Bomber Dornier Do17. Dornier Do.17 - Bombers - Army Aviation - Articles catalog

Dornier

Designed as a high-speed mail plane for Deutsche Lufthansa and first flown in 1934, the Do-17 soon "changed specialization". Three single-fin aircraft of this model were followed by 12 prototypes of a new high-speed bomber with a two-fin tail. This aircraft entered service from the beginning of 1937 and soon earned the nickname "flying pencil" for its strongly elongated fuselage.

The first military modification had two designations: DO-17E-1 - high-speed bomber and Do-17F-1 - long-range photo reconnaissance; on the latter, instead of a bomb load, additional fuel tanks and two cameras were installed. These two models were distinguished by high speed and were considered to be fully and completely in line with the standards of that time, but quickly became obsolete.

Do 17E-3 in the USSR before the war. At least twice the aircraft fell into the hands of Soviet specialists in good condition. On March 20, 1941, a Do 17E-1 landed at the Velsk airfield in Western Belarus, and the next day, a Do 17E-3 landed nearby in the town of Tsekhanovets. In both cases, the crews allegedly lost their bearings in difficult weather conditions. The aircraft belonged, respectively, to the Warsaw and Torun aviation schools and were studied in detail by the engineers of the Air Force Research Institute who arrived on the scene promptly. Compared to the Do 215s bought by the Soviet Union, these machines differed for the worse. Our experts noted the cramped cabin, unsatisfactory visibility, small angles of machine gun fire, and low-power BMW VI engines. In the act of inspection, signed by military engineers of the 1st rank Kulikov and Avakimyan, as well as a military engineer of the 2nd rank Gulnik, it was reported: “Built in 1936-1937. Do 17E aircraft are obsolete, the Germans are decommissioning military aviation and transferred to schools for use in training purposes ... Aircraft are of no interest to us.

The captured planes were returned to Germany, at least one of them; it is known that the above-mentioned Do 17E-3 No. 3003 was used by the Germans as glider tugs during the war with the Soviet Union until 1943.

Dimensions.
Characteristics
Crew	3-4 people
Wingspan, m	18
Aircraft length, m	16,25
Aircraft height, m	4,32
Engine.
2 x 12-cylinder V-shaped BMW VI-7.3	750 HP
Masses and loads, kg:
Empty plane	4500
Maximum takeoff	7040
flight data.
Maximum speed, km/h	355
Practical ceiling, m	5100
Flight range with maximum bomb load, km	500
Armament
7.92 mm machine gun on the starboard side, place for a 7.92 mm machine gun in the lower canopy, 7.92 mm machine gun on the turret behind the cockpit, 7.92 mm machine gun under the fuselage, bombs in the bomb bay	750kg

Do-17 modifications

Do 17E-1 - produced since 1937, the first serial modification of the bomber. The bomb load was only 500 kg; defensive armament consisted of a single 7.92 mm machine gun mounted openly at the rear of the cockpit. The aircraft was tested in combat operations in Spain.
Do 17F-I - a three-seat reconnaissance aircraft produced in parallel with the "E" modification. Aerial cameras RB 50/18 or RB 50/30 were installed in the bomb bay and LC 50F lighting bombs were suspended.
Do 17K - export version of the Do 17, developed for Yugoslavia. It had French Gnome-Rom 14N1 / 2 engines. There were options for the Do 17Kv-1 bomber and the Do 17Ka-2 and Do 17Ka-3 scouts.
Do 17M - a further development of the "E" modification with an electric drive for retracting the landing gear, a closed upper rear firing point and two Bramo 322A-1 engines. Bomb load increased to 1000 kg.
Do 17P - reconnaissance aircraft, similar in design to the "M" modification. Aircraft Do 17 modifications "M" and "P" were built under license in Yugoslavia. The total number of cars built was approximately 70 units.
Do 17R - experimental aircraft for testing engines and special equipment.
The Do I7S is an experimental high-speed reconnaissance aircraft with DB 600G engines and a new cockpit featuring a large glass area.
Do 17U - modification of the air command post with a crew of five, developed on the basis of the "Z" modification.
Do 17Z - developed on the basis of the experience of the war in Spain and produced since 1939, the main serial modification. A total of 509 machines of this modification were produced, there were the following options:
Do 17Z-0 - an experimental aircraft of the "Z" modification. which was a development of the “S” modification with two Bramo 323A-1 engines with a power of 900 hp. With. and with defensive armament of three 7.92 mm MG 15 machine guns.
Do 17Z-1 - production version with an additional 7.92 mm machine gun in the forward fuselage. The bomb load was clearly insufficient - 500 kg.
Do 17Z-2 - version with 1000-hp Bramo 323P engines, bomb load increased to 1000 kg.
Do 17Z-3 - photo reconnaissance variant, 22 aircraft produced.
The Do 17Z-4 is a dual control trainer aircraft.
The Do 17Z-5 is an experimental aircraft used to develop means of rescuing bombers shot down over the sea. Had inflatable rubber bags in the bomb bay and engine nacelles.
The Do 17Z-6 and Z-10 are night interceptor fighters developed in 1940 to fight British bombers. They had powerful machine-gun and cannon armament and infrared aircraft detection equipment.

Sources

"Aviation of the Luftwaffe" / V.N. Shunkov/
German trace in the history of domestic aviation. /Sobolev D.A., Khazanov D.B./
"Encyclopedia of military equipment" /Aerospace Publishing/

In the mid-1930s, rumors began to seep into the French and British aviation ministries about a very fast high-wing bomber; faster than existing fighters. The existence of such an aircraft was confirmed by a demonstration in Bückeberg in October 1935 of one of the experimental machines. But only in July 1937, when the Do.17-V8 beat all fighters, winning the Circle of the Alps race in the international military aircraft competition in Zurich, 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 impact.

The Do.17 was created when, in Germany, air warfare theory relegated fighters to a secondary role, giving priority to high-speed bombers capable of evading interception. And although this theory still had to be proven, with the advent of Do.17 it received an additional impetus. The machine indicated the Germans' penchant for relatively small, powerful, multi-purpose aircraft with a high wing load. 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 on the European express service, Lufthansa ordered a high-speed mail plane capable of carrying mail and six passengers. According to these requirements, Dornier designed an aircraft using the latest achievements 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 with an equally long nose. Do.17 had a very thin profile, but its center section was very wide. The forward section of the fuselage changed from an oval shape to an inverted triangle twice as wide at the top in the central fuselage section. Then the fuselage again moved to an oval section. The fuselage was assembled from frames connected by stringer channels and was sheathed with light alloy sheets. The wing is of a two-spar design, partly with metal and partly with fabric covering. Spars of asymmetric profile 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 undersurface of the wing. Slotted flaps went from the ailerons to the fuselage. All fuel was located between the spars of the center section near the fuselage. The main landing gear retracted back into the engine nacelles. The rear wheel was also removed.

The first experimental Do.17-V1 was completed and flown in the fall of 1934, and V2 and V3 joined the test program before the end of the year. All three aircraft in 1935 were transferred to Lufthansa for testing. Although the aircraft was completely suitable for Lufthansa in terms of flight characteristics, it was not suitable for practical use due to insufficient passenger capacity. The narrow fuselage contained two very cramped cockpits. 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 miracles of 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 ended the career of Do.17, if it were not for an accidental visit to the factory in Leventhal by a former employee of the firm of flag-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 experienced Do.17. Good impressions of the handling and high flight characteristics of the aircraft allowed Unticht to propose the installation of an additional keel to provide greater stability and use the aircraft as a bomber. Although Dornier's staff were skeptical of the idea, the RLM's Technical Department considered Unticht's proposal acceptable. After preliminary studies of the aircraft by the RLM pilot, the company received an offer to produce the 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 in appearance only in the sealing of the windows and the installation of spaced plumage to prevent yaw. Internal changes included installing a compartment behind the first wing spar. Compared to transport options, the length of the V4 was reduced from to 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, while the V5 was powered by two 12-cylinder water-cooled Hispano-Suiza 12Ybrs engines with a power of 775 hp near the ground and 860 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 was no defensive armament on the Do.17, as the Luftwaffe believed that speed alone was sufficient to defend against fighters. The next experimental Do.17-V7 aircraft was already armed, but only with one MG-15 machine gun back on a mobile mount in a blister on the fuselage. The fire from it was led by a radio operator. He also received a rounded glazed bow. The V8 remained at Dornier as a prototype aircraft, while the V9, which appeared in the spring of 1936, was considered in all respects the prototype of the Do.17E-1 serial bomber.

Do.17-V9 (D-AHAK) differed from its predecessors in several ways. The fuselage due to the nose section was reduced to 16.2 m. The machine gun blister was aerodynamically improved, and the vertical tail unit was enlarged. Full combat equipment was installed. Two years later, the Do.17-V9 was adapted for a high-speed communication aircraft and served in this form until 1944. The V10 (D-AKUZ) was used for engine testing and did not have a nose glazing and defensive armament. Initially, he flew with engines VMW-VI-7.3 instead of VMW-VI-6.0 of the first prototypes. Having a high 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, Löwenthal 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, these two models were almost identical. The latter did not have a bomb sight and a bomb release mechanism. An additional fuel tank was installed in the fuselage, and a couple of cameras were installed in the bomb bay. Both variants were equipped with VMW-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 contained 500 kg of bombs on a horizontal sling. A typical load was 10 x 50 kg of bombs, or 4 x 100 kg of bombs, or 2 x 250 kg of bombs. With a reduction in flight range, the load could be increased to 750 kg.

Shortly after the Technical Department showed interest in a Do.17-based bomber, Dornier began to develop a more technologically advanced aircraft design, breaking it down into separate components to facilitate the work of subcontractors. In addition, quite a significant repair could be carried out in the field. As a result, it was decided to take the Do.17 into a large series as the first serious program of the German aviation industry, which provided for the use of extensive cooperation and became a model for all subsequent similar programs. As a result, before the end of 1936, the first production aircraft left the assembly line. Some initial difficulties with subcontractors did not affect the rapid increase in production, and from the beginning of 1937 a significant number of vehicles had already been delivered to the Luftwaffe for military trials.

The importance attached to this combat experience at the Luftwaffe headquarters 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, having 15 Do.17F-1 in its composition. In the Condor Legion, the squadron received the designation 1.A / 88. The Dornier planes here replaced the He.70F-2s handed over to the Spanish Falangists. The Do.17 quickly demonstrated the ability to avoid interception by Republican fighters, proving the 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 on this aircraft, and the He.70F was quickly withdrawn from combat units during 1937-38. Aircraft from Aufkl.Gr.(F) / 122 were located at the Prenzlau airfield and were soon supplemented by five more regiments of long-range reconnaissance Aufkl.Gr.(F) / 121 in Nyhausen, / 123 in Grossenhain, / 124 in Kassel, / 125 in Würzburg and /127 in Goslar.

In the meantime, in Spain, 20 Do.17E-1 bombers were added to the scouts from 1.A / 88, which supplemented the He.111B in 1. and 2.K / 88. Like scouts, the bombers acted almost with 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.17Es and Fs, along with a small number of Do.17Ps (10 delivered in 1.A/88), were handed over to the Spanish Falangists. From their base in La Senia, Grupo 8-G-27 was formed with mixed Spanish-German personnel. In service with the Spaniards, Do.17s were known as Bakalaos. When the civil war ended, 8-G-27 had 13 Do.17E and Do.17P in Logrono, which remained in service for several years.

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

Engines - two VMW-VI-7.3; 12-cylinder liquid-cooled, takeoff power 750 hp
Armament:
2 x 7.9 mm MG-15 machine guns - in the lower hatch and under the lantern on top
maximum bomb load - 750 kg
Max speed:
near the ground - 352 (355) km / h
at an altitude of 4000 m - 308 (313) km / h
Cruising speed:
near 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 serial 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 under Daimler-Benz DB-600a engines - 12-cylinder liquid-cooled, take-off power of 1000 hp and is equipped with three-bladed variable pitch propellers. It showed a top speed of 422 km/h. It was supposed to start delivering Do.17M with DB-600a engines to the Luftwaffe, but fighters had priority in the supply of these engines. Dornier was forced to consider installing another motor. The choice fell on the Bramo-323A-1 Fafnir - a 9-cylinder radial with a power of 900 hp on 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 suited to both types of engines, and thus in late 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 necessary range with the Fafnir engines, Dornier chose for the Do.17P another 9-cylinder air-cooled engine - the VMW-132N of lower power (865 hp on takeoff and 665 hp at an altitude of 4500 m), but which had the best economy.

The series was preceded by two experimental aircraft with Bramo engines - Do.17M-V2 and V3 (V13 and V14 within the framework of the general Do.17 program) and one aircraft with ВMW-132N - Do.17P-V1 (V15). In addition to some strengthening of the structure associated with greater engine power and greater load, the new aircraft was no different from its predecessor. Changes were made to the composition of 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 with the help of a ring sight. Also, this machine gun could be used as a mobile navigator, but the firing angles were very limited. Do.17M and P, who 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 to hold a maximum of 1,000 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 variant. Installing dust filters and equipment for operation in the desert turned the aircraft into a Do.17M-1/Trop or P-1/Trop. The scout was distinguished by installing a pair of Rb-50/30 or 75/30 cameras in the bomb bay and removing the bomb sight.

In 1938, Do.17M and P began to be replaced in combat units by modifications E and F. As mentioned above, the first 10 production Do.17P-1s were sent to Spain as part of 1.A/88 of the 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 has already begun. Thus, the Do.17M was not in production for long, and the reconnaissance version, the Do.17P, outlived it in combat units of the Luftwaffe.

Performance characteristics of Do.17M-1 (P-1)
Type - three-seat medium bomber (long-range reconnaissance)
Engines - two BMW Bramo-323А-1 Fafnir (ВМW-132N); 9-cylinder air-cooled, take-off power 900 (865) hp and 1000 (665) hp at an altitude of 3100 (4500) m
Armament:
3 x 7.9 mm MG-15 machine guns - on the right side of the windshield, in the hatch installation and under the top cap
up to 1000 kg of bombs
Max speed:
near 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 the much improved bomber variant, the Do.17Z. This model entered service simultaneously with a major reorganization of combat units. Three out of four squadrons with Do.17 were reduced in their composition from three to two regiments, and the fourth was re-equipped with He.111. True, at the same time another squadron was formed on Do.17, with the transfer of three regiments from existing units. After that 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.17s of various modifications.

During the Spanish Civil War, it became apparent that better rear-to-bottom protection was required - the hatch MG-15 had too limited firing angles to provide an effective defense. As a result, the Dornier designers in early 1938 created a completely new nose, fully meeting the requirements of combat use, but aerodynamically less clean. Crew accommodation on the Do.17 has always been cramped to ensure maximum mutual support. The scorer was located in the bow, glazed with flat panels - a facet. The lower part of the cockpit was lowered and lengthened back to the wing, ending with the installation of a MG-15 machine gun for back-down firing.

The new forward fuselage section was first used on a Do.17S-0 equipped with two DB-600Gs and a crew of four. The first of three DO.17S-0 - D-AFFY flew in early 1938. The aircraft was delivered for testing by the Luftwaffe, but no series was ordered. At the same time, 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 the further modernization of the aircraft. This was followed by the Do.17Z, which replaced the Do.17U on the assembly lines. Two Do.17Us were delivered to the air communications unit Ln.Abt.100, which entered the 100th regiment in November 1939. Two Do.17Us were part of the headquarters squadron.

Do.17Z differed little from S and U, but instead of 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 consisted of three MG-15 machine guns: one on a swivel at the end of the cockpit, the other on the right side of the windshield and the third in a hemispherical installation at the bottom of the cockpit. On Do.17Z-1, a fourth MG-15 was installed in the bow of the bombardier.

The Do.17Z-1 was essentially 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 handling and maneuverability of its predecessor was preserved, 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 on takeoff and 940 hp at an altitude of 4000 m, they again returned to a load of 1000 kg. However, the increase in combat load required a reduction in fuel capacity, so that the tactical radius was only 330 km. For some missions, the Do.17Z-2 could accept another crew member. In a small number, the Do.17Z-3 reconnaissance bomber was also released, 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 with crews and maintenance personnel. It was the most reliable Luftwaffe bomber, 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 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.

The performance characteristics of the Do.17Z-2
Type - four-seat medium bomber
Engines - two Bramo-323R Fafnir, 9-cylinder radial, with a power of 1000 hp on takeoff and 940 hp at an altitude of 4000 m
Armament:
7.9 mm machine guns - 2 x MG-15 forward fixed, 2 x MG-15 in side windows, 2 x MG-15 rear one above and below the fuselage
maximum bomb load 1000 kg in options of 20*50 kg or 4*250 kg of bombs
Max speed:
with a maximum takeoff weight: 300 km / h at the ground; 360 km/h at 4000 m
with a weight of 8050 kg: 342 km / h at the ground; 410 km/h at 4000 m
Cruise speed with maximum takeoff weight:
270 km/h near the ground
300 km/h at 4000 m
Range with a normal supply of fuel and 1000 kg of bombs - 330 km
Maximum flight range with an additional fuel tank and 500 kg of 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 early summer of 1940, the reluctance of the Luftwaffe high command and Goering himself to take into account the possible need for night fighters was clearly visible. Defensive thinking was not for the German leaders. The Führer had already decided in mid-1941 to go to war with the Soviet Union, and fantastic successes were achieved in the West. The new war was supposed to be fought on one front, and the tasks of the Luftwaffe 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 searchlighters was also organized. For night flights, 10./JG-26 was formed on 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 plane would cross the Ruhr.

On the night of May 16, 1940, this complacency of the Lutfwaffe headquarters was greatly shaken by the blow of the RAF Bomber Command. 99 Wellingtons, Whitleys and Hempdens from the 3rd, 4th and 5th bomber groups were thrown into the bombing of industrial centers and railway lines. The low fog scattered the light of the searchlights and, accordingly, reduced the effectiveness of anti-aircraft artillery. The formation of nightlights hastily began. Two squadrons of the 1st regiment of the 1st hunter squadron with Bf.110C were transferred to Dusseldorf to practice night tactics, and on July 20, 1940, the 1st regiment of the 1st night fighter squadron was advanced to Venlo in the Netherlands.

Nightlights, headed by Goering appointed Colonel Josef Kammhuber, were intended not only for defensive operations, which, with the withdrawal of France from the war, were considered unlikely. They were primarily intended to take part 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 from the very beginning considered a regiment of long-range night fighters. Their main purpose was night raids on British bomber bases in East Anglia. As a result, Dornier Werke 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 time to conduct patrols near British airfields and attack returning aircraft, which had only a small margin of speed during landing, which did not allow them to evade the attack.

The first version of the Do.17Z-6, known as Kauts (Sych), was practically identical to the Z-3, and differed only in the presence of a bow from the Ju.88C-2. She 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 upper and lower MG-15 machine guns, and the engineer had to reload the MG-FF magazines through the port in the cockpit. The rear bomb bay was retained and could hold 10*50 kg or 2*250 kg bombs, while the front compartment was occupied by a 900 l tank.

Although the section of the fuselage 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 variant. The aerodynamically new nose was cleaner and carried four MG-17 machine guns on the top and two MG-FFs on the bottom. The gun magazines were still to be changed by the flight engineer, and the machine gun magazines were placed similar to the automatic pistol magazines. In the very nose there was an infrared locator, the so-called Spanner-Anlage (boot block), which made it possible to detect hot exhaust gases of an aircraft flying in front of the fighter. The data from the locator 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 own aircraft from another's with the help of this device, and the pilot had to decide for himself whether to attack the detected aircraft. For shooting, the Revy C12 / D sight was used.

II/NJG.1 was formed as a long-range night fighter regiment. The core of it was a squadron of hunters from KG.30, who 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 with 20 Ju.88C-2s converted from Ju.88A-1 bombers on the assembly line. The new II / NJG.1 received Bf.110D-1 / U1 fighters from three squadrons of I / ZG.76 and was based in Deelen, in Holland. In the meantime, the 3rd squadron from NJG.1 received Do.17Z-10 Kautz-II and was included in the II / NJG.1, as the 4th squadron (the former 4th squadron on Bf.110 was transferred to the I / NJG .1). Operating from Deelen as a separate unit within the Schiphol Special Command, the 4th Squadron NJG.1 achieved its first success, which was also the first victory of the entire regiment. On the night of October 19, 1940, Lieutenant Ludwig Becker's Do.17Z-10 intercepted Wellinggon, heading for the Süder See, with the help of a "shoe block".

October 16 Kammhuber received the rank of major general and the position of chief of night fighters. He had four regiments under him, a third of the squadrons of which were intended for the role of hunters. Of these, I/NJG.62 operated from Giltz-Rhein and 4./NJG.1 from Deelen. Pilots of Ju.88C and Do.17Z-10 worked out the technique of attacking British British bombers, who were on the waiting circle before landing. Several aircraft were shot down, but the indirect losses of the British were large - many bombers were heavily damaged during the hasty landings of the pilots. There were much fewer successes in the defense of their cities, since the British bombers learned to bypass the searchlight fields - a necessary attribute of the air defense system with the then fighters.

In addition to combat operations, the 4th NJG.1 Squadron was also used to test new fighter equipment. In late December 1940, just as the squadron was being re-equipped from the Do.17Z-10 to the Do.215B-5 and moved to Leeuwarden, a team from the test center in Rechlin arrived with two Würzburg-A radars to test the new guidance technique. One calculation accompanied the fighter, the second - the target, and the ground controller gave the direction to the fighter. This system was dubbed "himmelbett", and consisted of four components: Freya (warning system), two Wurzburgs and Seeburg (air situation tablet). With the successful completion of tests at Leeuwarden with the help of 4./NJG.1, the Himmelbett was put into mass production.

With the arrival of 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 became popular night ace - did not return from such a task. All night raids were banned by Hitler's personal directive. 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-10s were transferred to 4./NJG.2 - II Regiment of the 2nd Nightlight Squadron was formed on November 1, 1941.

In the first months of 1942, Kautz-II were finally withdrawn from combat units. Given the small number of such fighters and the riskiness of the tasks they faced, their service career was surprisingly long. The aircraft was popular with the crews. His flight performance, although not allowed to catch up with British bombers, was sufficient for night operations, when it was possible to wait for their moment, and the weapons were effective. Some aircraft were equipped with an additional MG-15 machine gun, which stood behind the pilot and fired upwards through the hatch at an angle to the horizon. This scheme was proposed by Lieutenant Schenert of I / NJG.2 and was later developed in the "shrag musical", although the facts of the use of such a setup in real combat on the Z-10 were not noted.

Combat career

On September 2, 1939, nine regiments from KG.2, 3, 76 and 77 were equipped with Do.17s, with 370 aircraft, of which 319 were combat-ready. Of these, 212 were Do.17Z-1 and Z-2 (188 combat-ready). The remaining ones were Do.17M-1s and a small number of Do.17E-1s waiting for a close replacement. 23 reconnaissance squadrons had 262 Do.17s (235 combat-ready). All but one squadron were armed with Do.17P-1s, the rest 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 fleet in the northeast of Germany; three squadrons - 1, 2, 3. (F) / 122 - as part of the II air fleet in the north-west of Germany; six - 1, 2, 3. (F) / 22 and 1, 2, 3. (F) / 123 - as part of 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 Do.17 squadrons, 7. and 8.(F)/LF.2, were part of the second Luftwaffe training squadron.

The first Do.17 sortie in World War II was carried out by Do.17Z-2s of the III/KG.3, which took off from Heiligenbeil in East Prussia at 5.30 am - 45 minutes after the official declaration of war - to bomb the approaches to an important railway the bridge under Dirschau, the main artery across the "Polish Corridor". Most of the four squadrons with Do.17s (KG.2 and 3 in the north and KG.76 and 77 in the south) were thrown into the attack on Polish airfields, warehouses, troop concentrations and main defense centers - the main targets throughout the entire Polish campaign .

Squadrons with Do.17 were not used in the Norwegian operation in April 1940, but they all participated 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 the KG.2, Colonel Fink, even received the title of "Kanalkampführer". He was tasked with clearing the English Channel with Do.17Zs from his squadron. The first attack on the Dover convoy was made on 10 July. On August 13 at 7-7.30 am, Do.17Z from HQ Squadron and III / KG.2 bombed Eastchurch and lost five vehicles. Two days later, 88 Do.17Z - practically all aircraft of the 3rd Squadron - bombed Eastchurch and Rochester. On August 16, Do.17s from I/KG.2 and III/KG.76 attacked West Mallin; on August 18, I and III/KG.75 bombed Kenley and Bigin Hill.

In addition to good maneuverability, the Do.17Z was capable of reaching speeds of up to 600 km/h when attacking in a gentle dive. This allowed the aircraft to operate, perhaps, most effectively among other German bombers during the Battle of England. Despite the crew's lack of body armor, the Do.17Z was capable of withstanding severe combat damage. But when there was practically no serious opposition from fighters over Poland, the weakness of defensive weapons was quickly revealed over Britain. As a result, parts of the technical support installed a pair of MG-15 side machine guns, from which the radio operator fired. In the battles over Britain, Do.17s usually followed 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 wane.

II Regiment KG.76 received Ju.88A from the very beginning, and by the end of 1940 Regiments I and III were also re-equipped with Junkers aircraft from Do.17Z. Even before the start of the Battle of England, the KG.77, which had suffered heavy losses back in July, was withdrawn to be reformed from the Do.17Z to the Ju.88A. The KG.3, which had taken part with the KG.2 in the first night raid on London in September 1940, also received the Ju.88A, but kept the Dornier bombers as well. Thus, by the beginning of the invasion of the Soviet Union on June 22, 1941, only the KG.2 was fully equipped with Do.17Z, although II and III / KG.2 were already close to being re-equipped with 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 hunted for ships in the eastern Mediterranean. The following month, Do.17Z from I and III / KG.2, together with III / KG.3, already participated in the battles on the Eastern Front. In the west, this type has already been replaced by the 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 service with the Luftwaffe, except for the III/KG.3.

The last Do.17Z regiment operating in the central sector of the Eastern Front was the III/KG.3, along with a Croatian Air Force squadron retrained on the Do.17Z in Greifswald. The Croats entered the battle before the new year from the Vitebsk airfield. With the withdrawal of the III/KG.3 to Germany for re-equipment, the regiment handed over its Do.17Z to the Croats, who from the beginning of 1942 acted as IV/KG.3, although they never had more squadrons. After the loss of six crews, a part was returned to Croatia. She returned to Russia, again with a Do.17Z in July 1942, redesignated 15.(Kroat.)/KG.53. This squadron finally left the Eastern Front in November 1942, and then was used against partisans in Yugoslavia. In early 1942, Goering donated 15 Do.17Z-2s to the Finnish Air Force, which replaced the British Blenheims in the РLeLv-46. Since April 1942 they have been operating day and night with some success. By the time of the Russian offensive in June 1944, only five combat-ready and four faulty Do.17Z remained in the РLeLv-46.

With the complete withdrawal of the Do.17 from the Luftwaffe bomber units, the Dornier machines took on a new role - glider towing. In early 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 the 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 the supply of surrounded Budapest in early 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 autumn of that 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 bomber squadrons KG 153 and KG 155 and the long-range reconnaissance group Aufld.Gr. (F) / 122.
In the spring of 1937, 15 Do 17F-1s were sent to Spain as part of the Condor Legion.
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 factory in Kraljevo.
By September 1939, about 370 Do 17Z-1 and Do 17Z-2 medium bombers were already in service, with which nine bomber squadrons were equipped. These units on September 1, 1939 ensured the invasion of Poland. Although the Do 17Z was not very fast, it was easy to fly. Its design was strong enough, he could even, leaving from under the attack of enemy fighters, roll over over the wing and dive sharply down. In Poland, Do 17Z aircraft carried out a large number of strafing airfield attacks. Aircraft Do 17Z-2 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 were built, designated Do 17Z-10, at the end of 1940 they were delivered to I / NJG 2. The Do 17Z turned out to be the most reliable bomber of the Luftwaffe, but due to a lower bomb load compared to the He 111 and lower speed compared to the Ju 88, its production was stopped in the summer of 1940. In total, about 1200 Do 17s of all modifications were produced.

Dornier Do-17Z-2

Characteristics of the Dornier Do 17Z-2 Bomber:
crew - 5 people,
power plant - 2 Bramo 323Р engines with a capacity 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 takeoff - 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.

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RPUME RPTBTSEOIS JTBOGY RTPFICHPUFPSFSh ZETNBOY ABOUT BRBD NPZMB FPMSHLP CHEMYLPVTYFBOIS. oENEGLYK ZEOETBMSHOSHCHK YFBV OBYUBM TBTBVBFSHCHBFSH RMBO CHFPPTTSEOIS ABOUT VTYFBOULYE PUFTCHB, RPMKHYUYCHYK OBCHBOYE "EEMIECHE" (NPTULPKMECH). h HUMPCHYSI ZPURPDUFCHB ABOUT NPTE BOZMYKULPZP ZHMPFB LFB DEUBOFOBS PRETBGYS FTEVPCHBMB PF OENGECH DPMZPK Y FEBFEMSHOPK RPDZPFPCHLY, Y BCHPECHBOYS CHPDKHYOPZP RTECHPUIPDUFCHB. u OBYUBMB BCHZHUFB CH FEYUEOYE RPUMEDHAEYI FTЈI NEUSGECH OBD mb-nBOYEN Y ATSOPK YUBUFSHHA vTYFBOULYI PUFTCHPCH TBCHETOKHMYUSH OBUFPSEYE CHPDHHYOSCHE UTBTSEOIS, LPFPTSHCHE HYOUFPO YuETUYMSH OBCHBM "VYFCHPK OB BOZMYA".

at OENEGLPC UFPTPOSCH LFB ChPDHYOBS OBUFHRBFEMSHOBS PRETBGYS RPMKHYUMB OBCHBOYE "Adlerangriff" - PTMYOBS BFBLB. 10 BCHZHUFB 1940 ZPDB VSCHMP PRTEDEMEOP DOIN OBYUBMB NBUUYTPCHBOOSCHI OBMIIFPCH ABOUT VTYFBOULIE PUFTCHB. RETED OENEGLPC BCHYBGEK UFBCHYMBUSH YBDBYUB CH RETCHHA PYUETEDSH UPLTKHYYFSH VPECHCHE BCHYBGYPOOSCHE YUBUFY RTPFICHOYLB, EZP BTPDTPNSCH Y PTZBOSH UOBVTSEOYS, B FBLTS BCHYBGYPOOKHA RTPNSCHY MEOOPUFSH Y BCHPDSH, RTPYCHPDSEIE IOIFOPE CHPPTHTSEOIE.

OP BDPMZP DP OBOBBYUEOOPZP UTPLB RPDTBDEMEOYS TBCHEDYUYLPCH Do 17 th Do 215 HCE OBYUBMY UCHPY TEKDSCH OBD MB-nBOYEN Y vTYFBOULYNY PUFTCHBNY, B VPNVBTDYTPCHEYLY OE DBCHBMY RPLPS BOZMYKULYN LPOCHPSN CH RTPMYCHE. fBL, 10 YAMS 1940 ZPDB DCHBDGBFSH EYUFSH Do 17Z Ъ I/KG 2 b HUREYOSCHE DECUFCHYS OBD RTPMYCHPN RPMLPCHOYL kPIBOOEU JYOL, LPNBODYT KG 2, RPMHUYM DBTCE RTPCHYEE Kanalkampffuerer , LBL "RTEDCHPDYFEMSH VYFCHSHCH OBD RTPMYCHPN").

Ъ-ЪB RPZPDOSCHI HUMPCHYK DEOSH PVEEK "PTMYOPK BFBLY" PFPDCHYOHMUS OB 13 BCHZHUFB 1940 ZPDB. oP HCE 11 BCHZHUFB ChPUENOBDGBFSH VPNVBTDYTPCHEYLPCH Do 17 Yb KG 2 CHNEUFE U Bf y0 y-4 Yb E.Gr.210

h "VYFCHE IB VTYFBOYA" RTYOYNBMY HYBUFYE PLPMP FTEIUPF VPNVBTDYTPCHEYLPCH YMY TBCHEDYUILPC Do 17 Y Do 215. vPMSHYBS YUBUFSH Do 17 OBIPDYMBUSH PE 2-N ChPODHYOPN ZHMPF E ABOUT ChPPTKHTSOYY FTEI VPNVBTDYTPCHPYUOSHI RPMLPC: KG 2, KG 3, B FBLTS Stab, I th III ZTHRR KG 76, Y, LTPNE FPZP, H TBCHEDSCHBFEMSHOPC II / LG 2 (Do 17P).

h UPUFBCHE 3 CHPDHYOPZP ZHMPFB Do 17 OBIPDYMYUSH CH YFBVBI St.G I, St.G 3rd St.G 77, B FBLTS ABOUT CHPPTKHTSEOY TBCHEDSCHCHBFEMSHOPK 2 (o) / 11. oblpoeg, U BTPDTPNB uFBCHBOZET-UPMB DEKUFCHPCHBMY TBCHEDYUYLY 5-ZP CHPDKHYOPZP ZHMPFB - Do 215 Ъ Aufkl.Gr.Ob.d.L.

13 BCHZHUFB 1940 ZPDB UENSHDEUSF YEFSCHTE Do 17Z YЪ KG 2 VEI YUFTEVYFEMSHOPZP RTILTSCHFIS OBOEUMY VPNVPCHSCK HDBT RP BOZMYKULPNKh BTPDTPNKh Yufuetyu (Eastchurch). ABOUT ENME VSCHMY HOYUFPTSEOSH RSFSH VPNVBTDYTPCHEYLPCH "Blenheim", PYO YUFTEVYFEMSH "Spitfire", B FBLTS RPCHTETSDEOSCH RPUFTPCLY.

15 BCHZHUFB 1940 ZPDB OENGSH EEE TB BFBLPCHBMY BTPDTPN yufuetyu. OB FFPF TB VPNVBTDYTPCHEYLBNY Do 17 Ъ III / KG 3. A Do 17 Ъ yFBVB Y II ZTHRRSC KG 3 CHPDSH ZHITNSCH "YPTF", CHSHCHRHULBCHYE YuEFSCHTEINPFPTOSHCHE VPNVBTDYTPCHEYLY "Stirling". RTY LFPN VSCHMP RPFETSOP DCHB Do 17Z.

18 BCHZHUFB Do 17Z Ъ III/KG 76 HYUBUFCHPCHBMY CH OBMEFBI OB VYZZYO iYMM, LTPKDPO Y LEOMY. OBD LTPKDPPN VSHMP RPFETSOP YuEFSCHTE Do 17, eEE FTY VPNVBTDYTPCHEYLB RPMHYUYMY UIMSHOSCHE RPCHTETSDEOYS, OP DPFSOKHMY DP zhTBOGYY. h PDOPN YOYI VSHCHM HVYF MEFUYL, Y UBNPMEF RTYCHEM PVTBFOP Y RPUBDYM ABOUT "VTAIP" YFHTNBO - PVETZHEMSHJEVEMSH yMMSHZ. bb ffpf nkhtseufcheooshchk rpufkhrpl po Vshchm obztbcdeo tschgbtulyn lteufpn.

l LPOGH BCHZHUFB UFBMP SUOP UFP RPDBCHYFSH CHPEOOP-CHPDHYOSCHE UYMSCH CHEMYLPVTYFBOY OE HDBMPUSH. eUMY U 13 RP 23 BCHZHUFB OENGSCH VPNVYMY BOZMYKULYE BTPDTPNSCH Y BCHYBBCHPDSHCH, FP U 25 BCHZHUFB 1940 ZPDB MAZHFCHBZHZHE RSHCHFBAFUS OBOPUIFSH HDBTSCH RP UFPMYGE CHEMYLPVT YFBOY - FUCK. 4 UEOFSVTS 1940 ZPDB ZYFMET PLPOYUBFEMSHOP PRTDEDEMYM OPCHA OBDBYUH DMS CHPDHYOSCHI UYM ZETNBOY. FERETSH GEMSHA OENEGLYI VPNVBTDYTPCHEYLPCH UFBOCHYFUS mPODPO Y DTHZYE ZPTPDB BOZMYY. nFP TEOYOYE CHPOYLMP LBL PFCHEF ABOUT OBYUBCHYEUS VPNVBTDYTPCHLY OENEGLYI ZPTPDCH BOZMYKULPK BCHYBGYEK.

at 7 UEOFSVTS 1940 15 UEOFSVTS UFBM RETEMP NIGHT DOEN H VYFCHE OB VTYFBOYA. oENGSCH RTEDRTYOSMY UBNHA NBUYTPCHBOOKHA VPNVBTDYTPCHLH mPODPOB, RPDOSCH CH CHPDDHI PLPMP 1200 UBNPMEFPCH CHUEI FYRPCH. h FFPF DEOSH 2-K Y 3-K chPDHYOSCHE ZHMPFSCH ZETNBOY RPFETSMY 34 VPNVBTDYTPCHEYLB, B NOPZYE Y CHETOKHCHYYIUS YNEMY UETSHEOSCHE RPCHTETSDEOYS. OP OY UPLTKHYYFSH VPEURPUPVOPUFSH BOZMYKULPK BCHYBGYY, OH UMPNYFSH CHPMA BOZMYUBO L UPTPFYCHMEOYA OEGBN OE HDBMPUSH. plbbmpush, UFP mazhfchbzhzhe OE YNEAF DMS LFPZP DPUFBFPYuOSCHI UYM Y UTEDUFCH, u 1 PLFSVTS OENGSCH PFLBBMYUSH PF DOECHOSHI NBUUYTPCHBOOSCHI OBMEFPCH ABOUT BOZMYA Y RETEYMY L OPYU OCHN VPNVBTDYTPCHLBN NBMSCHNY ZTHRRBNY. th CH RETCHHA PUETEDSH, CH TBTSD "OPYUOILPC" VSCHMY RETECHEDEOSCH RPDTBDEMEOYS, ABOUT CHPPTHTSEOY LPFPTSHCHI UPUFPSMY VPNVBTDYTPCHEYLY Do 17.

h IPDE VYFCHSHCH OB BOZMYA CHSCSUOYMPUSH, UFP UBNPMEF Do 17Z YNEEF FERETSH HCE OECHSHUPLHA ULPTPUFSH. h UPYEFBOYY U OEDPUFBFPYUOP UYMSHOSHCHN PVPTPOYFEMSHOSCHN CHPPTKHTSEOYEN Y UMBVSHCHN VTPOYTPCHBOYEN LFP DEMBMP UBNPMEF UMYYLPN HSJCHYNSCHN DMS FBLYI YUFTEVYFEMEK, LBL "Hurricane" Y "Spit fire". at DTKhZPK UFPTPOSCH, VPNVPOBZTKHЪLB CHUEZP CH 1000 LZ UFBOCHYMBUSH HCE SCHOP OEDDPUFBFPYuOPK, YuFPVSH TEYBFSH OPCHSHCHE BDBYUY TBCHYCHBAEKUS CHPKOSHCH. GEOB LBTsDPZP LYMPZTBNNB VPNV, UVTPYEOOSCHI ABOUT GEMSh, PLBBMBUSH UMYYLPN CHSHCHUPLB. yЪ-ЪB VPMSHYI RPFETSH, RPOEUEOOSHCHI CH YAME-BCHZKHUFE 1940 ZPDB, VSMP TEIEOP RETCHEPPTKHYFSH KG 76. l LPOGH 1940 ZPDB EZP I Y III ZTHRRSH RPNEOSMY UCHPY Do 17Z OB «AOLET USCH" Ju 88. L OBYUBMH 1941 ZPDB UBNPMEFSCH Do 17Z PUFBMYUSH FPMSHLP OB ChPPTKhTSEOY I І III / KG 2 "Holzhammer", B FBLTS s / KG ъ "Blitz". sing RTYOSMY HYBUFYE CH VPECHSCHI DEKUFCHYSI OBD vBMLBOBNY Y LTYFPN.

ZPPCHSUSH L CHPKOE U UPCHEFULYN UPAYPN, OENGSH IPFEMY PVEEPRBUIFSH UEVS UP UFPTPOSCH vBMLBO. DEUSH UPDBCHBMBUSH OECHSCHZPDOBS DMS ZETNBOY UIFHBHYS. h AZPUMBCHYY L CHMBUFY RTYYMP RTBCHYFEMSHUFCHP, PTYEOFYTPCHBOOPE ABOUT uuut. b CH ZTEGYY HLTERMSMY UCHPY RPYGYY BOZMYUBOE.

tBOOYN HFTPN 6 BRTEMS 1941 ZPDB Ch 6.45 OENEGLBS BCHYBGYS VPNVIMB VEMZTBD. oENEGLYE CHPKULB CHFPTZMYUSH CH AZPUMBCHYA Y CH ZTEGYA. h vBMLBOULPK PRETBGYY VSCHM ЪBDEKUFCHPCHBO 4-K CHPDHYOSCHK ZHMPF ZETNBOY, h EZP UPUFBCHE DEKUFCHPCHBMY I Y III / KG 2 Y III / KG 3, ECHYYE ABOUT CHPPTKHTSOYY VPNVBTDYTPCHEYLY Do 17Z. lTPNE FPZP, H vPMZBTYY VBYTPCHBMYUSH TBCHEDUYLY Do 17 H3 2.(F)/11. y YFP OEUNPFTS OB FP, UFP CHUEZP RPMZPDB OBBD, ChP CHTHENS VYFCHSHCH OB VTYFBOYA, Do 17 RPLBBM UEVS OE U MKHYUYEK UFPTPOSCH. OP, CH PFMYUYE PF VTYFBOULPZP, CH VBMLBOULPN OEVE X VPNVBTDYTPCHEYLPCH dPTOSHE OE VSHMP UETSHEPK YUFTEVYFEMSHOPK PRRPYGYY. yUFTEVYFEMSHOSHOSHE UYMSCH AZPUMBCHY Y zTEGYY CH PUOPCHOPN UPUFPSMY Y HUFBTECHYI FYRPCH UBNPMEFPCH. rPFPNKh ЪDEUSH RPMOPNBUYFBVOPE YURPMSHЪPCHBOYE Do 17 VSHMP CHRPMOE PRTBCHDBOP. OBDP OBNEFYFSH, YuFP ChP CHTENS CHPEOOSHI DEKUFCHYK OB vBMLBOBI CH 1941 ZPDKh VPNVBTDYTPCHEILY Y TBCHEDYUILY Do 17 OBIPDYMYUSH OB CHPPTKhTSEOY FTEI UFTBO: ZETNBOY, vPMZB TYY Y AZPUMBCHYY, Y, FBLYN PVTBPN, RTYNEOSMYUSH PVEYNY RTPFYCHPVPTUFCHHAEYNY UFPTPOBNY.

17 BRTEMS 1941 ZPDB LBRYFHMYTPCHBMB AZPUMBCHYS. 20 BRTEMS UPEDYOEOYS Do 17 UPCHNEUFOP U Ju 88, CHUEZP PLPMP UPFOY VPNVBTDYTPCHEYLPCH UCHETYMY NBUUYTPCHBOOSCHK OBMEF ABOUT BZHYOSCHK. 23 BRTEMS DCHBDGBFSH RSFSH Do 17 VPNVYMY BTPDTPN bTZPU. h FPF TSE DEOSH LBRYFHMYTPCHBMB zTEGYS, Y BOZMYKULYE CHPKULB CHSHCHOCHTDEOSCH VSHMY CHBLHYTPCHBFSHUS ABOUT PUFTCH LTYF. bB READING VECCH IN AZPUMBCHYY ZTEGYY MAJFFCHBJZHE RPFETSMY DCHBDGBFSH DECHSFSH Do 17.

OE NPZMY URPLPKOP YUHCHUFCHPCHBFSH UEVS ABOUT vBMLBOBI, RPLB LTYF OBIPDYMUS CH THLBI vTYFBOULPK YNRETYY. h HUMPCHYSI ZPURPDUFCHB VTYFBOULPZP ZHMPFB ABOUT UTEDYENOPN NPTE PUFTCH RTEDUFBCHMSM UPVPK PFMYUOSCHK RMBGDBTN DMS LPOFTOBUFHRMEOYS BOZMYUBO. OP YI ZPURPDUFCHH ABOUT NPTE OENGSH TEYMYMY RTPFICHPRPUFBCHYFSH UCHPE RTECHPUIPDUFCHP CH CHPDHIE.

ZETNBOULPE LPNBODPCHBOYE TEYMP BICHBFIFSH LTYF UYMBNY UEDSHNPK CHPDHYOP-DEUBOBOPK DYCHYYY RTY RPDDETTLE DCHHI BCHYBGIPOOSCHI LPTRHUCH (V11I Y XI) 4-ZP chPDHYOP ZP ZhMPFB. vPNVBTDYTPCHEYLY Do 17 Jb I, III/KG 2 J III/KG 3 FBLCE RTYOYNBMY HYBUFYE CH FFK PRETBGYY, RPMHYUYCHYEK HUMPCHOPE OBYNEOPCHBOYE "NETLHTYK". h YI ЪBDBYUH CHIPDYMY OE FPMSHLP DEKUFCHYS RTPFICH OBENOSCHI GEMEK, OP Y OBOOEOYE HDBTPCH RP LPTBVMSN RTPFICHOYLB. RETCHSHCHE VPNVPCHSHCHE HDBTSCH RP LTYFH OENEGLBS BCHYBGYS UFBMB OBOPUYFSH EEE H LPOGE BRTEMS. h NBE VPNVBTDYTPCHLY KHUYMYMYUSH. 20 NBS ABOUT PUFTPCHE VSHCHM CHSHBUTSEO RBTBYAFOSCHK DEUBOF, B BLFEN FTBOURPTFOSHCHNY UBNPMEFBNY RETEVTPEOP CHPPTKhTSEOIE Y VPMEE 10 FSHCHUSYU UPMDBF. at 21 RP 23 NBS 1941 ZPDB NETsDH OENEGLPK BCHYBGEK Y VTYFBOULYNY LPTBVMSNY TBSCHZTBMPUSH FBL OBSCCHCHBENPE "CHPDHYOP-NPTULPE UTBTSEOIE". lPOEYUOP, CH OЈN ZMBCHOBS TPMSh RTYOBDMETSBMB RYLITHAEYN VPNVBTDYTPCHEYLBN, OP Do 17 YЪ KG 2 FBLTSE CHOEUMY UCHPA MERPH. 22 NBS CHNEUFE U Ju 88 Ъ LG 1 POY URBUMY PF TBIZTPNB OENEGLYK NPTULPK DEUBOPOSCHK LPCHPK, LPZDB OB FPF OBRBMY BOZMYKULIE LPTBVMY. rty ffpn UETSHEOSCHE RPCHTETSDEOYS RPMKHYUIMY MEZLYE BOZMYKULYE LTECUETTB "lBTMEKM" Y "obksd".

l OBYUBMH YAOS 1941 ZPDB OENGSH RPMOPUFSHA PCHMBDEMY LTYFPN. th ZEOETBM TYIFZPZHEO, LPNBODHAEYK CHPUSHNSCHN BCHYBGIPOOSCHN LPTRHUPN, PGEOYCHBS DEKUFCHYS UCHPYI MEFUYULPCH OBD LTYFPN, Refinery U ZPTDPUFSHA ULBBFSH: "...nsch PDETSBMY VPM SHYKHA TEYBAEKHA RPVEDH, NSC PLPOYUBFEMSHOP DPLBBMY, ULPMSH KhSJCHYN ZHMPF ABOUT NPTE CH RTEDEMBI TBDYKHUB DEKUFCHYS MAJFFCHBZHZHE...»

rPUME FPZP LBL ZETNBOYS PVEJPRBUYMB UEVS UP UFPTPOSCH vBMLBO, OYUFP VPMEEE OE NEYBMP HER OBRBDEOIA ABOUT UPCHEFULYK UPA. rPYUFY RB RPMZPDB DP OBRBDEOIS TBCHEDSCHCHBFEMSHOSHCHE UBNPMEFSHCH Do 17 HCE UCHETYBMY RPMEFSHCH OBD FETTYFPTYEK uuut. pVSCHUOP RTYCHPDSF H RTYNET UREGRPTBDEMEOYS CHPDHHYOPK TBCHEDLY RPMLPCHOYLB TPCHEMS, LPFPTPE OBYUBMP DEKUFCHPCHBFSH ABOUT BRBDOPK ZTBOYGE uuut H SOCCHBTE 1941 ZPDB. OP VSHCHCHYK OENEGLYK MEFUYL LPOTBD LOBVE CH UCHPYI NENHBTBI, PRHVMYLPCHBOOSCHI RPUME CHPKOSHCH, UPPVEBEF P FPN, UFP RPDPVOSCHK UMHYUBK YNEM NEUFP EEE TBOSHIE, PUEOSHA 1940 ZPDB. (un,: Konrad Knabe. "Das Auge Dietls." Druffel-Verlag. 78-79)

h LPOGE BCHZHUFB 1940 ZPDB LYRBTSY DCHHI Do 17, PYO YЪ LPFPTSCHI ChPZMBCHMSM l. LOBVE, RPMHYUYMY UELTEFOPE RTEDRYUBOYE RETEMEFEFSH ABOUT BTPDPN vBOBL, ABOUT ACCOUNTING OPTCHEZYY. fBN POI CHPYMY CH UPUFBCH PUPVPK TBCHEDSCHCHBFEMSHOPK BCHYBZTHRRSHCH "OPTD". h YI ЪBDBYUH CHIPDYMB TBBCCHEDLB UCHETOSHCHI FETTYFPTYK Y, CH FPN YUYUME, TBKPOPCH UPCHEFULPZP ъBRPMSTSHS. h OBYUBME PLFSVTS 1940 ZPDB OENEGLIE UBNPMEFSHCH-TBCHEDYUYLY Do 17P RETEUELBMY ZTBOYGH UPCHEFULPZP UPAB Y ZHPFPZTBJITCHBMY nHTNBOUL,

2 NBS 1941 ZPDB PVETMEKFEOBOF l.LOBVE VSCHM CHSHCHCHBO CH CHEKNBT, ZDE ENH RPTKHYUMY UPDBFSH mBRMBODULHA DBMSHOETBCHEDSCHCHBFEMSHOHA YULBDTYMSHA. 18 YAOS ULBDTYMShS YY YEFSCHTEI Do 17P RETEMEFEMBE ABOUT BTPPDTPN TPCHBOYENY CH JOMSODYY. RETED YULBDTYMSHEK VSCHMB RPUFBCHMEOB BDBYUB TBCHEDLY UCHETOSCHI UPCHEFULYYI FETTYFPTYK, RPULPMSHLKh ZHOMSODIYS ZPFPCHYMBUSH RTYOSFSH HYBUFYE CH CHPEOOSHHI DEKUFCHYSI RTPFICH u wut. 19 YAOS 1941 ZPDB, PLPMP LOBVE MYUOP RPDOSM CH ChPDHI UCHPK Do 17P, YuFPVSH UZHPFPZTBZHYTPCHBFSH UPCHEFULYE HLTERTBKPOSH L BRBDH PF LBODBMBLY. 22 YAOS 1941 ZPDB, LPZDB ZETNBOYS OBRBMB ABOUT UPCHEFULYK UPA, ABOUT ZJOULPK ZTBOYGE CHUE EEE CHCHZMSDEMP NETOCHNY Y URPLPKOSHCHN. OP OENEGLIE Do 17P RTPDPMTSBMY CHEUFY TBCHEDLH CHDPMSH CEMEEKOPK DPTPZY nHTNBOUL - LBODBMBLYB. 24 JAOS 1941 ZPDB zhYOMSODIYS CHUFKHRIMB CH CHPKOKH.

h OBRBDEOYY ABOUT UPCHEFULYK UPAY HUBUFCHPCHBMY VPNVBTDYTPCHEYLY Do 17Z Ъ I Ъ III / KG 2, B FBLTS III / KG 3. DP 10 YAMS 1941 ZPDB YFBV Y 1-S zTXRRB KG 2 VBYTPCHBMYUSH ABOUT BTPDPNE uHCHBMLY CH rpmshye. ъBFEN, RP NETE RTPDCHYTSEOIS OENEGLYI CHPKUL CHZMHVSH UPCHEFULPK FETTYFPTYY, POI DEKUFCHPCHBMY RPUMEDPCHBFEMSHOP U BTPDTPNPCH uymshge (DP 1 BCHZHUFB), CHETEFEOY (DP 30 BCHZHUFB), t EMSHVIGSHCH (DP 1 PLFSVTS) Y CHYFEVUL (DP 1 OPSVTS).

III ZTHRRB KG 2 H RETCHSHCHE DOY CHPKOSH TBURPMBZBMBUSH ABOUT BTPDTPNE MCGL (Lyck), OP HCE CH FP CHTENS CH HER UPUFBCHE OE VSHMP 7-K ULBDTYMSHY (Staffel), LPFPTBS RPMKHYUBMB Y PUCBYCHBMB OPCHSHCHE U BNPMEFShCH Do 217. at 26 YAOS DP BCHZHUFB 1941 ZPDB HI/KG2 pFUADB 9 YAMS DMS RETECHPPTHTSEOIS VSHMB PFPCHBOB 8-S YULBDTYMShS, B 19 YAMS YFBV ZTHRRSHCH. 1 BCHZHUFB 1941 ZPDB PUFBCHYBSUS CH PDYOPYUEUFCHE 9-S ULBDTYMShS RETEMEFEMB ABOUT BTPDTPN CHETEFEOY, CHPUUPEDYOYCHYUSH ABOUT OERTPDPMTSYFEMSHOPE CHTENS U I / KG 2. OP 26 UEOFSVTS ON B FBLCE PFRTBCHIMBUSH CH ZETNBOYA. rPUME LFPZP VPNVBTDYTPCHEYLY Do 17Z Ъ I / KG 2 OEDPMZP PUFBCHBMYUSH ABOUT CHPUFPYUOPN ZHTPOFE. 1 OPSVTS 1941 ZPDB POI CHMEFEMY UP UCHPEZP BTPDTPNB RPD CHYFEVULPN, UFPVSCH OBCHUEZDB RPLYOKHFSH tPUUYA.

III ZTHRRB KG 3 DP 26 YAOS 1941 ZPDB FBLTS VBYTPCHBMBUSH CH UHCHBMLBI. bFEN DEKUFCHPCHBMB UPCHNEUFOP UP Stab., 8. J 9./ III/KG 2 U BTPDTPNPCH dKhVPChP-ubd (DP 9 YAMS) Y rBTJSHSOCHP. b U 1 BCHZHUFB PVYAEDYOYMBUSH (RP LTBKOEK NETE CH UNSHUME BTPPDTPNOPZP VBYTPCHBOYS) U RPDTBDEMEOYSNNY III / KG 2 Y DEKUFCHPCHBMB U BTPPDTPNPCH: CHETEFEOY, TEMSHVYGSCH, CHYFEVUL - DP OPPSVTS 1941 ZPDB.

fBLYN PVTBBPN, CH LPOGE 1941 ZPDB RPUMEDOYE LTHROSCHE RPDTBDEMEOYS MAJFFCHBZHZHE, MEFBCHYIE ABOUT UBNPMEFBI Do 17Z VSCHMY RETECHPPTHTSEOSHCH. I Й III / KG 2 - PFRTBCHYMYUSH OB BRBD CHPECHBFSH RTPFYCH BOZMYY Y RPMKHYUYMY OCHSHCHE Do 217 e, B PUFBCHYBSUS OB CHPUFPYUOPN ZhTPOFE III / KG 3 RETEUEMB OB Ju 88.

RP PFUEFBN PF 20 UEOFSVTS 1942 ZPDB UBNPMEFSHCH Do 17 TBMYUOSCHI NPDIZHYLBGIK (CH PUOPCHOPN "t" Y "Z") YUYUMYMYUSH ABOUT CHPPTKHTSEOY UMEDHAEYI OEVPMSHYYI RPDTBDEMEOYK MAZHFCHBZH SAME: 2-K, 3-K, 4-K YULBDTYMYK Nacht.A.Gr; 15./KG 53; 107ZG 26 J 2.(F)/Aufkl.Gril

oEVPMSHYPE LPMYUEUFCHP Do 17Z PUFBCHBMPUSH ABOUT CHPPTKHTSEOY MAZHFCHBZHZHE CHHRMPFSH DP LPOGB CHPKOSHCH, OP YURPMSHЪPCHBMYUSH POY FPMShLP CH LBYUEUFCHE CHURPNPZBFEMSHOSHCHI, YURSHCHFBFEMSHOSHCHI YMY HYUEVOSCHI UBNPMEFPCH.

LBL CHYDOP Y ULBBOOPZP, ABOUT CHPUFPYUOPN ZHTPOFE UBNY OENGSH RTYNEOSMY VPNVBTDYTPCHEYLY Do 17Z FPMSHLP H RETCHSHCHE NEUSGSHCH CHPKOSHCH, Y PYUEOSH ULPTP ЪBNEOYMY YI VPMEE UPCHETYEO OCHNY UBNPMEFBNY AOLET Ju 88 YMY dPTOSHE Do 217. FEN OE NEOEE, OELPFTPE LPMYUEUFCHP Do 17 EEE DPMZP PUFBCHBMYUSH ABOUT UPCHEFULP- ZETNBOULPN ZHTPOFE. CHP-RETCHSHI, H TBCHEDSCCHBFEMSHOSHCHI BCHYBRPDTBDEMEOYSI RTPDPMTSBMY UEUFY UMHTsVKh Do 17P й Do 17Z-3. ChP-CHFPTSCHI, VPNVBTDYTPCHEYLY Do 17Z YURPMSHЪPCHBMYUSH CH CHPKOE RTPFYCH uuut UPAOYLBNY ZETNBOY. rSFOBDGBFSH FBLYI UBNPMEFPCH OBIPDYMPUSH CH ZHYOULYI chchu (UN. PV LFPN OYCE PFDEMSHOHA ZMBCHH), Y RTYNETOP FBLPE TSE LPMYUEUFCHP Do 17Z UPUFPSMY ABOUT CHPPTKhTSEOY PDOPK IPCHBFUL PK YULBDTYMSHY DEKUFCHHAEK CH UPUFBCHE OENEGLYI BCHYBYUBUFEK KG 53 Y KG 3.

iPTCHBFULYE MEFUYLYE, RTYVSCHYYE ABOUT CHPUFPUOSCHK ZHTPOF CHPECHBFSH U UPCHEFULPK tPUUYEK, RPMKHYUIMY UCHPY Do 17Z CH PLFSVTE 1941 ZPDB, OBIPDSUSH CH NYOULE Y CHYFEVULE. sing UPUFBCHYMY 15.(Kroat.)/KG 53 - PFDEMSHOHA 15-A YULBDTYMSHA CH OENEGLPN KG 53 "MEZYPO LPOPT". 25 PLFSVTS DCHEOBDGBFSH IPTCHBFULYYI VPNVBTDYTPCHEYLPCH VSCHMY RETEVTPIEOSCH ABOUT MEOYOZTBDULYK ZHTPOF, CH UPMSHGSCH VMYЪ PЪ. yMSHNEOSH. 1 DERBVTS PE CHTENS VPNVBTDYTPCHLY UPCHEFULYI CHPKUL ULBDTYMShS RPOEUMB RETCHHA RPFETA. pFCHEFOSHCHN EOIFOSCHN PZOEN VSHM UVYF Do 17Z RPTKHYULB chMBDYNYTB zTBPCHBYUB. h LPOGE DELBVTS 1941 ZPDB 15, / KG 53 DEKUFCHCHBM HCE RPD nPULCHPK. 26 SOCHBTS 1942 ZPDB CHP CHTENS YFHTNPCHLY RPYGYK UPCHEFULYI CHPKUL UBNPMEF, HRTBCMSENSCHK MEFUYULPN vPZPNYTPN tPFETPN, VSCHM RPTBTSEO CHTSCHCHPN UPVUFCHEOOOSCHI VPNV, UVTP YEOOSCHI U OYLPK CHSHCHUPFSCH.

Ch ZHECHTBME 1942 ZPDB YULBDTYMSHA CHSHCHCHEMY Y VPEC Y PFRTBCHYMY ABOUT TPDYOKH, CH 'BZTEV, YUFPVSH RETECHPPTHTSYFSH AOLETUBNY Ju 88 Y RETEPVKHYuYFSH HER MEFUYLPCH. OP U RECHECHPPTHTSEOOYEN UFP-FP OE RPMKHYUMPUSH, Y 25 JAOS 1942 ZPDB IPTChBFULBS ULBDTYMShS CHETOHMBUSH H tPUUYA OB BTPPDTPN UPMShGSCH OB RTETSOYI Do 17Z. lPZDB UBNPMEFSCH HTS ЪBIPDYMY ABOUT RPUBDLH, PDYO YЪ "DPTOSH", HRTBCMSENSCHK MEFUYULPN pMEZPN PLUECHULYN, CHNEUFE U LLYRBTSEN OEPTSYDBOOP OBVTBM CHSHCHUPFKH Y KHYEM CH UFPTPOH UP CHEFULYI RPIIGYK.

chFPTPK RETYPD VPECHSCHI DEKUFCHYK ABOUT CHPUFPYUOPN ZHTPOFE PLBBMUS DMS IPCHBFULPK ULBDTYMSHY NEOEE HDBYUOSCHN. ULBSCHCHBMPUSH OEHLMPOOOP CHPTBUFBAEEEE UPRTPFYCHMEOYE UPCHEFULPK BCHYBGYY Y UTEDUFCH rchp. 1 YAMS 1942 ZPDB UPCHEFULYN YUFTEVYFEMEN VSCHM UVYF IPTCHBFULYK Do 17Z-2 (W.Nr.2607) U VPTFPSCHN PVPOBBYEOOYEN 5K + NS. 26 YAMS 1942 ZPDB UPCHEFULYE YEOIFYUYY UVYMY EEE PYO VPNVBTDYTPCHEYL YЪ 15-K ULBDTYMSHY KG 53 - Do 17Z MEFUYLB yCHBOB VPLP. 25 BCZHUFB

1942 ZPDB TB'VYMUS UP CHUEN LYRBTSEN Do 17Z RPTHUILB yNYFB. h OPSVTE RTY RETEMEFE ABOUT OPCHSHCHK BTPPDTPN VSCHM RPFETSO EEE PYO Do 17Z-2 (W.Nr.2529) U VPTFPSCHN PVP-OBYOYEN 5K + YH. eZP UVYM UPCHEFULYK YUFTEVYFEMSH.

YNPK 1942/43 ZPDB IPTChBFULBS ULBDTYMShS VPNVBTDYTPCHEYLPCH Do 17Z RPD PVP-OBYUEOOYEN Kroat Kampfstaffel 10 ChPYMB Ch UPUFBCH KG 3. h YAOE 1943 ZPDB POB UFBOCHYFUS 15.(K roat)/kg . l FFPNH READING YUBUFSH IPTCBFULYI LYRBTSEK CHNEUFE UP UCHPYNY UBNPMEFBNY VSCHMY PFPUMBOSCH CH OBZTEV, ZDE YN RTYYMPUSH CHPECHBFSH RTPFYCH AZPUMBCHULYI RBTFYBO. OBLPOEG, CH DELBVTE 1943 ZPDB IPCHBFULYE MEFUYLY, PUFBCHYYEUS CH tPUUYY, PUFBCHYMY UCHPY Do 17Z Y RETEUEMY OB Ju 87.

RP ЪBSCHMEOYSN IPCHBFULYI MEFUYLPC, ЪB CHUE CHTENS LBNRBOY ABOUT CHPUFPYUOPN ZHTPOFE POI UCHETYMY 1247 VPECHI CHSHCHMEFPCH, KHOYUFPTSYMY ABOUT ENME 245 FBOLPC, 581 ZTHЪPCHYL, 307 BTFYMMETYKULYI PTHDYK Y "VEUYUYUMEOOPE" LPMYUEUFCHP UPMDBF RTPFYCHOYLB. rTY LFPN YI UPVUFCHEOOOSCHE RPFETY UPUFBCHYMY 5 VPNVBTDYTPCHEYLPCH Do 17Z Y 20 YuEMPCHEL MEFOPZP UPUFBCHB. LBL PVSCHUOP, Y CHUIEI FFYI YUYUEM CHRPMOE DPUFPCHETOSHCHNY NPZHF UYUYFBFSHUS FPMSHLP RETCHPE Y DCHB RPUMEDOYI.

zhYOMSODYS, PVYTSEOOBS "YNOEK" YMY UPCHEFULP-ZHYOULPK CHPKOPK 1940 ZPDB, PIPFOP RPDDETSBMB OENEGLYK "OBFYUL ABOUT CHPUFPL", UFBCH UPAOYGEK ZETNBOYY CH CHPKOE RTPFYCH uuut. UMBVPTBCHYFBS RTPNSCHYMEOOPUFSH zhYOMSODYY OE NPZMB RTPY'CHPDYFSH FTSEMSHCHE CHYDSCH CHPPTHTSEOIS ABOUT UPCTENEOOOPN HTPCHOE Y CH OHTSOPN LPMYUEUFCHE. rPFPNH CHPEOOHA FEIOILH DMS UCHPEK BTNYY ZHIOOBN CH PUOPCHOPN RTYIPDYMPUSH BLHRBFSH ЪB ZTBOYGEK. obrtynet, bchybgys zhyomsodyy VSCHMB UPVTBOB VHLCHBMSHOP U NYTH RP OIFLE, Y RTEDUFBCHMSMB UVPK TBOPIETUFOHA UNEUSH Y KHUFBTECHYI BOZMYKULYI,

ZHTBOGHULYI, ZPMMBODULYI, BNETYLBOULYI Y FTPZHEKOSHCHI UPCHEFULYI UBNPMEFPCH. rTEDRTYOYNBFSH U RPDPVOSCHNY UYMBNY UETSHOE OBUFHRBFEMSHOSHOSCHE PRETBGYY VSCHMP OBFTKHDOYFEMSHOP. OP OENGSCH, TBUFSOKHCHYE UCHPK ChPUFPYUOSCHK ZHTPOF VPMEE YUEN ABOUT 3000 LN, VSCHMY "LTPCHOP" BYOFETEUPCHBOSHCH CH FPN, UFPVSH YI UPAOYLY OE FPMSHLP DETTSBMY EZP CHFPTPPUFEREOOSCHE Hyubufly , OP Y RTPSCHMSMY FBN DPMTSOKHA BLFICHOPUFSH. RPFPNKH UFBOPCHYFUS CHRPMO RPOSFEO YITPLYK CEUF TEKIUNBTYBMB ZETIOZB, LPFPTSCHK 11 OPSVTS 1941 ZPDB RPDBTYM ZHIOULYN CHPEOOP-CHPDHYOSCHN UYMBN RSFOBDGBFSH UBNPMEFPCH d PTOSHE Do 17Z Y CH RTYDBYUCH L OIN 300 FPOO VPNV.

"dPTOSHE", LPFPTSHCHE RPMKHYUMB zhYOMSODIS, OE VSCHMY OPCHSCHNY, sing HCE RTPUMKhTSYMY LBLPE-FP CHTENS CH YUBUFSI MAJFFCHBZHZHE. OP "DBTEOPNKH LPOA CH YKHVSHCH OE UNPFTSF", B LBL RPLBBMB RTBLFILB, RPMKHYUEOOSHCH UBNPMEFSHCH EEE DBMELP OE CHSCHTBVPFBMY UCHPK TEUKHTU.

Chue RPDBTEOOSHCH Do 17 DPUFBCHMSMYUSH Y ZETNBOY RP NPTA, ABOUT ZTKHHCHSHCHI UHDBI CH YUBUFYUOP TBPVTBOOPN CHYDE. FTY RETCHSCHI RTYVSHMY CH ZHYOMSODYA 5 SOCHBTS 1942 ZPDB. PUFBMSHOSHCHE PDYOOBDGBFSH - DP LPOGB SOCCHBTS. i RPUMEDOYK, RPUME HUFBOPCHLY ABOUT OEZP ZHPFPPVPTKHDPCHBOIS, VSCHM DPUFBCHMEO 11 ZHECHTBMS 1942 ZPDB. UBNPMEFSH YNEMY UMEDHAEYE UETYKOSHCHE OPNETB (Werk.Nr): 1155, 1175, 1218, 2608, 2622, 2818, 2856, 2873, 2905, 3228, 3323, 3425, 3498, 4187 Y 4 242. RSFSH UBNPMEFPCH VSHCHMY NPDYZHYLBGYEK VPNVBTDYTPCHEYLB: FTY - Do 17Z-1 Y DCHB - Do 17Z-2; DECHSFSH - TBCHEDYUYLB-VPNVBTDYTPCHEYLB Do 17Z-3, Y NPDYZHYLBGYS EEE PDOPZP OEYYCHEUFOB. UBNPMEFSCH VSCHMY RETELTBIEOSCH CH GCHEFB ZHYOULPZP LBNKHZHMSTSB, RPMKHYUYMY ZHYOULYE PRPOBCHBFEMSHOSHOSCHE OBLY (ZPMHVBS UCHBUFYLB CH VEMPN LTHZE), VPTFPSCHE OPNETB (PF DN-51 DP DN-6 5) Y RPUFKHRYMY ABOUT CHPPTHTSEOYE 46 Lentolaivue (ULBDTYMSHY - LeLv) 4 Lentorykmentti (BCHYBRPMLB - LeR) ,

DP LFPZP 46-S ULBDTYMShS YUYUMYMBUSH "VEEMMPYBDOPK", RPULPMSHLKh OE YNEMB OY PDOPZP VPECHPZP UBNPMEFB. at BCHZHUFB 1941 ZPDB MEFUYLY YULBDTYMSHY RTPIPDYMY PVCUEOOYE CH BICHBYUEOOOPK OENGGBNY chBTYBCHE. b U SOCHBTS DP LPOGB NBTFB 1942 ZPDB KhTSE OERPUTEDUFCHEOOP CH JOMSODIY POY Puchbychbmy Ochshche UBNPMEFSHCH, RPUFEREOOP RTYCHMELBSUSH L HYUBUFYA CH VPECHI PRETBGYSI. l BRTEMA ULBDTYMShS VSCHMB RPMOPUFSHHA ZPFCHB L CHSHCHRPMOEOOYA VECHSCHI BDBOIK. POB YNEMB ABOUT CHPPTKhTSEOY DCHEOBDGBFSH Do 17Z, RPDTBDEMEOOOSCHI ABOUT FTY CHEOB RP YuEFSCHTE UBNPMEFB CH LBTsDPN. LPNBODYTPN LeLv 46 UFBM NBKPT TEKOP bTFPMB. 1st CHEP CHPZMBCHMSM LBRYFBO aUY TBFH, 2nd CHEP - LBRIFBO kPHLP RYTIPOEO, 3rd CHEP - LBRIFBO fBHOP NEMMET.

vPECHPE LTEEEOYE 46-S ULBDTYMShS RPMKHYUMB 5 BRTEMS 1942 ZPDB. h FFPF DEOSHI LeR 4 UCHETYM EXCHANGE ABOUT UPCHEFULYK BTPDTPN UEZECB (Sekehen) ABOUT NHTNBOULPK TSEMEEKOPK DPTPZE. y ULBDTYMShS ZHYOULYI "DPTOSH" CH RPMOPN UPUFBCHE RTYOSMB HYBUFYE CH FFPK BLGIY.

13 BRTEMS 1942 ZPDB DECHSFSH Do 17Z OBOEUMMY VPNVPCHSHCHK HDBT RP DETECHOE CHPOPETP, LAZKH PF TEL UCHYTSH, ZDE OBIPDYMUS YFBV PDOPK Y UPCHEFULYI DYCHYYK. rPUME LFPZP UBNPMEFSHCH 46-K YULBDTYMSHY EEE OEPDOPLTTBFOP RPDOINBMYUSH H OEVP DMS VPNVBTDYTPCHLY Y TBACHEDLY RPYGYK UPCHEFULYI CHPKUL ABOUT LBTEMSHULPN ZHTPOFE. DP OBYUBMB UMEDHAEEP 1943 ZPDB ZHIOULYE "DPTOSHE" OE YNEMI VPECHI RPFESH. op DCHB Do 17Z-3 (DN-60 Y DN-62] RPFETREMY BCHBTYA Y VSHCHMY URYUBOSCH.

19 ZHECHTBMS 1943 ZPDB RSFSH Do 17Z HYBUFCHPCHBMY CH PUETEDOPN OBMEFE ABOUT UPCHEFULYK BTPDTPN CH UE-ZETSY. UBNPMEFSCH CHSHCHMEFEMY CH UKHNETLBI, CH 21.00z ABOUT RSFSH YUBUPCH RPTSE, YUEN RMBOITCHBMPUSH. about PVTBFOPN RHFY RPZPDB CHOEBROP YURPTFIYMBUSH, Y DCHB Do 17Z (DN-53hDN-65) OE UNPZMY OBKFY UCHPYI BTPDTPPNCH Y TBBYMYUSH. eEE DCHB RPMHYUYMY CH FFPF DEOSH UETSHESHE RPCHTETSDEOYS.

UMEDHAEK LTHROPK BLGEK 46-K ULBDTYMSHY UVBMP HYBUFYE CHPUSHNY Do 17Z H OBMEFBI, OBRTBCCHMEOOOSHI RTPFYCH LBTEMP-ZHYOULYI RBTFYYIBO, PFTSDSH LPFTSCHI UPUTEDPFBYUYCHBMYU SH DMS RTPTSCHCHB YUETE MYOYA ZHTPOFB H TBKPOE UEMEOIS MEIFB, BRBDOE VEMPNPTUULB (uPTPLY).

L OBYUBMKH 1944 ZPDB Ch LeLv 46, LPFPTKHA RP-RTETSOENKH ChPYZMBCHMSM NBKPT bTFPMB, OBUYUYFSHCHBMPUSH FPMShLP DECHSFSH VPEURPUPVOSHI Do 17Z. RSFSh "DPTOSH" UPUFBCHMSMY 1-E ЪCHEOP. yN LPNBODPCHBM LBRYFBO pFF tBHFBOEO. eee Yuefschte UPUFBCHMSMY 2-E BCHEOP RPD LPNBODPCHBOYEN LBRYFBOB yMRP fH-PNYOEOB. DMS 3-ZP ЪCHEOB ULBDTYMSHY UBNPMEFPCH Do 17Z OE OBYMPUSH, Y POP VSCHMP RRPMOEOOP FTPZHEKOSHCHNY UPCHEFULYNY yM-4.

26 ZHECHTBMS 1944 ZPDB YuEFSCHTE Do 17Z Yb LeLv 46 RTYUFTPIYMYUSH L UPEDYOEOYA UPCHEFULYI VPNVBTDYTPCHEILPCH, LPFPTSCHE CHP-CHTBEBMYUSH U VPECPPZP BDBOIS. zhYOULYE "DPTOSH" PUFBMYUSH OYEBNEYUEOOSCHNY Y CHCHYMY RTSNP ABOUT UPCHEFULYK BTPDTPN MECHBYECHP (L UCHETH PF MEOYOZTBDB), ABOUT LPFPTSCHK VEOBBLBBOOP UVTPUYMY UCHPY VPNVSC .

h OPYUSH U 18 OB 19 NBS 1944 ZPDB UBNPMEFSHCH 46-K ULBDTYMSHY - YEUFSH Do 17Z Y FTY yM-4 - OBOEUMMY VPNVPCHSCK HDBT RP UPCHEFULPNKh BTPDTPNKh CH NETZYOP (OB ATSOPN VETEZ X T. pSFSH - MECHSHCHK RTYFPL T. UCHYTSH). OB UMEDHAEHA OPYUSH ZHYOULYK BCHYBRPML LeR 4 RTEDRTYOSM OBMEF OB ULMBDSCH Y CEMEKOPDPTSOHA UFBOGYA bMEIPCHEYOB, FBLTSE TBURPMPTSEOOKHA OB T. PSFSH. h FFK BLGYY RTJOSMY HYBUFJE WENSH ZHOULYI Do 17Z.

9-10 JAOS 1944 ZPDB OBUBMPUSH OBUFKHRMEOYE UPCHEFULYI CHPKUL ABOUT LBTEMSHULPN RETEYEKLE. 11 YAOS 1944 ZPDB UFBM YuETOSCHN DOEN DMS 46-K YULBDTYMSHY ZHOULYI "DPTOSH", LPFPTSHCHE RTEDRTYOSMY VPECHPK CHSHCHMEF CH UFPTPOH MEOYOZTBDULPZP ZhTPOFB. fTY Do 17Z OE CHETOKHMYUSH PVTBFOP. DChB YЪ OII (DN-54 Y DN-56) VSHMY UVYFSH UPCHEFULYNY YEOIFYULYBNY Y KHRBMY H TBKPE EMEOPSPTULB (FETYKPLY) - RETCHPNBKULPZP (LYCHEOOOB). i EEE PYO (DN-61)

BLFICHYBGYS VPECHI DEKUFCHYK PE CHTENS LBTEMSHULPZP OBUFHRMEOYS UPCHEFULYI CHPKUL UTBYH TSE PFTBYUMBUSH ABOUT LPMYUEUFCHE RPFESH UP UFPTPOSCH ZHIOULPK BCHYBGYY YZ CH YUBUFOPUFY, UTEDY HUFBTECHYI L LFPNH READING VPNVBTDYTPCHEYLPCH "DPTOSH" Ъ LeLv 46. 30 JAOS 1944 ZPDB UPCHEFULYE YEOIFYUYY UVYMY Do 17Z-3 U VPTFPSCHN OPNETPN DN-63. 26 YAMS 1944 ZPDB OBD PETPN CHEZBTHU UPCHEFULYN YUFTEVYFEMEN VSCHM UVYF Do I7Z-1 U VPTFPSCHN OPNETPN DN-59. b 1 BCHZHUFB 1944 ZPDB EEE PYO Do 17Z-1 (DN-51) VSCHM KHOYUFPTSEO UPCHEFULPK YUFTEVYFEMSHOPK BCHYBGYEK CH TBKPE LPTRYSTCHE-mPKNPMB. fBLYN PVTBBPN, VB DCHB NEUSGB VPEC MEFPN 1944 ZPDB VPECSHCHE RPFETY 46-K ULBDTYMSHY ZHOULYI chchu UPUFBCHYMY YEUFSH Do 17Z, FP EUFSH Ch FTY TBB VPMSHYE, YUEN BY DCH B RTEDYUFCHKHAEYI ZPDB CHPKOSHCH.

h UEOFSVTE 1944 ZPDB NETSDH uuut Y zhYOMSODIEK VSCHMP RPDRYUBOP RETENYTYE. OP ABOUT YOUR JOMSODIY CHUE EEE OBIPDYMYUSH OENEGLIE CHPKULB, RTPFICH LPFPTSCHI ZHOOSCH FERETSCH PVTBFIMY UCHPE PTHTSIE. pDOK Y RPUMEDOYI VPECHSCHI BLGIK ZHOULYI Do 17Z UFBMB VPNVBTDYTPCHLB OENEGLYI CHPKUL CH mBRMBODY, CH TBKPOE LENYSTCHE - TPCHBOYENY, RTEDRTYOSFBS 2 PLFSVTS 1944 ZPDB.

RETETSYMY CHPKOKH FPMSHLP RSFSH ZHOULYI "DPTOSHE". pDYO YЪ OYI - Do 17Z-1 (DN-57) - YURPMSHЪPCHBMUS RPUME CHPKOSHCH CH LBYUEUFCHE HYUEVOP-FTEOYTPCHPYuOPZP UBNPMEFB. PUFBMSHOSHCHE YEFSCHTE - Do 17Z-3 (DN-52, -55, -58 Y -64) DN-58 RETETSYM CHUEI, UCHCHETYCH UCHPK RPUMEDOYK RPMEF 13 UEOFSVTS 1948 ZPDB.

mfi:

nPJYLBGYS	Do.17z-2
tBNBI LTSCHMB, N	18.00
dMYOB, N	15.80
chShCHUPFB, N	4.50
rMPEBDSh LTSCHMB, H2	53.30
nBUUB, LZ
RHUFPZP UBNPMEFB	5200
OPTNBMSHOBS CHMEFOBS	8600
NBLUINBMSHOBS CHMEFOBS	8850
FYR DCHYZBFEMS	2 rd BMW Bramo-y2ut zhBZHOIT
nPEOPUFSH, M.U.	2 and 1000
nBLUYNBMSHOBS ULPTPUFSH, LN/Yu
X JENMY	342
ABOUT CHSHCHUPF	410
lTECUETULBS ULPTPUFSH, LN/Yu
X JENMY	270
ABOUT CHSHCHUPF	300
rTBLFYUEULBS DBMSHOPUFSH, LN	1150
ULPTPRPDYAENOPUFSH, N/NYO	330
rTBLFYUEULYK RPFPMPL, N	8200
llirbc	4
chpptxeoye:	DCHB OERPDCHYTSOSCHI RHMENEFB nG-15 CHRETED, 2 H VPLPCHSHCHI PLOBI, Y 2 OBBD OBD Y RPD ZHAEMSTSEN; vPNVPChBS OBZTHЪLB 1000 LZ CH LPNVYOBGYY 20 VPNV RP 50 LZ, YMY 4 RP 250 LZ

In the mid-30s, rumors began to filter into the French and British aviation ministries about a very fast Schulterdecker-kampfflugzeug - an upper-wing bomber, supposedly faster than existing fighters. The existence of such an aircraft was confirmed by a demonstration in Bückeberg in October 1935 of one of the prototype aircraft. But only in July 1937, when the Do 17V8, participating in the international competition of military aircraft in Zurich, won the "Circle of the Alps" race, beating all the fighters, 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 impact.

But what was not known in Zurich was the fact that, in general, the accidental transformation of the Do 17 into a bomber. It was not yet known that the prototype aircraft, shown in Zurich, was specially "licked" and had a much more powerful propulsion system than on production models supplied by the Luftwaffe. The "Zurich" aircraft was a purely demonstration model with a maximum speed of 90 km / h more than a serial bomber.

The Do 17 was created when in Germany the theory of air warfare assigned fighters a secondary role, giving primacy to high-speed bombers capable of evading interception. And although this theory had yet to be proven, it was revived with the advent of the Do 17, which indicated the German penchant for relatively small, powerful, high wing loading, but multi-purpose aircraft of this type. The Germans adhered to this concept throughout the war. The most remarkable feature of the history of the creation 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!

The fuselage was assembled from frames connected by stringer channels and was sheathed with light alloy sheets. The wing had a two-spar design with partly metal and partly fabric covering. The spars were an asymmetrical profile 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 undersurface of the wing. Slotted flaps went from the ailerons to the fuselage. All fuel was located between the spars of the center section near the fuselage. The main landing gear retracted back into the engine nacelles. The rear wheel was also removed.

The first experimental Do 17 VI was completed and flown in the autumn of 1934, and the Do 17 V2 and V3 joined the test program before the end of the year. All three aircraft in 1935 were transferred to Lufthansa for testing. Although the aircraft's flight characteristics were completely suitable for Lufthansa, the latter quickly concluded that the Do 17 was not suitable for practical use due to insufficient passenger capacity. The narrow fuselage contained only two very cramped cockpits. 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 miracles of 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 experimental aircraft were returned to Dornier. It is likely that this would have ended the career of Do 17, if not for an accidental visit to the Dornier factory in Löwenthal by a former employee of the company, flag-captain Unticht.

Unticht, who, after leaving Dornier, joined Lufthansa and served as a pilot there, 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 17. Good impressions of the aircraft's handling and high flight characteristics allowed Unticht to propose, after installing an additional keel to ensure greater stability, that the aircraft be used as a bomber * Although Dornier personnel were skeptical about this idea, the Technical Department of the RLM considered Unticht's proposal acceptable. After preliminary studies of the aircraft by the RLM pilot, the company received an offer to produce the 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 in appearance only in the sealing of the portholes and the installation of spaced plumage to prevent yaw. Internal changes included the installation of a bomb bay behind the first wing spar. Compared to transport options, 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 the V4. They began testing in the autumn of 1935. While the V6 was identical to the V4, the Do 17 V5 was powered by two "HcnaHO-CiOH3a"-12Ybrs 12-cylinder water-cooled engines with 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 Ganlet, which had just been adopted by the British Air Force, had a speed of 370 km / h. a faction within the Luftwaffe believed that speed alone was sufficient to defend against fighters. The next experimental Do 17 V7 aircraft was already armed, but only with one 7.9 mm MG 15 machine gun on a mobile blister mount on the fuselage. The fire from it was led by a radio operator. The prototype also received a rounded, glazed nose. The Do 17 V8 remained on the Dornier as a prototype aircraft, and the Do 17 V9, which appeared in the spring of 1936, was considered in all respects the prototype of the Do 17E-1 serial bomber,

The Do 17V9 (D-AHAK) differed from its predecessors in several ways. The fuselage due to the nose section was reduced by a meter - up to 16.2 m. The glazed nose section was expanded and received optically flat glazing panels for the scorer's cabin. The machine gun blister was aerodynamically improved. Vertical plumage - increased. Full combat equipment was installed. Two years later, the Do 17 V9 was adapted for 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 nose glazing and defensive armament. It initially flew with BMW VI 7.3 engines instead of the BMW VI 6.0 of the first prototypes. Having a high compression ratio, the BMW VI 7.3 developed a maximum power of 750 hp instead of 660 hp. the predecessor, but the rated power was only 500 hp.

Serial Do 17E and Do 17F

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 almost similar. The latter did not have only a bomb sight and a bomb release mechanism. An additional fuel tank was installed in the fuselage, and a couple 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 shooting down through the hatch. The Do 17E-1 bomb bay contained 500 kg of bombs on a horizontal suspension. A typical load was ten 50 kg bombs, or four 100 kg bombs, or two 250 kg bombs. With a reduction in flight range, the load could be increased to 750 kg.

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

In early 1937, I/KG 153 at Merseburg and I/KG 155 at 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. Gr. (F)/22, was completely re-equipped by April 1937 with a total of 36 aircraft. During 1937, the 2nd and 3rd groups from KG 153 in Finsterwalde and Altenburg, along with the 2nd and 3rd groups from KG 155, were re-equipped with Do 17E-1. The last squadron from October 1937 became KG 158 (KG 155 was later formed on He 111). In the same month, IV / KG 153 was re-equipped in Leignitz with Do 17E-1, which became the core of KG 252. The group itself received the designation II / KG 252.1 / KG 252 was formed in Cottbus in November of the same year. The fourth squadron - KG 255 began to form on the basis of the Do 17E-1 before the end of 1937. By this time, it was decided to test the last Luftwaffe aircraft in the combat conditions of Spain.

The importance attached to this combat experience at the Luftwaffe headquarters 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, having 15 Do 17F-1 in its composition. In the Condor Legion, the squadron received the designation l.A / 88. The Do 17F-1s here replaced the He 70F-2s handed over to the Spanish Falangists. Dornier aircraft quickly demonstrated the ability to avoid interception by Republican fighters, proving the 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 on this aircraft, and the He 70F was quickly withdrawn from combat units during 1937-38. Do 17F-1 from Aufkl.Gr.(F) / 122 were located at the Prenzlau airfield and were soon supplemented by five more long-range reconnaissance groups Aufkl.Gr.(F) / 121 in Nyhausen, / 123 in Grossenhain, / 124 in Kassel , /125 in Würzburg and /127 in Goslar.

In the meantime, in Spain, 20 Do 17E-1 bombers were added to the Do 17F-1 reconnaissance aircraft from 1.A / 88, supplementing He 1UB in 1. and 2. K / 88. Like the Do 17F-1, the bombers operated almost with 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 machines were delivered in 1.A / 88) were transferred to the Spanish phalangists. From their base at La Cennia, Grupo 8-G-27 was formed with mixed Spanish-German personnel. In service with the Spaniards, the Do 17s were known as "Bacalos" and when the civil war ended, the 8-G-27 had 13 Do 17E and Do 17P in Logrono, which remained in service for several years.

The performance characteristics of Do 17E-1 (Dol7F-l)

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

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 lantern on top; maximum bomb load - 750 kg.

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

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

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

Maximum flight range: no load - 1500 (2050) km.

Ceiling: 5100 (6000) m.

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

Serial Do 17M and Do 17P

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

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 necessary flight range with the Bramo-323A-1 Fafnir engines, Dornier chose another 9-cylinder engine for the Do 17P air-cooled BMW 132N take-off power 865 hp With. and 665 l. With. at an altitude of 4500 m, but having 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 structure associated with greater engine power and greater load, the new aircraft did not different from its predecessor. Changes were made to the composition of the defensive armament, now consisting of at least three MG 15s - one machine gun was added, firing forward, usually stationary. The fire from the latter was conducted by the pilot with the help of an annular sight. But it could also be used as a mobile navigator, although the firing angles were limited. Do 17M and P, which served in the Luftwaffe, after the first months of the 2nd World War, received another pair of MG 15s, which were mounted by field repair units. The bomb bay on the Do 17M was lengthened forward to hold a maximum of 1,000 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 variant. 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, Do 17M and P began to be replaced in combat units by Do 17E and F. As mentioned above, the first 10 serial Do 17P-1 were sent to Spain as part of 1,A / 88 of the Condor Legion. On September 19, 1938, the Luftwaffe had 479 Do 17s (E, F, M and P) out of 580 aircraft delivered by that time. The production of the improved Do 17Z model has already begun. Thus. The Do 17M was not in production for long, and the reconnaissance version, the Do 17P, outlived it in combat units of the Luftwaffe.

The performance characteristics of Do 17M-1 (R-1)

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

Engines: two BMW "Bramo"-323A-1 "Fafnir" (BMW J32N) - 9-cylinder, air-cooled, take-off power of 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 in 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: near the ground - 342 (347) km / h; at an altitude of 4000 m - 408 (393) km / h.

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

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

Flight range: no load - 1350 (2200) km.

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

Export models and experimental aircraft

In parallel with the serial Do 17M, an export version of the Do 17K was prepared for Yugoslavia. The Yugoslav delegation, which was present in Zurich in the summer of 1937, was so impressed with the Do 17M VI that the Yugoslav government immediately turned to the Dornier with a request to supply such a successful aircraft to the Yugoslav Royal Air Force. The 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 Gnome-Roon-14Sh / 2 engines was mastered in Rakovica near Belgrade. The engines were handed over to Dornier for installation on the Do 17K. The first flight of the aircraft in Yugoslavia took place in October 1937. The export model differed from the Do 17 supplied by the Luftwaffe in the nose - an elongated, somewhat angular nose was left, like the Do 17M VI. The 20 aircraft delivered to Yugoslavia included three options: Do 17KL-1 - clean bomber; Do 17Ka-2 and Ka-3, which differed in photographic equipment - the first was a clean reconnaissance aircraft, the second could be used as an attack aircraft.

With engines "Gnome-Roon" -14№ / 2 with a capacity of 980 liters. With. at an altitude of 4500 m, the Do 17K showed a maximum speed of 355 km/h near the ground and 415 km/h at an altitude of 3500 m. The maximum range of the reconnaissance variant was 2400 km. The Do 17KL-1 bomber could carry 1,000 kg of bombs. Defensive armament consisted of a 20-mm cannon "Hispano-Suiza" -404 and one 7.92-mm machine gun "BpayHHHr" -FN (except 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 the hatch and top installations.

Production of the Do 17K was deployed at the Drzhavna Avion Factory in Kralivo 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, which made up the 3rd Aviation Wing, whose bases became a prime target for the Luftwaffe from the start of the campaign. After the first strike of the Luftwaffe, 26 Do 17Ks were destroyed, but the rest 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 in early 1942 were transferred to the Croatian Air Force. Together q with a small number of Do 17E-1s transferred from the Luftwaffe, Do 17K 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 experimental VII and VI2, also known as Do 17L VI and V2, were completed, but they did not get into the series. Two more experienced Do 17R VI and V2 were actually flying testbeds. Initially, they flew with BMW VI engines, and later they were re-equipped with 950-horsepower Daimler-Benz DB 600G. The Do 17R VI (D-AEEE) was used to test bomblets and, like the Do 17R V2 (D-ATJU), was used to test engines. The last one was equipped with a DB 601A with a capacity of 1100 hp. With.

Serial Do 17Z

During the first months of 1939, the bomber groups began to re-equip with a much improved version - Do 17Z. This model entered service simultaneously with a major reorganization of combat squadrons. Three of the four Do 17 squadrons were reduced from three to two groups. The fourth squadron was re-equipped with He 111. True, at the same time another squadron was formed on Do 17, with the transfer of three groups from existing units. After that 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 became 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 parts of the first stage of the Luftwaffe there were nine groups with Do 17 different 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 an effective defense. As a result, the Dornier designers at the beginning of 1938 created a completely new bow that fully met the requirements of combat use, and not aerodynamic cleanliness. Crew accommodation on the Do 17 has always been "cramped" to ensure maximum mutual support. The scorer was located in the bow, glazed with flat panels - "facet". The lower part of the cockpit was lowered and extended back to the wing, ending with the installation of a MG 15 machine gun for rear-down firing.

The new forward fuselage section was first used on a Do 17S-0 equipped with two DB 600Gs and a crew of four. The first of three Do 17S-0 - D-AFFY flew in early 1938. The aircraft was delivered for testing by the Luftwaffe, but no series 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 receive feedback on the further modernization of the aircraft. This was followed by the Do 17Z, which replaced the Do 17U on the assembly lines. Two Do 17Us were delivered to the air communications unit Ln.Abt.100, which entered 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-0s 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 cockpit, the other on the right side of the windshield and the third in a hemispherical installation at the bottom of the cockpit. On the Do 17Z-1, a fourth MG 15 was installed in the bow of the bombardier.

The Do 17Z-1 had practically 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 handling and maneuverability of its predecessor was also preserved, but due to the increased crew and equipment composition, 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 the Bramo-323P Fafnir engines with a two-speed supercharger with a take-off power of 1000 hp. With. and 940 l. s at an altitude of 4000 m again returned to a bomb load of 1000 kg. But the increase in combat load required a reduction in the fuel supply, so that the tactical range was 330 km. For some missions, the Do 17Z-2 could take on another crew member. In a small number, the Do 17Z-3 reconnaissance bomber was also released, 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 to dual-control Do 17Z-4s. 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 with crew and maintenance personnel. It was the most reliable Luftwaffe bomber, 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.