flight characteristics, the latter quickly concluded that the Do 17 was not suitable for practical use due to insufficient passenger and fat capacity. The narrow fuselage contained only two very cramped cabins. The first for two people was located immediately behind the double cockpit, and the second for four people was located behind the wing. Unfortunately, passengers had to perform amazing acrobatics to get into these tiny cubicles, and special “dexterity” was required to take their place. Lufthansa reasoned that such a “service” would immediately affect the company’s commercial reputation. As a result, three prototype aircraft were returned to Dornier. It is likely that this would have ended the career of the Do 17, if not for a chance visit to the Dornier plant in Leventhal by a former employee of the company, Flight Captain Unticht.

Unticht, who after leaving Dornier joined Lufthansa and served there as a pilot, and at the same time as a liaison officer between the airline and the Ministry of Aviation, decided to fly one of the experimental Do 17s. Good impressions of the handling and high flight characteristics of the aircraft allowed Unticht to propose, after installing an additional fin to ensure greater stability, to use the aircraft as a bomber * Although Dornier personnel were skeptical about this idea, the RLM Technical Department considered Unticht's proposal acceptable. After preliminary studies of the aircraft by an RLM pilot, the company received an offer to produce a fourth prototype aircraft with minimal modifications to the combat aircraft. Thus, at the end of the summer of 1935, the Do 17 V4 appeared, which differed from its predecessors externally only in the sealing of the windows and the installation of spaced tail surfaces to eliminate yaw. Internal changes included the installation of a bomb bay behind the first wing spar. Compared to transport versions, the Do 17 V4 had a shorter length - it was reduced from 17.7 m to 17.15 m. But the BMW VI engines were retained.

The next two experimental Do 17 V5 and V6 were built in parallel with V4. They began testing in the autumn of 1935. While the V6 was identical to the V4, the Do 17 V5 was equipped with two 12-cylinder water-cooled engines "HcnaHO-CiOH3a"-12Ybrs with a ground power of 775 hp and 860 hp. at an altitude of 4000 m. With these engines, the aircraft reached a speed of 389 km/h at a time when the Gunlet, which had just been adopted by the British Air Force, had a speed of 370 km/h. There were no defensive weapons on the Do 17, but the most “wise” a faction within the Luftwaffe believed that speed alone was sufficient to defend against fighters. The next experimental aircraft, the Do 17 V7, was already armed, but only with one 7.9 mm MG 15 machine gun on a mobile mount in a blister on the fuselage. The radio operator fired from it. The prototype also received a rounded, glazed nose. The Do 17 V8 remained at Dornier as a prototype, and the Do 17 V9, which appeared in the spring of 1936, was considered in all respects a prototype of the Do 17E-1 serial bomber,

The Do 17V9 (D-AHAK) differed from its predecessors in several respects. The fuselage, due to the nose section, was shortened by a meter - to 16.2 m. The nose glazed section was expanded and received optically flat glazing panels for the bombardier's cabin. The blister with the machine gun was aerodynamically improved. Vertical tail - increased. Full combat equipment was installed. Two years later, the Do 17 V9 was adapted as a high-speed communications aircraft and served in this form until 1944. The Do 17 VI0 (D-AKUZ) was used for engine testing and did not have a glazed nose or defensive weapons. It initially flew with BMW VI 7.3 engines instead of the BMW VI 6.0 engines of the first prototypes. Having a higher compression ratio, the BMW VI 7.3 developed a maximum power of 750 hp instead of 660 hp. its predecessor, but the rated power was only 500 hp.

Preparations for serial production of the Do 17 at the Dornier factories in Allmansweiler, Leventhal and Mandell began in 1936. The first production models were the Do 17E-1 bomber and the Do 17F-I long-range reconnaissance aircraft. Produced in parallel, these two models were practically similar. The latter only lacked a bomb sight and a bomb release mechanism. An additional fuel tank was installed in the fuselage, and a pair of cameras were installed in the bomb bay. Both variants were equipped with BMW VI 7.3 engines. Defensive armament consisted of one 7.9 mm MG 15 machine gun, although it was soon possible to install a second MG 15 in the floor for firing down through a hatch. The Do 17E-1 bomb bay could accommodate 500 kg of bombs on a horizontal suspension. A typical load was ten 50kg bombs, or four 100kg bombs, or two 250kg bombs. With a reduction in flight range, the load could be increased to 750 kg.

Soon after the Technical Department expressed interest in the Do 17 as a bomber, Dornier began to develop a more technologically advanced design for the aircraft, breaking it down into individual components, thereby making the work of subcontractors easier. In addition, quite significant repairs could be carried out in the field. As a result, it was decided to accept the Do 17 into a large series as the first serious program of the German aviation industry, which involved the use of broad cooperation, which became the model for all subsequent similar programs. As a result, before the end of 1936, the first production Do 17 rolled off the assembly line. Some initial difficulties with subcontractors did not affect the rapid increase in production rates, and from the beginning of 1937 a significant number of vehicles were already delivered to the Luftwaffe for military tests.

At the beginning of 1937, I/KG 153 in Merseburg and I/KG 155 in Giebelstadt began re-equipping with the Do 17E-1 bomber, and almost simultaneously the first long-range reconnaissance group Aufkl.GMF)/122 began to receive the Do 17F-1. The last part, which became Aufkl in October. Gr. (F)/22, was completely re-equipped by April 1937, receiving only 36 aircraft. During 1937, the 2nd and 3rd groups from KG 153 in Finsterwald and Altenburg, together with the 2nd and 3rd groups from KG 155, were re-equipped with Do 17E-1. The last squadron became KG in October 1937 158 (KG 155 was later formed by He 111). In the same month, in Leignitz, IV/KG 153 was rearmed with Do 17E-1, which became the core of KG 252. The group itself received the designation II/KG 252.1/KG 252 and was formed in Cottbus in November of the same year. The fourth squadron, KG 255, began to be formed on the basis of the Do 17E-1 before the end of 1937. By this time, it was decided to test the latest Luftwaffe aircraft in combat conditions in Spain.

The importance that the Luftwaffe headquarters attached to this combat experience can be seen from the fact that already in the spring of 1937, one of the Aufkl.Gr.(F)/122 squadrons was sent to Spain, equipped with 15 Do 17F-1s. In the Condor Legion the squadron received the designation l.A/88. The Do 17F-1s replaced the He 70F-2s handed over to the Spanish Phalangists. Dornier aircraft quickly demonstrated the ability to evade interception by Republic fighters, proving theories previously formulated by the High Command. The almost complete invulnerability demonstrated by the Do 17F-1 in the skies of Spain made such an impression on the Luftwaffe that it was decided to urgently re-equip all reconnaissance squadrons with this aircraft, and the He 70F was quickly withdrawn from service with combat units during 1937-38. Do 17F-1s from Aufkl.Gr.(F)/122 were located at Prenzlau airfield and were soon supplemented by five more long-range reconnaissance groups Aufkl.Gr.(F)/121 in Nyhausen, /123 in Grossen-hain, /124 in Kassel , /125 in Würzburg and /127 in Goslar.

Meanwhile, in Spain, the Do 17F-1 reconnaissance aircraft from 1.A/88 were supplemented by 20 Do 17E-1 bombers, complementing the He 1UB in 1. and 2.K/88. Like the Do 17F-1, the bombers operated with almost impunity, but with the increase in the number of modern Soviet fighters in the Republican aviation, the situation changed. By August 1938, the remaining Do 17E and F, along with a small number of Do 17P (10 vehicles were delivered to 1.A/88) were transferred to the Spanish Phalangists. From their base at La Cennia, Grupo 8-G-27 was formed with mixed Spanish and German personnel. In Spanish service the Do 17s were known as "Bacalaos" and when the civil war ended 8-G-27 had 13 Do 17Es and Do 17Ps at Logrono, which remained in service for several years.

Type: three-seat medium bomber (long-range reconnaissance aircraft).

Engines: two BMW VI 7.3 - J 2-cylinder, liquid cooled, take-off power 750 hp. With

Armament: one 7.9 mm MG 15 machine gun in the lower hatch and the same machine gun under the canopy on top; maximum bomb load - 750 kg.

Maximum speed: at the ground - 352 (355) km/h; t at an altitude of 4000 m - 308 (313) km/h

Cruising speed: at the ground 315 (315) km/h; at an altitude of 4000 m - 260 (265) km/h

Range: with maximum bomb load - 500 (675) km.

Maximum flight range: without load - 1500 (2050) km.

Ceiling: 5100 (6000) m.

Weight: empty - 4500 kg, takeoff - 7050 (7000) kg. Dimensions: wingspan -18 m; length - 16.2 m; height - 4.3 m; wing area - 55.1 m.

Even before the release of the first production Do 17, Dornier had already switched to further modernization of the basic design. The Do 17 V8, also known as the Do 17M VI, and which so successfully demonstrated its merits in July 1937 in Zurich, was designed for Dai-Mler-Benz DB 600A engines - 12-cylinder, liquid-cooled, with a take-off power of 1000 hp. s. and equipped with three-blade variable pitch propellers. The Do 17M VI (or V8) showed a maximum speed of 422 km/h. It was planned to begin supplying the Do 17M with DB 600A engines to the Luftwaffe, but fighters, and therefore Dornier, had priority in the supply of these engines. "was forced to consider the possibility of installing another engine. The choice fell on the Bramo-323A-1 Fafnir - 9-cylinder, radial, power at takeoff 900 hp and 1000 hp at an altitude of 3100 m. Transition from a liquid-cooled engine to an air-cooled engine was not a problem. The Do 17 was equally suitable for both types of engines, and thus at the end of 1937 the assembly lines switched to the Do 17M and R.

The Do 17M and P were a bomber and a reconnaissance aircraft, created in parallel, but since in the latter case it was impossible to provide the required flight range with the Bramo-323A-1 Fafnir engines, Dornier chose a different one for the Do 17P - a 9-cylinder engine air-cooled BMW 132N with a take-off power of 865 hp. With. and 665 l. With. at an altitude of 4500 m, but had better efficiency.

The series was preceded by two experimental aircraft with Bramo engines - Oo17MU2i V3 (V13n V14) and one aircraft with BMW 132N - Do 17P VI (Do 17 V15), and apart from some strengthening of the design associated with greater engine power and greater load, the new aircraft is nothing different from its predecessor. Changes were made to the defensive armament, which now consisted of at least three MG 15s - one machine gun was added, firing forward, usually stationary. The pilot fired from the latter using a ring sight. But it could also be used as a mobile vehicle by the navigator, although the firing angles were limited. Do 17M and P, which served in the Luftwaffe, after the first months of World War 2 received another pair of MG 15s, which were mounted by field repair units. The bomb bay on the Do 17M was extended forward, holding a maximum of 1000 kg of bombs. By the end of production, a compartment for an inflatable boat was equipped in front of the upper machine gun mount. The aircraft received the designation Do 17M-1/U1 in this version. The ability to install dust filters and equipment for operation in the desert turned the aircraft into a Do 17M-1/Tgor or P-1/Trop. The latter was distinguished by the installation of a pair of Rb 50/30 or 75/30 cameras in the bomb bay and the removal of the bomb sight.

In 1938, the Do 17M and P began to be replaced in combat units by the Do 17E and F. As mentioned above, the first 10 production Do 17P-1s were sent to Spain as part of the 1,A/88 Condor Legion. On September 19, 1938, the Luftwaffe had 479 Do 17 (E, F, M and P) out of 580 aircraft delivered by that time. Production of the improved Do 17Z model has already begun. Thus. The Do 17M was not in production for long, and in the combat units of the Luftwaffe it was outlived by the reconnaissance version - the Do 17P.

Type three-seat medium bomber (long-range reconnaissance aircraft)

Engines: two BMW Bramo-323A-1 Fafnir (BMW J32N) - 9-cylinder, air-cooled, take-off power 900 (865) hp. With. and 1000 (665) l s. at an altitude of 3100 (4500) M.

Armament: one 7.9 mm MG 15 machine gun forward on the right side of the windshield, one MG 15 in the hatch package and MG 15 under the top hood; up to 1000 kg of bombs.

Maximum speed: at the ground - 342 (347) km/h; at an altitude of 4000 m - 408 (393) km/h.

Cruising speed: at an altitude of 3250 (2800) m - 348 (330) km/h.

Range: with maximum load - 500 (730) km.

Flight range: without load - 1350 (2200) km.

Ceiling: 7000 (6200) m. Weight: takeoff - 8000 (7660) kg. Dimensions: wingspan - 18 m; length - 16.1 m; height - 4.5 m; wing area - 55.1 m.

In parallel with the serial Do 17M, an export version of the Do 17K was prepared for Yugoslavia. The Yugoslav delegation present in Zurich in the summer of 1937 was so impressed by the Do 17M VI that the Yugoslav government immediately turned to Dornier with a request to supply such a successful aircraft to the Yugoslav Royal Air Force. Official approval immediately led to an agreement for the supply of 20 aircraft and the purchase of a production license at the same time.

At that time, the production of Gnom-Roon-14Sh/2 engines was mastered in Rakovica near Belgrade. The engines were transferred to Dornier for installation on the Do 17K. The aircraft's first flight in Yugoslavia took place in October 1937. The export model differed from the Do 17 supplied to the Luftwaffe in the nose section - the elongated, somewhat angular nose section was left, like the Do 17M VI. The 20 aircraft delivered to Yugoslavia included three variants: the Do 17KL-1 - a pure bomber; Do 17Ka-2 and Ka-3, which differed in photographic equipment - the first was a pure reconnaissance aircraft, the second could be used as an attack aircraft.

With engines "Gnome-Roon"-14№/2 with a power of 980 hp. With. at an altitude of 4500 m, Do 17K showed a maximum speed of 355 km/h at the ground and 415 km/h at an altitude of 3500 m. The maximum flight range of the reconnaissance version was 2400 km. The Do 17KL-1 bomber could carry 1000 kg of bombs. Defensive armament consisted of a 20-mm Hispano-Suiza-404 cannon and one 7.92-mm machine gun "BpayHHHr"-FN (except for the Ka-3) in the nose of the fuselage, a movable machine gun on the right side of the canopy, two 7.92- mm "Browning"-FN in hatch and top installations.

Production of the Do 17K began at the Dřavna Avion Factory in Krālivo in 1939. Deliveries to the Yugoslav Royal Air Force began in 1940. When Germany invaded Yugoslavia on April 6, 1941, there were 70 Do 17Ks in service, forming the 3rd Air Wing. whose bases became the main target of the Luftwaffe from the very beginning of the campaign. After the first Luftwaffe strike, 26 Do 17Ks were destroyed, but the remaining ones bombed Sofia and other targets in Bulgaria, stormed German tanks and military columns. Only a few Do 17K survived, and on April 19, two Do 17K flew to Heliopolis with a cargo of gold (numbers AX706 and 707, later lost in Egypt). The remaining aircraft captured by the Germans were restored and at the beginning of 1942 were transferred to the Croatian Air Force. Together with a small number of Do 17E-1s transferred from the Luftwaffe, Do 17Ks became part of the Croatian regiments - I and IV at the bases in Agram and Banja Luka. They were mainly used against partisans.

Simultaneously with the Do 17M, the Do 17L, a “hunter” with a crew of four, was created for the same “Bra-mo-Fafnir”. Two prototypes, VII and VI2, also known as Do 17L VI and V2, were completed, but they did not make it into series. Two more experimental Do 17R VI and V2 were actually flying testbeds. They initially flew with BMW VI engines, and were later re-equipped with 950 hp Daimler-Benz DB 600G. The Do 17R VI (D-AEEE) was used to test bomb launchers, and like the Do 17R V2 (D-ATJU) it was used to test engines. The latter had DB 601A with a power of 1100 hp. With.

During the first months of 1939, bomber groups began to re-equip themselves with a significantly improved version - the Do 17Z. This model entered service simultaneously with a major reorganization of combat squadrons. Three of the four Do 17 squadrons were reduced in composition from three to two groups. The fourth squadron was re-equipped with the He 111. However, at the same time another squadron was formed with the Do 17, with the transfer of three groups from existing units. After which II and III/KG-153 became II and HI/KG-3, I and III/KG-158 became I and III/KG-76, 1 and II/KG-252 became I and II/KG-2, and I and III/KG-255 were re-equipped with He 111 and steel I and III/KG-51. Groups I/KG-I53, H/KG-158 and II/KG-255 became Groups I, II and III of the newly created KG-77. Thus, in the units of the first stage of the Luftwaffe there were nine groups with Do 17 of different modifications.

During the Spanish Civil War, it became apparent that better rear-bottom protection was required - the hatch-mounted MG 15 had too limited firing angles to provide effective defense. As a result, Dornier designers at the beginning of 1938 created a completely new nose section that fully met the requirements of combat use, and not aerodynamic purity. Crew accommodation on the Do 17 was always "close" to ensure maximum mutual support. The bombardier was located in the bow, glazed with flat panels - “facets”. The lower part of the cockpit was lowered and extended back to the wing, ending with the installation of an MG 15 machine gun for rear-down firing.

The new forward fuselage section was first used on the Do 17S-0, which was equipped with two DB 600Gs and had a crew of four. The first of three Do 17S-0 - D-AFFY flew in early 1938. The aircraft was delivered to the Luftwaffe for testing, but no series were ordered. At the same time, the Do 17U was created - a “hunter” with five crew members, including two radio operators. The engines were DB 600A. Three Do 17U-0s were followed by 12 more Do 17U-1s. They were distributed among the squadrons to receive feedback on further modernization of the aircraft. This was followed by the Do 17Z, which replaced the Do 17U on the assembly lines. Two Do 17U were delivered to the air communications unit Ln.Abt.100, which became part of the 100th group in November 1939. Two Do 17Us were part of the headquarters squadron.

The Do 17Z differed little from the Do 17S and Do 17U, but instead of the Daimler-Benz engines, which were required in large numbers for fighters, Bramo-323A-1 were installed. Pre-production Do 17Z-0 appeared in 1938. The crew consisted of four people, the armament remained of three 7.9 mm MG 15 machine guns - one on a swivel at the end of the cabin, another on the right side of the windshield and the third in a hemispherical installation at the bottom of the cabin. On the Do 17Z-1, a fourth MG 15 was installed in the nose of the bombardier.

The Do 17Z-1 had virtually the same design as the Do 17M-1, except for the nose section, which practically did not change the aircraft's flight characteristics, despite the increased air resistance. The good controllability and maneuverability of its predecessor were also preserved, but due to the increased crew and equipment, the Do 17Z-1 clearly lacked engine power with a full bomb load of 1000 kg. As a result, the load was limited to 500 kg, but in 1939, with the advent of the Do 17Z-2 with Bramo-323R Fafnir engines with a two-speed supercharger with a take-off power of 1000 hp. With. and 940 l. at an altitude of 4000 m they again returned to a bomb load of 1000 kg. But the increase in combat load required a reduction in fuel supply, so the tactical range was 330 km. For some missions, the Do 17Z-2 could accommodate an additional crew member. The Do 17Z-3 reconnaissance bomber was also produced in small quantities, which had an Rb 20/30 camera on the entrance hatch and a bomb load of up to 500 kg.

In Luftwaffe service units, some aircraft were converted into Do 17Z-4 with dual controls. The Do 17Z-5 was equipped with inflatable “bags” to ensure unsinkability and some additional equipment to ensure the survival of the crew on the high seas.

The Do 17Z was popular among crews and service personnel. It was the most reliable bomber of the Luftwaffe, but the insufficient combat load compared to the He 111 and lower speed compared to the Ju 88 led to a reduction in production already at the end of 1939 and was finally discontinued in the early summer of 1940. A total of 500 Do 17Z were produced -1 and - 2 and 22 Dol7Z-3.

In the mid-30s, rumors began to leak into the French and British aviation ministries about a very fast upper-wing bomber; faster than existing fighters. The existence of such an aircraft was confirmed by the demonstration in Bückeberg in October 1935 of one of the prototypes. But only in July 1937, when the Do.17-V8 outperformed all fighters, winning the international military aircraft competition in Zurich - the Circle of the Alps race, it became clear that such an aircraft had actually been created. The bomber had such a thin profile that it was immediately dubbed the “flying pencil.” His demonstration in Zurich had a significant international resonance.

The Do.17 was created when in Germany the theory of air warfare assigned a secondary role to fighters, giving primacy to high-speed bombers capable of evading interception. And although this theory still needed to be proven, with the advent of the Do.17 it received additional impetus. The aircraft indicated the Germans' penchant for relatively small, powerful, high-wing-load multi-role aircraft. The Germans adhered to this concept throughout the war. The most remarkable feature of the history of the Do.17 was that, unlike the He.111, which was designed from the very beginning as a bomber, the aircraft was developed exclusively as a commercial one!

For use in the European express service, Lufthansa ordered a high-speed mail aircraft capable of carrying mail and six passengers. To meet these requirements, Dornier designed an aircraft using the latest advances in aerodynamics and the most powerful German engines - the BMW-VI with a take-off power of 660 hp. The most characteristic feature of the project was the extremely elongated fuselage profile, topped by an equally long nose. The Do.17 had a very thin profile, but its center section was very wide. The forward section of the fuselage transitioned from an oval shape to an inverted triangle twice as wide at the top in the central section of the fuselage. Then the fuselage again transitioned to an oval section. The fuselage was assembled from frames connected by stringer channels and was covered with light alloy sheets. The wing has a two-spar structure, partly with metal and partly with fabric covering. Asymmetrical profile spars made of thin duralumin. The main ribs were made of duralumin channels, and the additional ones had a tubular frame. Fabric covering was used between the spars on the lower surface of the wing. Slotted flaps ran from the ailerons to the fuselage. All the fuel was located between the center section spars near the fuselage. The main landing gear retracted back into the engine nacelles. The rear wheel was also retractable.

The first experimental Do.17-V1 was completed and flew in the fall of 1934, and before the end of the year V2 and V3 joined the test program. All three aircraft were transferred to Lufthansa for testing in 1935. Although the aircraft was fully suitable for Lufthansa in terms of flight characteristics, it was not suitable for practical use due to insufficient passenger capacity. The narrow fuselage had two very cramped cabins. The first - for two people - was located immediately behind the double cockpit, and the second - for four people - behind the wing. Unfortunately, passengers had to perform amazing acrobatics to get into these tiny closets, and special dexterity was required to take their place. Lufthansa reasoned that such a service would immediately affect the company's commercial reputation. As a result, three prototype aircraft were returned to Dornier. It is likely that this would have been the end of the Do.17’s career if not for a chance visit to the plant in Leventhal by a former employee of the company, Flight Captain Unticht.

Unticht, after leaving Dornier, joined Lufthansa and served there as a pilot, and at the same time as a liaison officer between the airline and the Ministry of Aviation. He decided to fly one of the experimental Do.17s. Good impressions of the aircraft's handling and high flight characteristics allowed Unticht to propose installing an additional keel to ensure greater stability and use the aircraft as a bomber. Although Dornier personnel were skeptical of the idea, RLM's Technical Department found Unticht's proposal acceptable. After preliminary studies of the aircraft by an RLM pilot, the company received an offer to produce a fourth prototype aircraft with minimal modifications into a combat aircraft. Thus, at the end of the summer of 1935, the Do.17-V4 appeared, which differed from its predecessors externally only in the sealing of the windows and the installation of spaced tail surfaces to eliminate yaw. Internal changes included the installation of a compartment behind the first wing spar. Compared to transport options, the length of the V4 was reduced from 17.15 m. The BMW-VI engines were retained.

The next two experimental Do.17-V5 and V6 were built in parallel with V4. They began testing in the fall of 1935. The V6 was identical to the V4, and the V5 was equipped with two 12-cylinder water-cooled Hispano-Suiza 12Ybrs engines with a power of 775 hp at the ground and 86O hp at an altitude of 4000 m. With them, the aircraft reached a speed of 389 km/h at a time when the Gantlet fighter, which had just been adopted by the British Air Force, gave only 370 km/h. There were no defensive weapons on the Do.17, as the Luftwaffe believed that speed alone was sufficient to defend against fighters. The next experimental aircraft, Do.17-V7, was already armed, but only with one MG-15 machine gun back on a mobile unit in a blister on the fuselage. The radio operator fired from it. It also received a rounded glazed bow. The V8 remained with Dornier as a prototype, and the V9, which appeared in the spring of 1936, was considered in all respects a prototype of the production Do.17E-1 bomber.

The Do.17-V9 (D-AHAC) differed from its predecessors in several aspects. The fuselage was reduced to 16.2 m due to the nose section. The nose glazed section was expanded and received optically flat glazing panels for the bombardier's cabin. The blister with the machine gun was aerodynamically improved, the vertical tail was increased. Full combat equipment was installed. Two years later, Do.17-V9 was adapted as a high-speed communications aircraft and served in this form until 1944. V10 (D-AKUZ) was used for engine testing and did not have a glazed nose or defensive weapons. Initially, it flew with BMW-VI-7.3 engines instead of the BMW-VI-6.0 engines of the first prototypes. Having a higher compression ratio, the BMW-IV-7.3 developed a maximum power of 750 hp instead of 660 hp for its predecessor, but the rated power was only 500 hp.

Serial Do.17E and Do.17F

Preparations for serial production at the factories in Allmansweiler, Leventhal and Manzell began in 1936. The first production models were the Do.17E-1 bomber and the Do.17F-1 long-range reconnaissance aircraft. Produced in parallel, the two models were virtually identical. The latter did not have a bomb sight or a bomb release mechanism. An additional fuel tank was installed in the fuselage, and a pair of cameras were installed in the bomb bay. Both options were equipped with BMW-VI-7.3 engines. Defensive armament consisted of one MG-15 machine gun, although it was soon possible to install a second MG-15 in the floor for firing down through the hatch. The Do.17E-1 bomb bay accommodated 500 kg of bombs on a horizontal sling. Typical loads were 10*50 kg bombs, or 4*100 kg bombs, or 2*250 kg bombs. With a reduction in flight range, the load could be increased to 750 kg.

Soon after the Technical Department expressed interest in a bomber based on the Do.17, Dornier began developing a more technologically advanced design for the aircraft, breaking it down into individual components to make the work of subcontractors easier. In addition, quite significant repairs could be carried out in the field. As a result, it was decided to accept the Do.17 into a large series as the first serious program of the German aviation industry, which involved the use of broad cooperation and became a model for all subsequent similar programs. As a result, before the end of 1936, the first production aircraft rolled off the assembly line. Some initial difficulties with subcontractors did not affect the rapid increase in production rates, and from the beginning of 1937 a significant number of vehicles were already delivered to the Luftwaffe for military tests.

The importance that the Luftwaffe headquarters attached to this combat experience can be traced by the fact that already in the spring of 1937, one of the Aufkl.Gr.(F)/122 squadrons was sent to Spain, having 15 Do.17F-1s in its composition. In the Condor Legion, the squadron received the designation 1.A/88. Dornier aircraft replaced the He.70F-2 here, handed over to the Spanish Phalangists. The Do.17s quickly demonstrated the ability to evade interception by Republic fighters, proving theories previously formulated by the High Command. The almost complete invulnerability demonstrated by the Do.17F-1 in the skies of Spain made such an impression on the Luftwaffe that it was decided to urgently re-equip all reconnaissance squadrons with this aircraft, and the He.70F was quickly withdrawn from service with combat units during 1937-38. Aircraft from Aufkl.Gr.(F)/122 were located at the Prenzlau airfield and were soon supplemented by five more long-range reconnaissance regiments Aufkl.Gr.(F)/121 in Nyhausen, /123 in Grossenhain, /124 in Kassel, /125 in Würzburg and /127 in Goslar.

Meanwhile, in Spain, 20 Do.17E-1 bombers were added to the reconnaissance aircraft from 1.A/88, complementing the He.111B in 1. and 2.K/88. Like reconnaissance aircraft, bombers operated with almost impunity, but with the increase in the number of modern Soviet fighters in the republican aviation, the situation changed. By August 1938, the remaining Do.17E and F along with a small number of Do.17P (10 vehicles were delivered to 1.A/88) were transferred to the Spanish Phalangists. From their base at La Senia, Grupo 8-G-27 was formed with mixed Spanish and German personnel. In Spanish service, Do.17s were known as Bacalaos. When the Civil War ended, 8-G-27 had 13 Do.17Es and Do.17Ps at Logrono, which remained in service for several years.

Performance characteristics of Do.17E-1 (F-1)

Engines - two BMW-VI-7.3; 12-cylinder liquid cooled, take-off power 750 hp
Weapons:
2 x 7.9 mm MG-15 machine guns - in the lower hatch and under the canopy on top
maximum bomb load - 750 kg
Maximum speed:
at the ground - 352 (355) km/h
at an altitude of 4000 m - 308 (313) km/h
Cruising speed:
at the ground - 315 (315) km/h
at an altitude of 4000 m - 260 (265) km/h
Range with maximum bomb load - 500 (675) km
Maximum flight range without load - 1500 (2050) km
Ceiling - 5100 (6000) m
Weight:
empty - 4500 kg
takeoff - 7050 (7000) kg
Dimensions:
wingspan - 18 m
length - 16.2 m
height - 4.3 m
wing area - 53.3 sq.m

Serial Do.17M and Do.17P

Even before the release of the first production Do.17, Dornier had already switched to further modernization of the basic design. Do.17-V8, also known as Do.17M-V1, and which so successfully demonstrated its merits in July 1937 in Zurich, was made for Daimler-Benz DB-600a engines - 12-cylinder liquid cooled, take-off power 1000 hp and is equipped with three-bladed variable pitch propellers. It showed a top speed of 422 km/h. It was planned to begin delivery of Do.17M with DB-600a engines to the Luftwaffe, but fighter aircraft had priority in the supply of these engines. Dornier was forced to consider installing a different engine. The choice fell on the Bramo-323A-1 Fafnir - a 9-cylinder radial with a power of 900 hp at takeoff and 1000 hp at an altitude of 3100 m. The transition from a liquid-cooled engine to an air-cooled engine was not a problem. The Do.17 was equally suitable for both types of engines, and thus at the end of 1937 the assembly lines switched to the Do.17M and Do.17P.

They were a bomber and a reconnaissance aircraft, respectively, created in parallel. Since it was impossible for the reconnaissance aircraft to provide the required range with the Fafnir engines, Dornier chose for the Do.17P another 9-cylinder air-cooled engine - the BMW-132N of lower power (865 hp at takeoff and 665 hp at an altitude of 4500 m), but with better efficiency.

The series was preceded by two experimental aircraft with Bramo engines - Do.17M-V2 and V3 (V13 and V14 as part of the overall Do.17 program) and one aircraft with BMW-132N - Do.17P-V1 (V15). Apart from some structural strengthening associated with higher engine power and greater load, the new aircraft was no different from its predecessor. Changes were made to the defensive armament, which now consisted of at least three MG-15s - one machine gun was added forward, usually stationary. The pilot fired from it using a ring sight. This machine gun could also be used as a mobile navigator, but the firing angles were severely limited. Do.17M and P, which served in the Luftwaffe, after the first months of World War II received another pair of MG-15s, which were mounted by field repair units. The bomb bay on the Do.17M was extended forward, holding a maximum of 1000 kg of bombs. By the end of production, a compartment for an inflatable boat was equipped in front of the upper machine gun mount. The aircraft received the designation Do.17M-1/U1 in this version. Installation of dust filters and equipment for operation in the desert turned the aircraft into Do.17M-1/Trop or P-1/Trop. The reconnaissance aircraft was distinguished by the installation of a pair of Rb-50/30 or 75/30 cameras in the bomb bay and the removal of the bomb sight.

In 1938, Do.17M and P began to replace E and F modifications in combat units. As mentioned above, the first 10 production Do.17P-1s were sent to Spain as part of the 1.A/88 Condor Legion. According to OKL data, on September 19, 1938, the Luftwaffe had 479 Do.17 (E, F, M and P) out of 580 aircraft delivered by that time. Production of the improved Do.17Z model has already begun. Thus, the Do.17M was not in production for long, and in the combat units of the Luftwaffe it was outlived by the reconnaissance version - the Do.17P.

Performance characteristics of Do.17M-1 (P-1)
Type - three-seat medium bomber (long-range reconnaissance aircraft)
Engines - two BMW Bramo-323A-1 Fafnir (BMW-132N); 9-cylinder air-cooled, takeoff power 900 (865) hp and 1000 (665) hp at an altitude of 3100 (4500) m
Weapons:
3 x 7.9 mm MG-15 machine gun - on the right side of the windshield, in the hatch installation and under the top cap
up to 1000 kg bombs
Maximum speed:
at the ground - 342 (347) km/h
at an altitude of 4000 m - 408 (393) km/h
Cruising speed at an altitude of 3250 (2800) m - 348 (330) km/h
Range with maximum load - 500 (730) km
Flight range without load - 1350 (2200) km
Ceiling - 7000 (6200) m
Takeoff weight - 8000 (7660) kg
Dimensions:
wingspan - 18 m
length - 16.1 m
height - 4.5 m
wing area - 53.3 sq.m

Serial Do.17Z

During the first months of 1939, the bomber regiments began re-equipping with a significantly improved version of the bomber - the Do.17Z. This model entered service simultaneously with a major reorganization of combat units. Three of the four squadrons with Do.17 were reduced in composition from three to two regiments, and the fourth was re-equipped with He.111. True, at the same time another squadron was formed using Do.17, with the transfer of three regiments from already existing units. After this, II and III/KG.153 became II and III/KG.3, I and III/KG.158 became I and III/KG.76, I and II/KG.252 became I and II/KG.2, and I and III/KG.255 were re-equipped with He.111 and became I and III/KG.51. Regiments I/KG.153, II/KG.158 and II/KG.255 became I, II and III regiments of the newly created KG.77. Thus, in the bomber units of the first line of the Luftwaffe there were nine regiments with Do.17 of various modifications.

During the Spanish Civil War, it became apparent that better rear-to-bottom protection was required—the hatch-mounted MG-15 had too limited firing angles to provide effective defense. As a result, Dornier designers at the beginning of 1938 created a completely new nose section that fully met the requirements of combat use, but was less aerodynamically clean. Crew accommodation on the Do.17 was always cramped to ensure maximum mutual support. The bombardier was located in the bow, glazed with flat panels - a facet. The lower portion of the cockpit was lowered and extended back to the wing, ending with a rear-firing MG-15 machine gun.

The new forward fuselage section was first used on the Do.17S-0, which was equipped with two DB-600Gs and had a crew of four. The first of three DO.17S-0 - D-AFFY flew in early 1938. The aircraft was delivered to the Luftwaffe for testing, but no production was ordered. At the same time, the Do.17U was created - a hunter with five crew members, including two radio operators. The engines were DB-600A. Three Do.17U-0s were followed by 12 more Do.17U-1s. They were distributed among the squadrons to obtain feedback on further modernization of the aircraft. This was followed by the Do.17Z, which replaced the Do.17U on the assembly lines. Two Do.17U were delivered to the Ln.Abt.100 air communications unit, which became part of the 100th Regiment in November 1939. Two Do.17U were part of the headquarters squadron.

The Do.17Z differed little from the S and U, but instead of the Daimler-Benz engines, which were required in large numbers for fighters, Bramo-323A-1 were installed. Pre-production Do.17Z-0 appeared in 1938. The crew consisted of four people, the armament remained of three MG-15 machine guns: one on a swivel at the end of the cabin, another on the right side of the windshield and the third in a hemispherical installation at the bottom of the cabin. On the Do.17Z-1, a fourth MG-15 was installed in the bombardier’s bow.

The Do.17Z-1 had almost the same design as the Do.17M-1, except for the nose section. Flight characteristics remained virtually unchanged, despite the increased air resistance. The good controllability and maneuverability of its predecessor were retained, but due to the increased crew and equipment, the aircraft clearly lacked engine power with a full bomb load of 1000 kg. As a result, the load was limited to 500 kg, but in 1939, with the advent of the Do.17Z-2 with Bramo-323R Fafnir engines with a two-speed supercharger with a power of 1000 hp at takeoff and 940 hp at an altitude of 4000 m, the load returned to 1000 kg. However, the increase in combat load required a reduction in fuel supply, so the tactical radius was only 330 km. For some missions, the Do.17Z-2 could accept one more crew member. The Do.17Z-3 reconnaissance bomber was also produced in small quantities, which was equipped with an Rb-20/30 camera on the entrance hatch and carried a bomb load of up to 500 kg.

The Do.17Z was popular among crews and service personnel. It was the most reliable bomber of the Luftwaffe, but the insufficient combat load compared to the He.111 and lower speed compared to the Ju.88 led to a reduction in production at the end of 1939 and its final cessation in the early summer of 1940. A total of 500 were produced Do.17Z-1 and Z-2 and 22 Do.17Z-3.

Performance characteristics of Do.17Z-2
Type - four-seat medium bomber
Engines - two Bramo-323R Fafnir, 9-cylinder radial, with a power of 1000 hp at takeoff and 940 hp at an altitude of 4000 m
Weapons:
7.9 mm machine guns - 2 x MG-15 forward fixed, 2 x MG-15 in the side windows, 2 x MG-15 backward, one above and below the fuselage
maximum bomb load 1000 kg in options 20*50 kg or 4*250 kg bombs
Maximum speed:
with maximum take-off weight: 300 km/h at the ground; 360 km/h at an altitude of 4000 m
with a weight of 8050 kg: 342 km/h at the ground; 410 km/h at an altitude of 4000 m
Cruising speed with maximum take-off weight:
270 km/h at the ground
300 km/h at an altitude of 4000 m
Range with a normal supply of fuel and 1000 kg of bombs - 330 km
Maximum flight range with additional fuel tank and 500 kg bombs - 1150 km
Ceiling:
with a weight of 8550 kg - 7000 m
with a weight of 8050 kg - 8200 m
Weight:
empty - 5200 kg
maximum - 8600 kg
reloading - 8850 kg
Dimensions:
wingspan - 18 m
length - 15.8 m
height - 4.5 m
wing area - 53.3 sq.m

Night fighter "Kautz"

Until the beginning of the summer of 1940, there was a clear reluctance of the Luftwaffe high command and Goering himself to take into account the possible need for night fighters. Defensive thinking was not for German leaders. The Fuhrer had already decided in mid-1941 to start a war with the Soviet Union, and fantastic successes were achieved in the West. The new war was believed to be fought on one front, and the Luftwaffe's missions were seen as purely offensive.

Separate attempts to create night fighters were made in September 1939 - the last remaining Ar.68s were sent to night fighter units to patrol the German-French border. A primitive system of interaction between fighters and searchlights was also organized. For night flights, 10./JG-26 was formed using Bf.109E fighters, but in general the night defense of the Third Reich was built exclusively on anti-aircraft artillery. This was considered sufficient in view of Goering's promise that not a single enemy aircraft would cross the Ruhr.

On the night of May 16, 1940, this complacency of the Lutfwaffe headquarters was greatly shaken by a blow from RAF Bomber Command. 99 Wellingtons, Whitleys and Hampdens from the 3rd, 4th and 5th Bombardment Groups were sent to bomb industrial centers and railway lines. Low fog scattered the light of searchlights and, accordingly, reduced the effectiveness of anti-aircraft artillery. The formation of the night lights began hastily. Two squadrons of the 1st Regiment of the 1st Hunter Squadron with Bf.110C were transferred to Düsseldorf to practice night tactics, and on July 20, 1940, the 1st Regiment of the 1st Night Fighter Squadron was moved to Venlo in the Netherlands.

The night troops, headed by Goering appointed Colonel Joseph Kammhuber, were intended not only to conduct defensive actions, which were considered unlikely with the withdrawal of France from the war. They were primarily targeted to participate in the Battle of England, considered a prelude to the invasion of the British Isles. As a result, the II Regiment of the Night Light Squadron was considered a long-range night fighter regiment from the very beginning. Their main purpose was night raids on British bomber bases in East Anglia. As a result, Dornier was asked to create a long-range night fighter and hunter based on the Do.17Z-3. The aircraft had to have the necessary flight duration to conduct patrols near British airfields and attack returning aircraft, which had only a small reserve of speed when landing, which did not allow them to evade an attack.

The first version of the Do.17Z-6, known as Kauts (Sych), was almost identical to the Z-3, and differed only in the presence of a nose section from the Ju.88C-2. It had an 11 mm armored partition and a fixed armament of three MG-17 machine guns and one MG-FF cannon. The crew was reduced to three people: a pilot, a radio operator and an engineer. The radio operator could use the MG-15's upper and lower machine guns, and the engineer would reload the MG-FF magazines through a port in the cockpit. The rear bomb bay was retained and could hold 10*50 kg or 2*250 kg bombs, and the front compartment was filled with a 900 liter tank.

Although the fuselage cross-section of the Ju.88C-2 and Do.17Z-3 was the same, Dornier considered that such a “marriage of convenience” was not satisfactory. After the release of one Z-6, a completely new forward fuselage section was designed. As a result, the next nine vehicles were completed in the Do.17Z-10 Kautz-II version. Aerodynamically, the new nose was cleaner and accommodated four MG-17 machine guns in the upper part and two MG-FF in the lower part. The gun magazines still had to be changed by the flight engineer, and the machine gun magazines were placed similar to the magazines of an automatic pistol. In the very nose there was an infrared locator, the so-called Spanner-Anlage (shoe last), which made it possible to detect the hot exhaust gases of an aircraft flying in front of the fighter. The locator data was displayed on a small screen known as a Q-Rohr (Q-tube) mounted in front of the left side of the windshield. It was impossible to distinguish one's plane from someone else's using this device, and the pilot had to decide for himself whether to attack the detected plane. A Revy C12/D sight was used for shooting.

II/NJG.1 was formed as a long-range night fighter regiment. Its core was a squadron of hunters from KG.30, which conducted patrol flights from Trondheim in Norway using Bf.110C and Ju.88A. In September 1940, II/NJG.1 was redesignated I/NJG.2 and began flying over East Anglia using 20 Ju.88C-2s converted on an assembly line from Ju.88A-1 bombers. The new II/NJG.1 received Bf.110D-1/U1 fighters from three squadrons of I/ZG.76 and was based at Deelen, Holland. Meanwhile, the 3rd squadron from NJG.1 received the Do.17Z-10 Kautz-II and was included in II/NJG.1 as the 4th squadron (the former 4th squadron on Bf.110 was transferred to I/NJG .1). Operating from Deelena as a separate unit within Special Command Schiphol, 4th Squadron NJG.1 achieved its first success, which was also the first victory for the entire regiment. On the night of October 19, 1940, the Do.17Z-10 of Oberleutnant Ludwig Becker intercepted Wellinggon, heading to Süder Zee, with the help of a “booter block”.

On October 16, Kammhuber received the rank of major general and the position of chief of night fighters. He had four regiments under his command, a third of whose squadrons were intended to serve as hunters. Of these, I/NJG.62 operated from Gilz-Rhine, and 4./NJG.1 from Deelen. The Ju.88C and Do.17Z-10 pilots practiced attack techniques on British bombers that were on a holding circle before landing. Several planes were shot down, but the indirect losses of the British were large - many bombers were seriously damaged during the hasty landings of the pilots. There were much less successes in the defense of their cities, since British bombers learned to bypass searchlight fields - a necessary attribute of the air defense system with fighters of that time.

In addition to combat operations, the 4th Squadron NJG.1 was also used to test new fighter equipment. At the end of December 1940, at the time of the re-equipment of the squadron from Do.17Z-10 to Do.215B-5 and its transfer to Leeuwarden, a team from the test center in Rechlin arrived with two Würzburg-A radars to test the new guidance technology. One crew accompanied the fighter, the second the target, and the ground controller gave the fighter direction. This system was christened "Himmelbett", and consisted of four components: "Freya" (warning system), two "Wurzburg" and "Seeburg" (air situation tablet). With the successful completion of the tests at Leeuwarden with the help of 4./NJG.1, the Himmelbett went into series production.

With the arrival of the Do.215B-5, the remaining Kautz-IIs were transferred from 4./NJG.1 to I/NJG.2, which continued with its Ju.88C raids on British bomber bases until October 12, 1941, when Lieutenant Hans Hahn - popular night ace - did not return from such a mission. All night raids were prohibited by a personal directive from Hitler. Two months later, I/NJG.2 was transferred to the town of Catalonia in Sicily, almost completely re-equipped with Ju.88C. The remaining Do.17Z-10 were transferred to 4./NJG.2 - the II Regiment of the 2nd Night Light Squadron was formed on November 1, 1941.

In the first months of 1942, Kautz-IIs were finally withdrawn from combat units. Given the small number of such fighters and the riskiness of the missions they faced, their service careers were surprisingly long. The plane was popular among the crews. Its flight performance, although it did not allow it to catch up with British bombers, was sufficient for night operations, when it was possible to bide its time, and its weapons were effective. Some aircraft were equipped with an additional MG-15 machine gun, which stood behind the pilot and fired upward through the hatch at an angle to the horizon. This scheme was proposed by Oberleutnant Schoenert from I/NJG.2 and was later developed in the “shraga music”, although there were no facts of the use of such a setup in real combat on the Z-10.

Combat career

On September 2, 1939, nine regiments from KG.2, 3, 76 and 77 were equipped with the Do.17, having 370 aircraft, of which 319 were combat-ready. Of these, 212 were Do.17Z-1 and Z-2 (188 combat-ready). The remainder were Do.17M-1 and a small number of Do.17E-1, awaiting imminent replacement. 23 reconnaissance squadrons had 262 Do.17s (235 combat-ready). All but one squadron were armed with Do.17P-1s, the remainder with F-1s. In addition, the headquarters squadron of each of the nine regiments with Ju.87 had three Do.17M-1, as well as the headquarters of KG.51 with He.111.

Long-range reconnaissance squadrons with Do.17s were distributed among four air fleets. Nine squadrons - 3.(F)/110, 2, 3 and 4.(F)/11, 1.(F)/120 and 1, 2, 3, 4.(F)/121 were included in the I Air Force fleet in northeast Germany; three squadrons - 1, 2, 3.(F)/122 - as part of the II Air Fleet in north-west Germany; six - 1, 2, 3.(F)/22 and 1, 2, 3.(F)/123 - to the III Air Fleet in southern Germany; three - 4.(F)/14, 3.(F)/31 and 1.(F)/124 entered the IV Air Fleet in Austria, Silesia and Czechoslovakia. The two remaining squadrons with Do.17 - 7. and 8.(F)/LF.2 were part of the second training squadron of the Luftwaffe.

The first Do.17 combat mission of World War II was carried out by Do.17Z-2 from III/KG.3, which took off from Geiligenbeil in East Prussia at 5.30 am - 45 minutes after the official declaration of war - to bomb the approaches to an important railway bridge near Dirschau, the main artery through the "Polish corridor". Most of the four squadrons with Do.17 (KG.2 and 3 in the north and KG.76 and 77 in the south) were sent to attack Polish airfields, warehouses, troop concentration sites and main defense centers - the main targets throughout the Polish campaign .

Squadrons with Do.17s were not used in the Norwegian operation in April 1940, but they all took part in the invasion of France. The peak of their combat tension was on May 27 - during the attack of KG.2 and 3 on Dunkirk. The Battle of England began with an attack on convoys in the English Channel in July 1940. The commander of KG.2, Colonel Fink, even received the title of “Kanalkampführer”. He was tasked with clearing the English Channel using the Do.17Z from his squadron. The first attack on the convoy at Dover was carried out on 10 July. On August 13, at 7-7.30 a.m., Do.17Zs from Headquarters Squadron and III/KG.2 bombed Eastchurch and lost five vehicles. Two days later, 88 Do.17Zs - almost all the aircraft of the 3rd Squadron - bombed Eastchurch and Rochester. On 16 August Do.17s from I/KG.2 and III/KG.76 attacked West Mullin, and on 18 August I and III/KG.75 bombed Kenley and Biggin Hill.

In addition to good maneuverability, the Do.17Z was capable of reaching speeds of up to 600 km/h during an attack in a shallow dive. This allowed the aircraft to operate perhaps most effectively among other German bombers during the Battle of Britain. Despite the lack of armor protection for the crew, the Do.17Z was able to withstand serious combat damage. But when there was practically no serious opposition from fighters over Poland, the weakness of defensive weapons quickly became apparent over Britain. As a result, the technical support units installed a pair of side-mounted MG-15 machine guns, from which the radio operator fired. In battles over Britain, Do.17s usually followed in formation at low altitude, skirting the terrain and making the most of the effect of surprise, but the number of these aircraft in combat units had already begun to decline.

The II Regiment KG.76 received Ju.88A from the very beginning, and at the end of 1940 the I and III Regiments were also re-equipped from Do.17Z to Junkers aircraft. Even before the start of the Battle of England, KG.77, which suffered heavy losses back in July, was withdrawn to be reorganized from Do.17Z to Ju.88A. KG.3, which participated with KG.2 in the first night raid on London in September 1940, also began to receive Ju.88A, but also retained Dornier bombers. Thus, by the start of the invasion of the Soviet Union on June 22, 1941, only KG.2 was fully equipped with the Do.17Z, although II and III/KG.2 were already close to being re-equipped with the Do.217E.

In the spring of 1941, Do.17Z from KG.2 were transferred to the southeast to participate in the attack on Greece and the Balkan countries as part of the IV Air Fleet. At the end of May, a squadron from Tatoi in Greece was hunting for ships in the eastern Mediterranean. The next month, Do.17Z from I and III/KG.2, together with III/KG.3, already took part in battles on the Eastern Front. In the west, this type has already been replaced by Do.217E. The two remaining regiments of the squadron were re-equipped with it before the end of the year. Thus, by the end of 1941, the Do.17Z had already been withdrawn from Luftwaffe service except for the III/KG.3.

The last regiment with the Do.17Z to operate in the central sector of the Eastern Front was III/KG.3, together with a squadron of the Croatian Air Force that had undergone retraining on the Do.17Z at Greifswald. The Croats entered the battle before the new year from the Vitebsk airfield. With the withdrawal of III/KG.3 to Germany for rearmament, the regiment handed over its Do.17Z to the Croats, who from the beginning of 1942 operated as IV/KG.3, although they never had more squadrons. After the loss of six crews, the unit was returned to Croatia. She returned to Russia, again with Do.17Z, in July 1942, renamed 15.(Kroat.)/KG.53. This squadron finally left the Eastern Front in November 1942, and was then used against partisans in Yugoslavia. At the beginning of 1942, Goering donated 15 Do.17Z-2 to the Finnish Air Force, which replaced the British Blenheims in the PLeLv-46. Since April 1942, they operated with known success night and day. By the time of the Russian offensive in June 1944, only five combat-ready and four faulty Do.17Zs remained in PLeLv-46.

With the complete withdrawal of the Do.17 from Luftwaffe bomber units, Dornier machines mastered a new role - glider towing. At the beginning of 1943, Do.17s were used to tow DFS.230 gliders from the 1st Regiment of the 1st Airborne Squadron, which was used to supply and then evacuate the Kuban group. This operation was carried out from February to March 1943. It was followed by the evacuation of Crimea. In March 1944, this unit was rearmed. Do.17s continued to serve as glider tugs until the end of the war in Europe. Their last operation was to supply the surrounded Budapest at the beginning of 1945.

In 1934, Dornier received an order from Lufthansa to develop the Do 17 passenger aircraft. The first prototype Do 17V1 took off in the fall of the same year, and two more aircraft were built by the end of the year. In 1935, Lufthansa tested all three aircraft and concluded that the Do 17, capable of carrying only 6 passengers, was not suitable for practical use.

However, the Luftwaffe became interested in the aircraft, so the company received an order to develop the Do 17E-1 bomber and the Do 17F-1 long-range reconnaissance aircraft. Preparations for their serial production began in 1936, and a year later the first vehicles entered service with the KG 153 and KG 155 bomber squadrons and the Aufld.Gr.(F)/122 long-range reconnaissance group.
In the spring of 1937, 15 Do 17F-1 vehicles as part of the Condor Legion were sent to Spain.
The high degree of invulnerability demonstrated by the Do 17F-1 in the skies of Spain became the basis for the decision to urgently re-equip all Luftwaffe reconnaissance squadrons with this aircraft. In 1938, improved modifications of the Do 17M and Do 17P began to enter service; by September of the same year, the Luftwaffe already had 479 Do 17 vehicles of four variants - E, F, M and P.
The Do 17M variant was ordered by Yugoslavia. The first export aircraft was delivered in October 1937, and at the beginning of 1940, licensed production of the aircraft was established at the aircraft plant in Kraljevo.
By September 1939, about 370 Do 17Z-1 and Do 17Z-2 medium bombers were already in service, which were equipped with nine bomber squadrons. These units ensured the invasion of Poland on September 1, 1939. Although the Do 17Z did not have great speed, it was easy to control. Its design was quite strong; it could even, when escaping from an attack by enemy fighters, turn over its wing and dive sharply downwards. In Poland, Do 17Z aircraft carried out a large number of strafing attacks on airfields. Do 17Z-2 aircraft from 10.(Croat)/KG3 operated in the central sector of the Soviet-German front in December 1941, squadrons KG 2 and KG 3 continued to use Do 17Z until the end of 1942.

In the role of a night fighter, the Do 17Z-3 variant was used with a nose section converted to an infrared detector and reinforced small arms. Nine machines of this modification, designated Do 17Z-10, were built and delivered to I/NJG 2 at the end of 1940. The Do 17Z turned out to be the most reliable bomber of the Luftwaffe, but due to its lower bomb load compared to the He 111 and lower speed Compared to the Ju 88, its production ceased in the summer of 1940. In total, about 1,200 copies of the Do 17 of all modifications were produced.

Dornier Do-17Z-2

Characteristics of the Dornier Do 17Z-2 Bomber:
crew - 5 people,
power plant - 2 Bramo 323R engines with a power of 1000 hp each. With. (746 kW),
wing span - 18.0 m and its area - 55.0 m2,
aircraft length - 15.8 m,
height - 4.6 m,
empty weight - 5200 kg,
maximum take-off - 8590 kg,
maximum speed - 410 km/h at an altitude of 4000 m,
cruising speed - 270 km/h,
maximum flight range - 1500 km,
practical ceiling - 8200 m,
armament - 4 (later up to 8) MG 15 machine guns and up to 1000 kg of bombs.

THANK YOU FOR REPOSTING THE ARTICLE, FRIENDS!