Dornier Do 17P

Faire 17P :
Modèle: BMW 132N
Taper: 9 cylindres radiaux
Nombre: Deux Puissance : 1 000 ch

Faites 17Z :
Modèle: Bramo Fafnir 323P
Taper: 9 cylindres radiaux
Nombre: Deux Puissance : 1 000 ch
Dimensions:
Envergure : 59 pi 0&# 189 po (18 m)
Longueur:
Faites 17E et F : 53 pi 3 & 190 po (16,25 m)
Faire 17P : 52 pi 9 & 190 po (16,1 m)
Faites 17Z-2 : 51 pi 9 & 189 po (15,79 m)
Hauteur:
Faites 17E et F : 14 pi 2 po (4,3 m)
Faire 17P : 14 pi 11 po (4,57 m)
Faites 17Z-2 : 14 pi 11 & 189 po (4,56 m)
Superficie de l'aile :
Faites 17Z-2 : 592,0 pi² (55,00 m²)

Performance:
Vitesse maximum:
Faites 17E et F : 220 mi/h (355 km/h)
Faire 17P : 249 mph (400 km/h)
Faites 17Z-2 : 263 mph (425 km/h)
Montée initiale : N / A
Plafond de service :
Faites 17E : 16 730 pi (5 100 m)
Faites 17F : 19 685 pi (6 000 m)
Faire 17P : 20 340 pi (6 200 m)
Faites 17Z-2 : 26 740 pi (8150 m)
Varier:
Faites 17E : 620 milles (1000 km)
Faites 17F : 994 milles (1600 km)
Faire 17P : 745 milles (1200 km)
Faites 17Z-2 (charge de demi-bombe) : 721 milles (1160 km)
Armement:
Faites 17E :
Une MG 15 manuelle de 7,92 mm montée dans la trappe ventrale arrière.
Une MG 15 manuelle de 7,92 mm montée en position dorsale, dirigée vers l'arrière.

Faire 17P :
Une MG 15 manuelle de 7,92 mm montée dans la trappe ventrale arrière.
Une MG 15 manuelle de 7,92 mm montée en position dorsale, dirigée vers l'arrière.
Une MG 15 manuelle de 7,92 mm montée fixe vers l'avant dans le pare-brise droit.

Charge utile:
Faites 17E :
1 650 lb (750 kg) de bombes transportées à l'intérieur.

Le Dornier Do 17 a d'abord fait son apparition en tant qu'avion militaire pendant la guerre civile espagnole dans les rôles de bombardier et de reconnaissance. Au début de la Seconde Guerre mondiale, il formait, avec le Heinkel He 111, l'épine dorsale du bombardier allemand au-dessus de la Pologne. Le Do 17 était également chargé de répondre aux exigences de reconnaissance de la Luftwaffe. En effet, les Do 17P ont exercé de telles fonctions pendant la « drôle de guerre », avant d'être activement impliqués dans des missions de bombardement lors de l'invasion de la France, de la Belgique et des Pays-Bas en mai 1940.

Cependant, au début de la bataille d'Angleterre, la portée limitée du Do 17 et sa faible charge de bombes signifiaient qu'il était mûr pour être remplacé par le Junkers Ju 88. Néanmoins, les unités du Do 17 ont effectué une myriade de missions dans le sud de l'Angleterre, certaines d'entre elles à très bas niveau contre les aérodromes de chasse de la RAF. Un certain nombre d'unités ont également participé au Blitz de 1940-41, avant de se diriger vers les Balkans puis l'Union soviétique. Des éléments de deux unités de bombardiers sont restés en première ligne sur le front de l'Est jusqu'à la toute fin de 1941, date à laquelle ils se sont également convertis en Ju 88 ou Do 217.

Comme expliqué par Chris Goss dans son livre Dornier Do 17 Units of World War 2, à la fin de la guerre, les restes des Do 17 jonchaient les aérodromes du nord-ouest de l'Europe et de l'Est. Néanmoins, comme pour tant d'autres types d'avions de combat importants de la Seconde Guerre mondiale, aucun exemple de variante n'a été conservé. Cependant, en 2013, cela a changé. Les pêcheurs locaux exerçant leur métier à partir des ports de la côte du Kent étaient au courant de la présence de nombreux avions sur les Goodwin Sands, et en 2008, l'une de ces épaves bien connue a progressivement commencé à réapparaître du fond marin, se trouvant finalement à environ 52 pieds de la surface. . L'avion, reposant sur le dos, semblait avoir deux moteurs, et comme il avait une section ouverte (bombe-bay) au centre du fuselage, il s'agissait clairement d'un bombardier.

L'imagerie sonar à balayage latéral de l'épave a été réalisée en 2008-09, date à laquelle il a été clairement identifié comme un Do 17Z. Cela a ensuite été confirmé par des plongées sur l'épave et des images de sonar à balayage multifaisceaux effectuées en 2011. Le musée de la RAF avait l'expérience de la récupération d'avions de guerre et voyait maintenant une occasion parfaite de récupérer le seul Do 17 au monde – le « chaînon manquant ' dans sa collection d'avions de la bataille d'Angleterre. Cependant, l'annonce officielle de la remontée du bombardier n'a été faite que le 3 mai 2013 et le lendemain, une plate-forme de récupération flottante a été positionnée au-dessus de l'épave.

Il avait fallu plus de trois ans de planification, de collecte de fonds et de recherche par la branche historique de l'air de la RAF pour en arriver là. Ce dernier croyait que l'épave était le Do 17Z-2 Wk-Nr. 1160 5K-FAR du 7./KG 3, perdu le 26 août 1940. Il y avait une incertitude quant à savoir si des restes humains ou des munitions pourraient être trouvés lorsque l'épave a été soulevée.

Des plongeurs avaient mené une étude détaillée de l'avion en vue de l'installation d'un cadre de levage léger spécialement construit autour de l'épave, et ils ont signalé que l'avion désormais exposé avait survécu aux tempêtes hivernales de 2012-13. Les conditions sur place étaient toujours difficiles, les marées ne permettant que 50 à 90 minutes de plongée par jour avec une visibilité ne dépassant pas 16 pieds. Les plongeurs ont constaté que diverses sections de la cellule étaient dans un état particulièrement fragile, ce que le RAF Museum avait prévu, d'où la construction du bâti de levage spécialisé. On s'attendait à ce que la récupération prenne trois à quatre semaines, en fonction de la météo et des marées.

Amener l'avion à la surface puis à terre n'était que le début de sa préservation. Être immergé dans l'eau de mer pendant plus de 70 ans signifiait que dès que le Do 17 était exposé à l'atmosphère, il commencerait rapidement à se corroder à un point tel que les restes finiraient par se désintégrer. Le musée de la RAF avait donc l'intention d'héberger l'avion dans deux tunnels d'hydratation spécialement conçus, mesurant chacun 65 pieds x 23 pieds et 11,5 pieds de hauteur, à RAF Cosford, dans le Shropshire.

Chaque tunnel était doté d'un système de pulvérisation d'humidité, avec 36 buses suspendues au plafond qui permettaient d'imprégner continuellement les restes. L'eau se disperserait via un système de drainage dans le sol de chaque tunnel, après quoi elle passerait à travers des filtres spéciaux avant de retourner dans un réservoir et d'être ensuite pompée dans les tunnels d'hydratation. Avant d'être remis en circulation, une lecture de l'eau serait effectuée pour s'assurer qu'elle avait la bonne valeur de pH pour éliminer en douceur les sels et les produits chimiques qui s'étaient accumulés dans la cellule au fil du temps sans endommager la peinture ou l'un des composants à l'intérieur. les ailes et le fuselage.

La première récupération était prévue pour les 2-3 juin 2013, mais cela a dû être reporté en raison des conditions météorologiques et des marées défavorables. Les retards météorologiques, associés à des problèmes de géologie des fonds marins, ont également forcé un changement dans la méthodologie de récupération. Au lieu d'installer un cadre autour du Dornier, le fuselage arrière a été renforcé et des estropes de levage fixées à des points forts connus sur la cellule. Comme l'avion gisait à l'envers sur le fond marin, l'accès à ces points forts n'était pas problématique, et à 18 h 26 le 10 juin, le Do 17 a été relevé avec succès en grande partie intact. Il a ensuite été transporté à Ramsgate Docks et, le lendemain, a commencé son voyage vers RAF Cosford, où la conservation et l'identification auraient lieu.

Cependant, à partir de 2019, le Goodwin Sands Do 17Z doit encore révéler sa véritable identité.

Dornier Do 17 Units of World War 2 est publié par Osprey Publishing et peut être commandé ici.

Crédit photo : Crown Copyright, Bundesarchiv, Bild 101I-341-0489-10A / Spieth / CC-BY-SA, Commons : WikiProject Aviation/téléchargements récents/21-30 avril 2012

Variantes

Les premières variantes à moteur Daimler-Benz

Les variantes de production initiales étaient le bombardier Do 17E-1, qui a été testé avec deux avions de reconnaissance Daimler-Benz DB 600, [14] et Do 17F-1, propulsés comme les premiers prototypes avec des moteurs BMW VI, qui sont entrés en production à la fin de 1936. Les premières unités de la Luftwaffe converties au Do 17 au début de 1937. [24]

Les Faire 17E-1 était équipé de deux moteurs en ligne BMW VI 7.3D de 750 PS chacun. L'équipage était au nombre de trois. L'opérateur radio équipait les deux mitrailleuses 7,92 &# 160 mm MG 15 dans une nacelle B-Stand dans le cockpit arrière. Ils avaient 750 cartouches. La soute à bombes était divisée en deux compartiments. Chacun avait cinq râteliers à bombes d'une capacité individuelle de 50   kg (110   lb). Un seul porte-bombes ETC 500/IX pouvait être monté à l'extérieur sous l'avion pour transporter une bombe de 500   kg. Un Do   17   E-1 portant la désignation D-AJUN a été testé avec une configuration inhabituelle, deux bombes SC 500 montées côte à côte sous le fuselage. [Notes 2] Il a montré une réduction notable des performances en raison de l'augmentation du poids et de la traînée, cette configuration n'a pas été utilisée de manière opérationnelle. L'E-1 a continué à transporter de faibles charges de bombes pendant la Seconde Guerre mondiale. Les performances de l'E-1 lui ont permis d'atteindre une vitesse de 330 &# 160 km/h (210 &# 160 mph) à 3 000 &# 160 m (9 800 &# 160 ft). Lors d'une plongée peu profonde, le châssis léger du Do 17 pouvait atteindre 500   km/h (310   mph) . Son plafond maximum était de 5 500 &# 160 m (18 000 &# 160 ft) . Plusieurs E-1 ont été reconstruits en E-2 ou E-3, au moins trois E-2 et un E-3 ont été utilisés par DVL et Hansa-Luftbild GmbH (Hansa Aerial Photography Ltd) dans un rôle secret de reconnaissance militaire avant le guerre. [25]

Les Faire 17F-1 était un avion de reconnaissance à longue portée basé sur des Do 17E modifiés sur le terrain. Le prototype Do 17 V8 a été utilisé pour tester la configuration du F-1 et du V11 pour le F-2. L'armement défensif se composait d'un MG 15 dans le B- et C-Stand (B-Stand - une position de tir arrière supérieure, C-Stand — inférieur emplacement de canon). Le fuselage avait deux caméras ainsi que six tubes éjecteurs pour cartouches de lampe de poche. Le F-1 sera en service jusqu'à son remplacement par le Do 17 P en 1938. Un seul F-2 a été construit, il a été désigné D-ACZJ et a été utilisé par la société Zeiss-Jena comme avion d'usine. [25]

La conversion de deux avions de la série E-2 avec deux moteurs en étoile BMW 132F a conduit à la Faire 17 J-1 et J-2. Ces avions ont servi de machines d'essais en vol pour évaluer la BMW 132 pour une utilisation dans le Do 17. L'avion était le V18 (N° de travail, ou Numéro de travail signifiant usine/numéro d'usine, 2021) et prototypes V19 (Wrk Nr 2022). Les essais ont commencé à la fin de 1937. Une conversion similaire, mais avec des moteurs radiaux Bramo 323, a conduit à la désignation Do 17 L-1 et L-2. Deux Do 17 (Wrk Nr 2031 et 2032) ont été renommés prototypes V20 et V21 et utilisés pour évaluer le Bramo 323 pour une utilisation dans le Do 17. Les tests ont été satisfaisants et tous les futurs modèles de production seraient équipés de ce moteur. [25]

Après avoir vu le Do 17M V1 aux courses aériennes Z&# 252rich en 1937, la Royal Air Force yougoslave a acheté les droits de licence pour la production au Drzavna Fabrika Aviona usine en 1938. Ils l'ont équipé du plus puissant moteur radial Gnome-Rhône 14N (bien que les Français aient exagéré ses performances) [26] Les modèles Dornier ont été livrés au Pomorsko Vazduhoplovstvo (Aéronavale - PV) en 1926, à savoir les bombardiers lourds Dornier Komet et Dornier Do Y. Les Yougoslaves connaissaient bien les conceptions Dornier et, le 19 novembre 1935, des pilotes yougoslaves testèrent en vol le prototype du Do 17 V-3, D-ABIH, W.Nr. 258. Ils ont décidé de choisir le Do 17 pour le service, bien qu'il soit plus cher que tout autre avion, en raison de la volonté allemande de les livrer rapidement sans limitation de nombre. [27]

Les Faire 17L-0 et Faire 17M-0 ont été développés en parallèle en remplacement des précédents E et F, le L étant la version de reconnaissance. Les deux ont été conçus autour des moteurs DB 600A plus puissants, délivrant environ 746   kW (1 000   ch). Deux versions L et une version M ont été construites en tant que prototypes, toutes deux avec une autre MG 15 dans le nez. [28] Le premier prototype de la version révisée, le Do 17M V1 (D-ABVD) était propulsé par deux DB 600 et démontrait des performances impressionnantes, notamment une vitesse maximale de 425 &# 160 km/h (264 &# 160 mph ) . [29]

Lors de la compétition internationale d'avions militaires à Zürich, en Suisse, en 1937, le Dornier Do 17M V1 s'est avéré un leader dans sa catégorie et était plus rapide que le chasseur étranger le plus rapide, le français Dewoitine D.510. [10] Le Do 17, avec le Messerschmitt Bf 109, a remporté de nombreux prix, démontrant les prouesses de la conception aéronautique allemande. [14] [30]

Variantes radiales

Malgré son succès, en raison de pénuries dans l'approvisionnement du moteur Daimler-Benz, la production Do 17M a été équipée du moteur Bramo 323, [31] avec l'avion de reconnaissance correspondant, le Do 17P, étant propulsé par BMW 132N pour donner une meilleure gamme. [32]

L'approvisionnement du DB 600 est resté extrêmement limité car la production a été rapidement basculée sur le DB 601 à injection de carburant, qui était réservé aux chasseurs Messerschmitt Bf 109 et Messerschmitt Bf 110. Par conséquent, les versions de production de la cellule de base du modèle Do 17M ont été équipées des nouveaux moteurs Bramo 323A-1 Fafnir de 670   kW (900   ch) , qui ont donné des performances raisonnables et ont porté la charge de bombe à 1 000   kg (2 200   lb) . La résultante Faire 17 M-1 a été produit en petit nombre et exploité jusqu'en 1941. [33]

Les prototypes de la série M-1 étaient Do 17M V1 (Werk Nr 691) et Do 17M V2 (N° de travail 692) qui ont été testés avec des charges de bombes d'un bombardier moyen. The third prototype, Do 17M V3 was evaluated as a fast bomber. The M V1 was fitted with two Daimler Benz DB 601 inline engines while the M V2 and M V3 had the Bramo 323 A and D respectively. The Ministry of Aviation favoured the widespread use of the DB 601, but demand for the DB 601s in fighter aircraft and the lack of production forced the use of the Bramo. [34]

The Do 17 M-1 started its service as a medium bomber and was able to carry 2,200   lb (1,000   kg) of bombs. It was equipped with two air-cooled Bramo 323 A-1 or A-2. The defensive armament consisted of two, and later three, MG 15 machine guns. The first was operated in an A-Stand pod operated by the navigator through the windshield. The position was allocated 370 rounds of ammunition. The rearward firing B-Stand was operated by the radio operator and allocated 750 rounds. The rear position in the lower fuselage was allocated 375 rounds in a C-Stand pod. The Do 17M could carry a bomb load of either 20 SC50 50   kg (110   lb) or two SC250 250   kg (550   lb) bombs or 10 SC50 and a single SC250 bomb. The speed of the M was superior to that of the E variant. The Do 17M could reach 420   km/h (260   mph) at altitudes of 3,500   m (11,500   ft) and could achieve a maximum service ceiling of 5,790   m (19,000   ft) and a range of 850 nautical miles (1,570   km) . [34]

Do 17Z in the Soviet Union, winter 1941-42 showing its sleek, pencil-like, outline.

Reconnaissance aircraft based on the M-1, the under-surfaces of the wing were covered with duralumin and it had a wider engine axis and longer engine nacelles. The demand for a reconnaissance aircraft based on the M-1 led to the development of the P-1 variant. [35]

The L version would not be able to enter production with the DB 600 owing to its use in the Bf 109, and the Bramo engine was rather thirsty on fuel and left the M models with too short a range for reconnaissance use. BMW 132N radials of 865   PS were selected instead, which had lower fuel consumption for better range. Another two prototypes with DB 600 engines were produced as the Do 17R-0, but did not enter production. During reconnaissance missions the P-1 was armed with four MG 15s in the A, B and C—Stands. One machine gun was located in the rear of the cockpit, another in the lower rear Bola mount, one facing forward through the windscreen and the other in the nose glazing. [36] In earlier variants the B-Stand (the gun position in the upper rear cockpit) was open to the elements, but the P-1 now provided an enclosed bulb-shaped mount protecting the radio operator from the weather. [37]

The P variant had similar features to the Do 17M-1, with added blind flying and camera equipment for reconnaissance work. Les Do 17P-1 was powered by two BMW 132N radial engines with a maximum performance of 865   PS ( 853   hp (636   kW) each. The machine was fitted with several radio variations. The FuG IIIaU radio (Funkgerät), the PeilG V direction finder (PeilG - Peilgerät) and the FuBI 1 radio blind-landing device (FuBI - Funkblindlandegerät). [34] The crew of three communicated with each other via the EiV intercom (EiV -Eigenverständigungsanlage). [34] The P-1 was equipped with either Rb 20/30 and Rb 50/30 or Rb 20/18 and Rb 50/18 cameras. The P-1/trop was fitted with filters and protection for the cameras. [38] The cameras were controlled remotely by the crew from the cockpit. [37]

Two Do 17Zs in a maintenance hangar. The detached Bramo 323s power plants can be seen.

Due to a shortage of night fighters, at least one Do 17P-1 was assigned to this role. A smooth metal sheet was installed in place of its glass nose and it was armed with three 20   mm (0.79   in) MG 151/20 cannons. The machine operated under Luftflotte 1. [39]

Les Do 17P-2 was identical to the P-1, with the additional installation of an ETC 500 bomb rack under the fuselage. These aircraft were designed for night reconnaissance. It is assumed that Dornier converted most, if not all, P-2 models from existing P-1 production aircraft. [34]

Unlike the P-2, the Do 17R-1 did not see series production. The experiences of the Spanish Civil War proved that unarmed aircraft were easy prey for fighter aircraft. The R-1 was to be a fast long-range reconnaissance aircraft with two additional fuel cells inside the fuselage aft of the bomb bay. Two variants were suggested, the first (variant I) had a single Rb 50/30 and two Rb 20/30 cameras, while variant II had a third fuel cell to replace the rear Rb 20/30. The aircraft had a gross weight of 7,250   kg (15,980   lb) but could be overloaded to 7,500   kg (16,500   lb) in emergencies. The crew usually numbered three, but a fourth was added depending on the missions to be flown. [34] To achieve a high performance at increased altitudes two DB 600 Gs were to be used. The power plants were tested in the Do 17R V1 prototype registered D-ABEE. The second, the R V2, registered D-ATJU, received the even more powerful DB 601 Aa engines. [22] The power plant of the R-1s that did exist are not known. [3]

The lessons from the Spanish Civil War had led Dornier's designers to incorporate more defensive machine guns. Battles with Soviet-built fighter aircraft had demonstrated that the Dornier was not as fast and invulnerable as was first thought. [22] To cope with this, a completely new pod-like cockpit was designed to give the crew more room and better visibility. The roof was extended upward over the line of the fuselage, sloping down to meet it just in front of the wing. The dorsal gun was moved to the rear of the pod where it had a considerably better field of fire. Likewise, the floor was dropped under the fuselage as a Bola casemate-style defensive armament emplacement, and the ventral gun moved to the back of the Bola, allowing it to fire directly to the rear. The changes in the roof and floor made the whole front of the aircraft much larger. The rest of the airframe remained the same. The new cockpit design was nicknamed Kampfkopf (German: "battle head"). [22]

Three S variant prototypes with the DB 600 G inline engines were tested. The S-01 (designation D-AFFY), 03 and 04 were flown. [22] The inverted V-12 engines were constructed as the Do 17 S-0 reconnaissance version, but it did not go into production. An additional 15 Do 17 U-1 pathfinder models were built, similar to the S-0 but adding another crewman (taking the total to five) to operate the extra radio equipment. The U models were to fly ahead of other bombers on night missions, using the radio equipment to locate the target and drop flares on it. They were personally requested by KG 100 as experimental models for this role. The U-1 had a maximum speed of 265   mph (426   km/h) and a combat ceiling of 4,500   m (14,800   ft) . The U-1 had a cruising speed of 384   km/h (239   mph) and a maximum reachable height of 5,700   m (18,700   ft) , owing to the "rather low performance of the Bramo 323 A-1 engines". The three prototypes (U-01 - U-03) and twelve production aircraft were built by 1938. [22]

Dornier Do 17Z: The main variant

The Dornier Do 17Z series was the most recognised and mass-produced variant, and saw more combat service than the E-U types. The type was modified as a result of combat experience during the Spanish Civil War. The forward fuselage was redesigned, with the cockpit area being "dropped", or extended further to enable a rear firing gunner position to be installed, and the canopy extended aft, until it was nearly parallel with the leading edge and wing root. [15]

To test the design, the Do 17S and Do 17U were produced, both to be powered by the DB 600 power plants. However, a call for all DB 600 series engines to be reserved for fighters led to the variants being fitted with Bramo Fafnir 323 A radial engines. The bomb load was increased to 1,000   kg (2,200   lb) and a fourth crew member was added. It proved to be underpowered, so Bramo 323 P engines were then fitted. Only three Do 17S and 15 Do 17Us were built. With the updates, the Dornier, with a full bomb load, had a combat radius of 322   km (200   mi) . Later variants, in the Do 17 Z-3, Z-4 and Z-5, which were fitted with cameras, dual trainer controls and flotation aids (for maritime operations) respectively, still could not solve the problems with range and bomb load. [15]

At first, a batch of Z-0s were built with the Fafnir for testing, the DB 600 again proving to be too hard to obtain. These were quickly replaced with the Z-1 model, which added another gun for the bombardier, but the additional weight of the nose and guns meant the bomb load was reduced to 500   kg (1,100   lb) . The Luftwaffe, not being satisfied with the test outcome of the Z series, immediately ordered performance and design studies to increase the overall performance of the bomber. These resulted in very optimistic speeds and altitudes for all future Z variants, especially for the Z-5 aircraft. Planned performance altitudes of up to 7,620   m (25,000   ft) at a maximum speed of 418   km/h (260   mph) with an aircraft weight of 8,100   kg (17,900   lb) were planned. Unfortunately, production aircraft never reached these optimistic performances during the service career of the Do 17Z. At 7,740   kg (17,060   lb) , the heavy Do 17Z-1 used two Bramo 323 A-1 engines with self-sealing fuel cells in the fuselage and wings. The crew of four consumed approximately 20 bottles of oxygen during long flights above 3,700   m (12,100   ft) . The Do 17Z-1 had a speed of 352   km/h (219   mph) at 1,100   m (3,600   ft) . However, the performance of the Bramo 323s did not permit the Do 17 to reach 416   km/h (258   mph) at 3,900   m (12,800   ft) and level flight when fully loaded. Range of the Z-1 at ground level was 635   nmi (1,176   km) while at 4,700   m (15,400   ft) this increased to 850   nmi (1,570   km) . This gave an average range of 400   nmi (740   km) . The introduction of the Bramo 323P increased subsequent performance in the following sub variants. [22]

This was addressed in the major production model, the Do 17 Z-2. The Z-2 mounted the new 323P-1 version of the Fafnir with 746   kW (1,000   hp) , which was specifically tuned to the performance needs of the Do 17 by decreasing supercharger power at lower altitudes and thus improving low-level performance. The increase in takeoff power allowed the bomb load to be increased from 500 to 1,000   kg (1,100 to 2,200   lb) . [14] However the combat range with a full 1,000   kg (2,200   lb) bomb load was a very short 330   km (210   mi) . [15] The armament was further upgraded by adding another pair of guns firing out of the sides of the upper part of the pod, but as the three guns were all fired by a single gunner, only one of them could be fired at a time. From May 1940, 422 Do 17 Z-2s flew with Kampfgeschwader 2 , Kampfgeschwader 3 , Kampfgeschwader 76 et Kampfgeschwader 77 . [14] The upgrades of the Z-2 had its overall weight increased from 17,600 to 17,920   lb (7,980 to 8,130   kg) . [18] After heavy losses of Do 17s during the Battle of Britain it was decided to replace the MG FF cannon with the more powerful MG 151/15. Losses had mounted in spite of an increase of up to eight machine guns in some Dorniers. [40]

The Z-3 formed part of the bomber versions of the Z series, it was, however, also used as a reconnaissance aircraft by the staff flight of the particular unit. The engines and the general equipment were identical to the Z-2 standard however two cameras — the Rb 50/30 and Rb 20/30 - were incorporated into the crew entry hatch. A handheld camera was issued to the crew to validate the success during bombing missions. Autopilot equipment was added later. The Z-2 and Z-3 were identical visually, and could only be distinguished from each other by the altered crew hatch on the Z-3. Owing to spacing problems because of the added camera equipment, the ammunition supply was reduced from 44 to 42 magazines. [41] The power plant of the Z-3 was upgraded to the Bramo 323P-2. The Bramo P-2 remained the engine of all the remaining Z series variants. [3]

The Z-4 was designed as trainer. Although nearly identical to the Z-2 and Z-3, it featured several equipment changes optimised for blind flying training. The four-seat aircraft had a single control column with dual steering, which was achieved by a jib protruding to the right. Rudder pedals were in front of both seats. The defensive armament and bomb racks were reduced, or in most cases omitted to reduce weight. [41]

The Z-5 was similar to the Z-3 with a weight of 19,000   lb (8,600   kg) . Designed as an anti-shipping aircraft, the Z-5, was fitted with flotation cells in the fuselage and engine nacelles in case it was forced down on water. [14] [42] Usually the flotation devices took the form of inflatable bags stored in the rear of the engine nacelles and in bulges on either side of the nose, just behind the front glazing. [43]

Later variants of the Z model were developed. The Z-6 was to be a reconnaissance aircraft, although it was only built as a prototype. During the war only a few were converted from existing combat variants. The type was selected for weather check flights. It was identical to the Z-1/Z-2 variants, but offensive armament was omitted and extra fuel cells fitted. This increased the fuel load to 2,890 L (578 imperial gallons). As flights required higher altitude, the oxygen supply was increased from 20 to 24 bottles. For long-range flights over water, the larger dinghy of the Z-5 with its updated emergency escape equipment was mandatory during operations. [41] The Z-6s were also used for night fighter operations. Some of the few converted Z-6s had the Ju 88C-6 nose installed and were equipped with machine guns and cannons. The nose proved to be unsatisfactory, and it was redesigned. In the tip of the new nose was an infrared spotlight which was soon made redundant after the introduction of Lichtenstein radar which was fitted to some of the Z-6. [43]

Do 17 Z-2s over France, summer 1940

The Z-8 Geier was not produced. It was intended as a ground attack aircraft and reached the first planning phase but was given up due to lack of performance and protective armour allocation against anti-aircraft artillery. An increase in armour would have meant a decrease in speed which would have exposed the aircraft further to enemy fire. [45]

The Z-9, which was fitted with special bomb release equipment, and delayed release gear for low-level attack missions. Its purpose was to suppress enemy air defences. Therefore, it was designed to fly over anti-aircraft positions and drop Butterfly Bombs, an early form of cluster bomb munitions. This could only be done with air superiority, as the Z-9 was unarmoured. The airframe and equipment was identical to the Z-1/Z-2 version. Only the bomb bay was altered to accommodate 16 bomb-dispenser systems. The maximum weight of the Z-9 was 7,800   kg (17,200   lb) . The design did not reach serial production. [45]

After bomber production ended in 1940, the Z model was modified with a "solid" nose from the Ju 88C, fitted with one 20   mm MG FF cannon and three 7.92   mm (.312   in) MG 17 machine guns, to be used as night fighters. Three prototypes were converted from existing Z-series airframes to the Do 17 Z-7 Kauz I ("screech-owl") configuration. The standard Z-7 was fitted with Bramo 323P-1 radial engines and had a crew of three airmen. In comparison to the standard bomber version, the fuel load arrangement was altered by subdividing into cells. Two cells were in the wings, with a capacity of 770 litres (154 imperial gallons) each. A third cell was placed in the bomb bay within the main fuselage, having a capacity of 895 litres (179 imperial gallons). The oxygen supply for the three man crew was reduced to nine bottles, as intercepts at high altitudes were not anticipated. Add-on armour in the form of heavy steel plates was bolted to the nose bulkhead to protect the crew against frontal fire. Originally, it was planned to completely armour the crew compartment. This idea, was given up again as the increased weight would have reduced flight performance of an already slow aircraft. The ammunition loads for the three 7.92   mm MG 17s amounted to 3,000 rounds and 400 rounds of ammunition for the 20   mm MG 151 cannon (although some Do 17Z bombers carried a single 20   mm for ground attack missions). [41] [46]

Dornier Do 17Z-10 night fighter with FuG 202 Lichtenstein B/C UHF radar

Later, the design was further modified to the Do 17 Z-10 Kauz II, the solid nose now containing an infrared searchlight for the Spanner Anlage infrared detection system. [47] The infrared lamp in the nose was used to illuminate the target while the display unit in the windshield made the reflection visible to the pilot. [48] The Z-10 was armed with four 7.92   mm (.312   in) MG 17 machine guns grouped above the IR light and two 20   mm MG FF in the lower nose. [47] The crew could reload the 20   mm cannons' drum magazines internally. The Z-10 contained an IR searchlight (Spanner-Anlage) for the Spanner infrared detection system. [49] [50] A single Kauz II was equipped with and tested the Lichtenstein radar. [39]

Only 10 of these Kauz II designs were converted from existing Z-series airframes. Les Spanner system proved to be essentially useless and many Z-10 were left without any detection system. At least one Z-10, coded CD+PV, was used as a flying test bed to help developing the early low-UHF band B/C version of the Lichtenstein radar system in late 1941�. [Notes 3] When the Z-10 was stripped of all non-night fighter equipment, it had a maximum weight of 7,300   kg (16,100   lb) . Armament fit was similar to that of the Z-7, with an added MG 17 and an additional 1,000 rounds of ammunition in the nose section. Defensive gun positions included the B and C stand, each equipped with a single MG 15. [45]

Dornier Do 17P - History

Hobby Craft 1/48 Dornier Do-17M/P

Kit #1603 MSRP $24.98
Images and text Copyright 2005 by Matt Swan

Developmental Background
Dornier constructed a number of aircraft that were later to be dubbed the "Flying Pencils" due mainly to the long thin outline of the fuselage. Probably the most famous, and the one that was to take part in the Battle of Britain was the Do-17. Developed in the early 1930s this aircraft was quite advanced for its time and was also the predecessor of the Do-217 series of bombers and reconnaissance aircraft. The first flight of the Do-17 was on November 23rd 1934 as a passenger/courier aircraft but Lufthansa rejected it and the prototypes were left in a hangar, only to be discovered a few years later by Robert Untucht who was the air ministry liaison officer, and a test pilot with Lufthansa.
The early 17s saw an evolution of BMW engines through 1936 resulting in a BMW 132N 9 cylinder radial producing 1000 horsepower each being installed. This variant, the M bomber type and P reconnaissance type could reach a top speed of 292 mph at 14,800 feet. It made its mark in the attack on Poland in September 1939 and its versatility was such that the Luftwaffe used it as a bomber, reconnaissance plane and as a pathfinder. Its limitations were shown in the Battle of Britain where it was outclassed typically eight guns to one. It could still sometimes outrun the Hurricanes in a slight dive but the days where it could run away from its opponents were coming to and end. The Z variant was the type used over Britain with the Bramo Fafnir 323P engine, which only had good performance at lower altitudes. In an attempt to compensate for this terrain-following mass raids were employed which worked fairly well. Even then the Do-17's were butchered over England for all the trouble spent developing the Do-17, the Luftwaffe was probably better off without it.
While the M and P versions were the most common types utilized during the Spanish Civil War there were many alternative engine combinations researched in the Z variant. Some were built with 1,050-horse power Daimler Benz DB.600G inverted V motors while a few others were fitted with Hispano engines or the new 323P version of the Bramo Fafnir 9-Cylinder radial rated at 1,000hp each. Modifications of the basic Z-2 model included the Z-3 reconnaissance version, the Z-4 dual-control trainer, and the Z-5 which included float cells in the fuselage and engine nacelles in case it was forced down on water. Some 537 Z-2's were produced before the lines shut down in July 1940. The type was withdrawn from service in 1941 and surviving units were handed off to other Axis member nations.

La trousse
If you want to model a Dornier Do-17 in 1/48 scale there are not a lot of choices open to you. Hobby Craft released the Do-17M/P kit several years ago and while nice to have does have some issues. The kit comes in a very large box with somewhat cartoonish box art. Inside we have few parts to work with, the basic wing and fuselage pieces along with a handful of detail pieces. The first of the obvious shortfalls of the kit is the poor cockpit. It is sorely out of scale and really bears no resemblance to the real thing. If you are going to build this in any mode where the interior is examinable you ll want to scrap the kit interior and scratch build something from reference.
The exterior pieces display nice engraved panel lines and other than one serious error a good aircraft outline. The one error here is a definite banana bow to the fuselage. This is not a peculiarity of my kit but is common to all the Hobby Craft Do-17 kits. If you are concerned about accuracy the fuselage needs to be cut behind the trailing edge of the wing and before the tail plane in order to straighten it out. It s not all bad though, the kit parts fit together well and the clear parts, while a little on the thick side do clear up nicely with some Future and fit the model well. The landing gear could use to be better detailed but are passable. The kit consists of seventy-two parts done in high-pressure light gray polystyrene and seven clear parts for seventy-nine pieces in the box.

You may click on these small images to view larger pictures

Decals and Instructions
The instructions for the kit consist of a single large tri-fold sheet. The cover contains a very brief historical background on the aircraft in five languages followed by three panels of exploded view construction steps. There are no interior painting instructions anywhere to be seen here nor are there any construction notes. The last two panels cover decal placement and exterior painting instructions. Here at least we have some basic color codes by RLM number only.
The decals are not much to talk about either. We have very general markings here for two aircraft, one basic German 70/71 over 65 splinter scheme with a squiggle pattern underneath and an interesting Bulgarian tri-color splinter scheme. The decals are totally lacking in any service markings or warning stencils. The print registry looks pretty good on the Luftwaffe markings but the definition on the Bulgarian markings is poor. They do include a set of swastikas for the tail but like many kits being marketed in the European community, they are split.

Conclusion
I guess I have not been too kind with my overall review so far but if you want a 1/48 example of this aircraft this is the only kit to turn to. While it does have issues they can all be overcome. The most important question is just how many issues do you care to deal with and how many are you going to accept? I elected to build this kit more for instructional purposes than anything else I needed something with good panel lines for my article on weathering basics. I was attracted to the Bulgarian paint scheme but those decals were so bad I could not bring myself to put them on the model. As an alternative I went with an Aero Master sheet for Romanian bombers combined with a few items salvaged from the spares box. Not wishing to deal with the interior I built the model gear up for display in the ceiling air force. Techniques used for weathering and decal application can be found in my Basics of Weathering article.
There are quite a few items on the aftermarket for this kit, many different decal packages, Z conversions, mask sets and replacement wheels and engines. Straighten the bow out of the fuselage and do some work in the cockpit and you will have a nice representation of the Do-17 Flying Pencil . If you are modeling a series of Dornier 217 aircraft this one should be present just to show where they all started. Overall, really kind of a poor kit but one that contains great potential. Oh yeah, that big honking directional antenna on the upper fuselage is actually accurate.

Preventing Preterm Births

While 17P can help lower the chance for another premature birth, there are other things that pregnant mothers can do.

• Aller à tous prenatal care appointments, even if you feel fine.
• Avoid cigarette smoke. If you smoke, talk to your doctor or nurse about quitting.
• Talk to your health care provider about how you can manage medical problems such as high blood pressure and diabetes.
• Use a condom when you have sex to protect against sexually transmitted infections.
• Talk to your doctor about any drugs, medicines, or herbal remedies you are taking.
• Rest and relax whenever you can. Ask friends and family for help.
• Ask for help if you don't feel safe with your partner. Abuse often gets worse during pregnancy.
• Talk to your doctor if you feel burning or pain when you urinate OR if you notice a discharge from your vagina that has an unusual color or odor. You may have an infection.
• See a dentist for a dental exam and cleaning.
• Call your doctor immediately if you have any signs of preterm labor.

What are the signs of preterm labor?

It is important to know the signs of early labor, because 17P is not a promise that your baby won't come early. The signs of early labor are:

• Bleeding
• Feeling that the baby is balling up
• Contractions (your belly tightens like a fist) every 10 minutes or less
• Changes in vaginal discharge (leaking fluid)
• Pelvic pressure (feeling that your baby is pushing down)
• Low, dull backache
• Cramps that feel like your period
• Abdominal cramps with or without diarrhea
• Feeling that something is not right

Call your doctor, midwife, or nurse right away if you have any of these signs!

Where can you get help?

Women who have already had a premature baby may fee more stressed and worried than other mothers. Now is the time to let others help you. Reach out to friends and family members. Ask people in your community for help if you need it.

It can be hard to get to your health care provider's office for the 17P shot every week. Don't be afraid to talk to your health care provider about finding a time that works for both of you.

If you receive Medicaid, you may be able to receive services from a pregnancy care manager. Your care manager can help you get the resources you need during your pregnancy, and help make sure you don't miss any 17P shots. Ask your health care provider about pregnancy care management services.

Helpful resources for pregnant women in Mississippi

• Contact your local health department for prenatal services and information.
• Text BABY to 511411 to get libre messages on your cell phone to help you through your pregnancy and you baby's first year. For more information, visit text4baby.org.
• The Mississippi Quitline offers free, confidential, one-on-one support to help you or someone you love quit smoking. 1-800-QUIT NOW (1-800-784-8669) or QuitlineMS.com.
• The March of Dimes offers lots of information about pregnancy, childbirth and newborns. They have great information for parents who have had preterm babies. MarchOfDimes.com

This material made possible by a partnership with the North Carolina Department of Public Health.

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