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Dornier Do 17
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The Dornier Do 17, sometimes referred to as the Fliegender Bleistift ("flying pencil"), was a second World War German light bomber produced by Claudius Dornier's company, Dornier Flugzeugwerke. It was designed as a Schnellbomber, a light bomber, which in theory, would be so fast that it could outrun defending fighter aircraft. The Dornier was equipped with two radial engines, mounted on a "shoulder wing" structure and possessed a Twin tail vertical stabilizer configuration.
Designed in the early 1930s, it was one of the three main Luftwaffe bomber types used in the first three years of the war.
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The Dornier Do 17, sometimes referred to as the Fliegender Bleistift ("flying pencil"), was a second World War German light bomber produced by Claudius Dornier's company, Dornier Flugzeugwerke. It was designed as a Schnellbomber, a light bomber, which in theory, would be so fast that it could outrun defending fighter aircraft. The Dornier was equipped with two radial engines, mounted on a "shoulder wing" structure and possessed a Twin tail vertical stabilizer configuration.
Designed in the early 1930s, it was one of the three main Luftwaffe bomber types used in the first three years of the war. The Do 17 made its combat debut in 1937 during the Spanish Civil War, operating in the Condor Legion in various roles. Along with the Heinkel He 111 it was the main bomber type of the German air arm in 1939-40. The type was popular among its crews due to its manoeuvrable handling at low altitude, which made the Dornier capable of surprise bombing attacks. Its sleek and thin airframe made it harder to hit than other German bombers, as it presented less of a target.
The Dornier was used throughout the war, and saw action in significant numbers in every major campaign theatre as a front-line aircraft until the end of 1941, when its effectiveness and usage was curtailed as its bomb load and range were limited. Production of the Dornier ended in the summer of 1940, in favour of the newer and more powerful Junkers Ju 88. The successor of the Do 17 was the Dornier Do 217, which started to appear in strength in 1942. Even so, the Do 17 continued service in the Luftwaffe in various roles until the end of the war, as a transport, test and trainer aircraft. A considerable number of surviving examples were sent to other Axis nations.
A small production run of an updated version known as the Do 215 was also produced for export, but ended up in Luftwaffe service. Production of the Do 215 ceased in January 1941. Few of the Dornier Do 17s survived the war. The last was scrapped in Finland in 1952.
Design and development
Conception
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". The factory at Friedrichshafen began work on the design on 1 August 1932.
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 17 V1) 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 V1, with single vertical stabilizer, powered by two BMW VI7.3 motors, took off on its first flight. Testing was delayed by a series of accidents, with V1 being damaged in landing accidents in February and April 1935. The twin tailed V2 (powered by low-compression BMW VI 6.3 engines) first flew on 18 May 1935 and was evaluated together with the V1 by the RLM at Rechlin in June. During the tests the single vertical stabilizer proved to be only marginally stable, resulting in the V1 being modified with a twin tail, being destroyed in a crash after an engine failure on 21 December 1935. The V3, also fitted with a twin tail, was originally planned to be powered by Hispano-Suiza 12Ybrs engines, but as these were unavailable, was fitted with BMW VI 7.3 engines like the V1, flew on 19 September 1935.
Origin
It is claimed, unlike the Heinkel He 111 series, whose military use was planned from the start, that the Do 17 V1 was contracted solely as a fast six-passenger mail plane to compete with the smaller Heinkel He 70 monoplane 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. 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!" Untucht's comments prompted Dornier to redesign the tail unit.
Dornier was then ordered to produce the V4. This differed from the V3 in that the passenger port holes were removed and the single vertical stabilizer was replaced with two smaller ones.
The tests of the "twin-tailed" prototypes Do 17 V4, V6 and V7 were positive and more prototypes like the V8 emerged as the forerunner of long-distance reconnaissance version, while the V9 was tested as a high speed airliner. The machine was still flying in 1944.
Initial production variants
The initial production variants were the Do 17 E-1 bomber, which was tested with two Daimler-Benz DB 600, and F-1 reconnaissance aircraft, powered like the early prototypes with BMW VI engines, entered production in late 1936 with the first Luftwaffe units converting to the Do 17 in early 1937. Dornier, meanwhile, planned a more advanced version of the Do 17, with more modern and powerful engines. A prototype was tested with the Hispano-Suiza 12Ybrs engines intended for the third aircraft, while other aircraft flew with BMW 132 or the Bramo 323 radial engines. The first prototype of the revised version, the Do 17M V1 (D-ABVD) was powered by two Daimler-Benz DB 600 engines, and demonstrated impressive performance, including a maximum speed of 425 km/h (264 mph). At the 1937 international airshow in Switzerland, the Dornier Do 17M V1 proved a leader in its class, and was faster than the fastest foreign fighter, the French Dewoitine D.510. The Do 17, along with the Messerschmitt Bf 109, won many prizes, demonstrating the prowess of German aviation designs. Despite this, owing to shortages in the supply of the Daimler Benz engine, with priority in supply going to fighters, the production Do 17M was fitted with the Bramo 323 engine, with the corresponding reconnaissance aircraft, the Do 17P, being powered by BMW 132N engines to give better range.
The Dornier Do 17Z
The Dornier Do 17Z series was the most recognised and mass produced variant, and saw more combat service than the E-U types. The type was modified due to combat performance during the Spanish Civil War. The forward fuselage was redesigned, with the cockpit area being "dropped", or extended further to enable a rear firing gunner position to be installed, and the canopy extended aft, until it was nearly parallel with the leading edge and wing root.
To test the design, the Do 17S and Do 17U were produced, both to be powered by the Daimler-Benz DB 600 powerplants. However, a call for all Daimler-Benz engines to be reserved for fighters led to the variants being fitted with Bramo Fafnir 323 A radial engines. The bomb load was extended to and a fourth crew member was added. It proved to be underpowered, so Bramo 323 P engines were then fitted. Only three Do 17S and 15 Do 17Us were built.
With the updates, the Dornier, with a full bomb load, had a combat radius of . Later variants, in the Do 17 Z-3, Z-4 and Z-5, which were fitted with cameras, dual trainer controls and floatation aids (for maritime operations) respectively, still could not solve the problems with range and bomb load.
Later variants of the Z model were developed. The Z-6 was to be a reconnaissance aircraft, although it was only built as a prototype. The Z-8 "Geier" was not produced. The Z-9, which was fitted with special bomb release equipment, and delayed release gear for low-level attack missions. The last Z variants, the Z-7 Kauz I and Z-10 Kauz II were nightfighter versions, which were used in that role until late 1940-1941.
Production
By the 19 September 1938, the Luftwaffe had received 579 Dornier Do 17s. These were mostly Do 17E, F, M and P variants.
During 1939-1940 some 475 Dornier Do 17Z bombers, 16 reconnaissance aircraft and nine night fighters were built. Another 100 Dornier Do 215s, an updated variant of the Do 17, were built during this period also.
Other Governments were interested in the Do 17. In June 1936 the Yugoslavian Government ordered 36 Do 17E variants from Germany. The negotiations for license were completed on the 27 June 1938 for 36 Do 17Ka's at the cost of 1,829,825 Reichsmark (RM). On 18 March 1938 Yugoslavia ordered 16 completed Do 17 Ka-2's and Ka-3's at a cost of 3,316,788 RM. They received the last on 21 April 1939. The machines were ranged from 72 percent to 96 percent complete.
The Government also sought to purchase the production license. The Yugoslavians perception of Dornier aircraft were that they were reliable, quality, and "rough". The Yugoslavs had already bought and operated the Dornier Komet during the 1920s for use in their Naval Aviation Corps (Pomorsko Vazduhoplovstvo - PL). Although much more expensive than its counterparts, the Do 17Ka, the type tested by Yugolsav test pilots, was selected due to the German willingness for short-term deliveries without limitations imposed on numbers.
The Dorniers were devoid of German equipment, including engines. The Yugoslavians found a French manufacturer to supply the powerplants instead. Gnome et Rhône was the supplier chosen, and the Gnome-Rhône Mistral Major engine was to be used in the Dornier. The French had inflated the performance data of the engine, claiming it to have 870hp and a speed of 420km/h at 3,850 metres. The constant-speed proppellers were also poor, and delivered late. This lead to trials with Piaggio Aero and Ratier propellers.
Only one of the Do 17s delievered was fitted out with German equipment. The rest of the Dorniers were equipped with Belgian FN 7.9mm machine guns, Czech camera equipment and eventually Telefunken radio sets. Altogether 70 Do 17s were produced by Yugoslavian factories.
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 17M V1 at the Zürich air races in 1937, the Yugoslavian Air Force bought licence rights for production at the Drzavna Fabrika Aviona factory in 1938. They equipped it with the more powerful Gnome-Rhône 14N radial engines (although the French exaggerated it its performance) 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 17 Kb-1 bomber aircraft and the second was the Do 17 Ka-2 reconnaissance aircraft. The final variant was the Do 17 Ka-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. Another two prototypes with DB 600 engines were produced as the Do 17 R-0, but did not enter production. Due to a shortage of Night fighters at least one Do 17 P-1 was assigned to this role. A smooth metal sheet was installed in place of its glass nose. Three MG 151/20 cannons. The machine operated under Luftflotte 1.
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 V12 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-0 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 PS (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 from 500 kg 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. From May 1940 422 Do 17 Z-2s flew with Kampfgeschwader 2, 3 76 and 77.
- 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.
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 Anlage 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.
Operational history in the Luftwaffe
The First Dornier Kampfgeschwader
In late 1936 the Do 17 E-1 began to be mass produced. The first Luftwaffe units to be receive the bomber were Kampfgeschwader 153 (KG 153), and KG 155. Aufklärungsgruppe (F)/122, a reconnaissance unit, began converting to the Do 17 F-1. In early 1937 KG 255 was formed, also to be equipped with the Dornier Do 17 E-1.
According to the Generalquartiermeister der Luftwaffe, 479 Do 17s were on strength. Some 100 more had been lost in crashed or sent to Spain. On 12 March 1938 Do 17Es of KG 155 dropped pro-Nazi leaflets on the city Vienna, as a prelude to the city's occupation during the German Anschluss operation. KG 153 received its first Do 17 E-1s on 20 September 1938, as part of a mass re-equipment program (note the significance of the date) The unit was redesignated KG 3 on 1 May 1939. KG 155 converted on to the type in early 1938. KG 252 was also equipped with the Do 17M, at this time to meet the threat of the Sudeten crisis. By December 1938 it had 26 Do 17s and 17 crews. On 1 May 1939 the Kampfgeschwader was redesignated "Kampfgeschwader 2".
Spanish Civil War
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 17 F-1 was to replace the Heinkel He 70 as a high-flying fast reconnaissance aircraft, while the Do 17 E-1 was to supplant the Condor Legion's aging Heinkel He 111B bomber. 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.
gliders can be seen in the background]]
Among the units committed to the Franco's cause was Hauptmann Rudolf Freiherr Von Moreau's 4.K/88. On 6 January 1937, it was decided by Erhard Milch, Albert Kesselring
and Ernst Udet that the "Legion" should have more modern aircraft. Soon 12 Do 17 E-1s, as well as He 111 B-1s and Ju 86 D-1s were dispatched to serve in Spain. The unit was named VB/88 (Versuchsbomben Staffel, meaning Experimental Bomber Squadron). VB/88s Dorniers were involved in a strike around Guernica, but that particular units objective was a bridge, rather than civilian areas. VB/88 dropped eight tonnes of bombs, while K/88 added 37 tonnes over the city itself causing the deaths of circa 1,500 people. The bombing of VB/88 straddled the bridge, the only other target hit by the German bombers that day was the rail station, no other military target was hit. On 8 July 1937 the Dorniers flew multiple sorties to protect Nationalist forces now threatening the capital, Madrid. At this point the Junkers Ju 86s had been withdrawn and replaced with the Do 17 Fs. In the spring of 1938 another unit, 1.A/88, equipped with Do 17s also arrived in Spain.
Polish Campaign
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. From 1939 to 1940, four of the Luftwaffe's bomber groups, KG 2, KG 3, KG 76 and KG 77 operated the Dornier. KG 76 and KG 77 operated the first generation Do 17E, with the other two Kampfgeschwader operating only the Do 17Z on the outbreak of war. On 1 September 1939, 533 Dorniers and 705 Heinkels were combat ready. The total strength of the Dornier force was approximately 100 Do 17 E-1s, 32 M-1s, 188 Z-1 and Z-2s as well as 213 P-1s. Its reliability and robustness afforded it great popularity in the Luftwaffe.
During the campaign Do 17s of I./KG 2 took part in the Battle of Bzura in which it used incendiary bombs against Polish forces consisting of Army Poznan and Army Pomorze. These raids caused a huge amount of Polish casualties, who by now had retreated to dense wooded areas, contributing to their vulnerability. The Do 17 had performed well, and could use its speed to outrun Polish fighter aircraft.
Norwegian Campaign
The only Do 17 unit known to have taken part was the 1.(F)/120 (Aufklärungsgruppe) long-range reconnaissance unit. It operated from Lübeck/Blankensee, in northern Germany, until the occupation of Denmark, and was then based at Stavanger on the 10 April 1940, after the Wehrmacht had secured southern Norway. Equipped with the Dornier Do 17 P-1 it provided reconnaissance intelligence over Norwegian coast and North Sea.
Battle of France
The first German aircraft shot down over France during the war was the Dornier Do 17P of 2(F)123, brought down by No. 1 Squadron RAF Hawker Hurricanes on 30 October 1939 by a Pilot Officer Mould. The Dornier, Wrk Nr. 4414, constructed at Blohm and Voss, crashed near Vassincourt killing all three of its crew, Hauptmann Balduin von Norman, Oberleutnant Hermann Heisterberg and Feldwebel Friedrich Pfeuffer.
The Do 17 saw its usefulness diminish during the French campaign. The design continued to be favoured by the Luftwaffe aircrews, as it was more manoeuvreable than the He 111 or Ju 88, and due to its ability to perform low level strikes well. An example of this was a raid carried out by KG 2 against the RAF-controlled airfield at Vraux on 10 May. Six Bristol Blenheims and two Fairey Battles of No. 114 Squadron RAF were destroyed, with many more damaged.
, summer 1940]]
However Allied fighter resistance on the first day was severe, and KG 2 and KG 3 of Fliegerkorps II lost a total of 19 Do 17s between them on the 10 May, the highest single daily loss of any Fliegerkorps over France. Only two weeks into the campaign, KG 2 and 3 suffered fuel shortages, keeping the Dorniers grounded, and forcing some attacks to be aborted.
By the beginning of June the Dornier Geschwader were encountering less opposition and losses declined sharply, as the Armée de l'Air was no longer a sufficient threat. However, over Dunkirk, the RAF fighters were inflicting a high loss rate. On 2 June, 30 German aircraft were destroyed, including 16 Do 17s, (4 from KG 2 and 12 from KG 3), and despite dropping some 320 tonnes of bombs, the Allies kept a toehold on the continent.
Battle of Britain
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 20 mm cannon (see image). The Junkers Ju 88 was now entering service in larger numbers, replacing the Do 17 at higher altitudes
The Dornier excelled at low-level attacks. However this was becoming more and more dangerous. The British were now firing rocket powered parachutes into the path of low-flying aircraft and draging them from the skies. Losses were considerable.
The Dorniers performance advantage at low altitude 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.
Among these was the famous casualty of Dornier Do 17 Z-2 F1 + FH Wk Nr.2361, piloted by Oberleutnant Robert Zehbe. Parts of the Dornier crashed into Victoria Station.
A significant event took place on 15 September 1940, known as the "Battle of Britain Day". Among the German bombers shot down that day was Dornier Do 17 F1+FS (Wrk Nr. unknown), found in a field near Shoreham. The Dornier was found to be fitted with a Flamethrower, installed in the tail. Oil, nitrogen and hydrogen cylinders were found in the fuselage, while the external pipe was fitted with a jet. Initially it was concluded that it was a smoke producing device to feign damage. But it was discovered that it was a device that was triggered by one of the rear gunners to destroy a fighter pursuing the bomber from line astern. However, the lack of oxygen meant that the device failed to function, and a continual spray of oil was emitted.
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, and the Ju 88 had a greater speed.
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.
The Dornier Do 17s losses in the Battle of Britain amounted to 132 machines destroyed, the lowest losses of the three German bomber types.
Balkans Campaign
For Further information:Operational history in other 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.
In 1940, the Yugoslavs license built 50 of these variants, but most were destroyed in the campaign.
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.
Among the German Kampfgruppen some 110 Do 17s were committed. The first attacks on Belgrade were undertaken at 06:51 in the morning of the 6 April. Among the German bomber strength was 102 Do 17s, carrying 18 SC 50kg fragmentation bombs, and 2 AB 36 cluster bombs. Some 82 Do 17s remained operational after the first day, with only one reported loss, a KG 3 machine, WNr 2563 5K+DS.
The Luftwaffe and its Dorniers would find the aerial situation similar over Greece, with little air opposition. KG 2 took part in the Battle of Crete. I./KG 2 lost six Do 17s and seven damaged between the 6 April and 31 May. III./KG 2 reported six losses and five damaged in the same period. III./KG 3 also participated in the Greek and Crete assaults. The Dornier Kampfgeschwader also participated in the attacks that inflicted heavy damage on evacuation Allied vessels.
Eastern Front
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. KG 2 was the only sole fully equipped Luftwaffe wing that operated the Dornier.
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 of the Iron Cross.
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The limitations of the Dornier remerged on the Eastern Front, namely its limited bomb capacity and it range. The vastness of this new theatre meant it usage declined. 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.
Total losses for Kampfgeschwader 2 on the Eastern Front in 1941 indicate three Do 17s lost in June, a further nine lost in July, nine in August, a single Dornier destroyed on the ground in September, three Do 17s in October, for a total of 24 lost in aerial combat and one on the ground. The unit was withdrawn at the end of October to convert to the Junkers Ju 88.
During October 1943 the Do 17s of Luftlandegeschwader 1 helped resupply, and partially evacuate the German 17th Army from the Kuban. Some Do 17s were still being used by Schleppgruppen 1 and 2 ("Glider towing unit 1 and 2") in early 1945.
The Do 17 continued to see action in other air forces after the mass conversion to the Ju 88 in the Luftwaffe. Seven Do 17s serving with Finnish Air Force survived the end of hostilities and continued to serve until they were scrapped in 1952.
Night fighter
There were only two versions of the Do 17 night fighter, the Z-7 Kauz (Screech Owl), and Z-10 Kauz II. The glazed nose was removed and replaced with a solid nose containing three 7.92 mm MG 17 machine guns and one MG FF cannon. This proved ineffective. The armament was upgraded, and the crew could reload the 20 mm cannon internally. The Z-10 contained an IR searchlight (Spanner-Anlage)for the Spanner infrared detection system. A single Kauz II was equipped with and tested the Lichtenstein airborne radar.
Only nine Z-10s were completed and served for less than two years in the night fighter role, where it was used in Josef Kammhuber's defensive system, known as the Kammhuber Line. They were found to be inferior by their crews, when compared to the Junkers Ju 88C. Some German night-fighter aces like Helmut Woltersdorf flew the Do 17 and Do 215.
All surviving Z-10s were removed from front line duty in summer 1942. They were either used as airframes to provide spare parts or transferred to night fighter schools. The Dornier Do 217 would be employed in this role well into 1943.
Operational history in other Air Forces
Royal Yugoslav Air Force
At the beginning of the Yugoslavia entery into the 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.
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. After completing their task, five Do 17K were destroyed when Italian aircraft attacked the Greek Paramithia airport. Only two Do 17Kb-1s escaped destruction and later joined the RAF in Egypt, where they were allocated the serial numbers AX707, and AX706. However, both machines were destroyed in an air attack on 27 August 1941. During this time, it is also recorded that two Dorniers escaped to the Soviet Union.
Bulgarian Air Force
After is participation in the Balkans campaigns against Yugoslavia and Greece, the Bulgarians were given a large number of equipment and captured Yugoslav Dorniers. These including spare part, engines and landing gears. The Dorniers were assigned into a Bomber unit 1.5./bombardirovicen orlijak (BO). They had operated 11 Do 17 M-1s and P-1s since 1940. In the Bulgarian occupation zones of Yugoslavia the Do 17s carried out missions against Yugoslav Partisans in 1941-44. They also supported Croatian forces in the same role.
In September 1944 the Bulgarians switched sides and declared war on their former Axis ally, Germany. In 71 days of operations against German forces some 32 Do 17s in Bulgarian service were lost. In 362 combat sorties the pilot claimed 173 lorries and motor vehicles, 42 railroad cars, seven armoured vehicles and 10 aircraft destroyed or damaged. Actual German losses were nowhere near this total. As part of their War reparations to Yugoslavia, four Do 17s were delivered by Bulgaria after the war. The machines subsequent fate remains unknown.
Finnish Air Force
In November 1941, Reichsmarschall 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.
The following 15 Dorniers saw service in Finnish hands:.
- Dornier Do 17 Z-2, WkNr 3323, BC+NE. Redesignated DN-51. Flew 454 hours 25 minutes mission time. Destroyed/written off on 9 October 1944
- Dornier Do 17 Z-3, WkNr 2608, DM+DV. Redesignated DN-52. Scrapped 19 September 1952
- Dornier Do 17 Z-3, WkNr 4242, DC+PZ. Redesignated DN-53. Flew 220 hours 5 minutes mission time. Destroyed 8 August 1943
- Dornier Do 17 Z-3, WkNr 2856, PF+CW. Redesignated DN-54. Flew 358 hours 35 minutes mission time. Destroyed 9 October 1944
- Dornier Do 17 Z-3, WkNr 3498, V5+MH. Redesignated DN-55. Logged 812 hours 5 minutes flying time. Scrapped 19 September 1952
- Dornier Do 17 Z-2, WkNr 3425, V5+BK. Redesignated DN-56. 639 hours 40 minutes mission time. Destroyed 9 October 1944
- Dornier Do 17 Z-1, WkNr 1155, C4+BZ. Redesignated DN-57. Logged 812 hours 5 minutes flying time. Scrapped 11 December 1952
- Dornier Do 17 Z-3, WkNr 2905, 5K+DV. Redesignated DN-58. Scrapped 19 September 1952
- Dornier Do 17 Z-1, WkNr 3228, V5+GL. Redesignated DN-59. Flew 884 hours 50 minutes mission time. Destroyed 9 September 1944
- Dornier Do 17 Z-3, WkNr 2818, 5K+CR. Redesignated DN-60. Flew 479 hours 5 minutes mission time. Destroyed 11 January 1945
- Dornier Do 17 Z-2, WkNr 4187, CQ+HG. Redesignated DN-61. Flew 348 hours 15 minutes mission time. Destroyed 9 October 1944
- Dornier Do 17 Z-3, WkNr 1218, V5+3L. Redesignated DN-62. Flew 704 hours 30 minutes mission time. Destroyed 9 January 1943
- Dornier Do 17 Z-3, WkNr 2873, PF+DN. Redesignated DN-63. Flew 505 hours 5 minutes mission time. Destroyed 9 September 1944
- Dornier Do 17 Z-3, WkNr 2622, 5M+L. Redesignated DN-64. Scrapped 19 September 1952
- Dornier Do 17 Z-1, WkNr 1175, PG+GA. Redesignated DN-65. Flew 95 hours 30 minutes mission time. Destroyed 16 July 1943
Croatian Air Force
Ante Pavelic declared Croatia an Axis satellite during the Balkans campaign in April 1941. It formed an air unit called Hrvatska zrakoplovna legija, or Croatian Air Force Legion on 27 June 1941. It had 160 airmen which attended German aviation schools such as Kampffliegershule 3 in the Baltic. The purpose was to train them to operate the Do 17Z. It was deployed to the Eastern Front soon after.
On 31 October 1941 the unit was merged into Kampfgeschwader 3 as 10(Kroatisch)/KG 3. The unit did not suffer its first fatalities until 1 December 1941 during the Battle of Moscow. By the time of its withdrawal to Croatia in February/March 1942 the unit was credited with 366 combat sorties, 71 low-level attacks, four villages, 173 buildings, 276 enemy vehicles and 11 enemy aircraft shot down..
Operators
- Bulgarian Air Force received eleven ex-Yugoslav aircraft in 1941. They remained in service until at least 1945.
Independent State of Croatia
- Royal Hungarian Air Force received one ex-Yugoslavian Do 17Ka-3.
Spanish State
- 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.
- Swiss Air Force operated a single Do 17Z-2, interned after landing at Basel Airport in April 1940.
Kingdom of Yugoslavia
- Royal Yugoslav Air Force
- Royal Air Force pressed to service two Yugoslav built Do 17K's which escaped Yugoslavia with King Peter and gold,
- United States Army Air Force operated at least one Do 17E-1, WkNr 2095. Renamed Axis Sally, it was taken to the United States after the war and tested.
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. Various large relics of the Do 17 are held by public and private collectors.
Specifications (Do 17 Z-2)
See also
Footnotes
The unit in question was 2nd Squadron of the 123rd Long Range Reconnaissance Group, or 2(Fernaufklaerungsgruppe)123.
Goss quotes "IV. and V./KG 2" as carrying out the attack, however neither unit existed. It was actually II.KG 2. IV(Erg)./KG 2 and V.(Z)/.KG 2 were the only two similar named units, and they were not created until 16 August 1940 and 20 June 1943 respectively.
Goss again quotes "9/KG 76". This implies 9 Gruppe of KG 76. No such unit existed. Goss is referring to 9 Staffel of III Gruppe, Kampfgeschwader 76, or 9.III./KG 76
Photographs of the relics are provided under the "Relics" link at the bottom of the website.
Citations
Bibliography
- Bergström, Christer. Barbarossa - The Air Battle: July-December 1941. London: Chervron/Ian Allen, 2007. ISBN 978-1-85780-270-2.
- Bungay, Stephen. The Most Dangerous Enemy: A History of the Battle of Britain. London: Aurum Press 2000. ISBN 1-85410-721-6(hardcover), ISBN 1-85410-801-8 (paperback 2002).
- de Zeng, H.L., D.G. Stanket and E.J. Creek. Bomber Units of the Luftwaffe 1933-1945: A Reference Source, Volume 1. London: Ian Allen Publishing, 2007. ISBN 978-1-85780-279-5.
- de Zeng, H.L., D.G. Stanket and E.J. Creek. Bomber Units of the Luftwaffe 1933-1945: A Reference Source, Volume 2. London: Ian Allen Publishing, 2007. ISBN 978-1-903223-87-1.
- Ciglic, Boris and Dragan Savic. Dornier Do 17 - The Yugoslav Story: Operational Record 1937-1947. Belgrade: Jeroplan Books, 2007. ISBN 978-8-69097270-8.
- Dressel, Joachim and Manfred Griehl. 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, William. Warplanes of the Second World War, Volume Eight, Bombers and Reconnaissance Aircraft. London: MacDonald. 1967.
- Green, William and Gordon Swanborough. "The Annals of the 'Pencil': The Story of the First-Generation Dornier Do 17". Air Enthusiast. Issue 30, March—June 1986. Bromley, Kent, UK: Pilot Press, pp. 38—53. ISSN 0143-5450.
- Green, William and Gordon Swanborough. "Balkan Interlude - The Bulgarian Air Force in WWII". Air Enthusiast. Issue 39, May–August 1989. Bromley, Kent: Tri-Service Press, pp. 58–74. ISSN 0143-5450.
- Hooton, E.R. (2007). Luftwaffe at War; Gathering Storm 1933-39: Volume 1. London: Chervron/Ian Allen. ISBN 978-1-903223-71-7.
- Hooton, E.R. Luftwaffe at War; Blitzkrieg in the West: Volume 2. London: Chervron/Ian Allen, 2007. ISBN 978-1-85780-272-6.
- Keskinen, Kalevi & Stenman, Kari. (1999). Suomen Ilmavoimien historia 2: Dornier Do 17Z, Junkers Ju 88A-4. Hobby-Kustannus Oy. ISBN 952-5334-01-5
- 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.
- Smith, J.R. The Do 17 & Do 215. Profile Publications. No. 164. 1967.
- Smith, J.R. and Antony L. Kay. German Aircraft of the Second World War. London: Putnam, 1990. ISBN 85177-836-4.
- Staerck, Christopher and Sinnott, Paul. Luftwaffe: The Allied Intelligence Files. Potomac Books. ISBN 978-1-57488-387-9
External links
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