دورنير دو 17P

افعل 17P:
نموذج: سيارة BMW 132N
نوع: 9 سلندر شعاعي
عدد: اثنين قوة حصان: 1،000 حصان

افعل 17Z:
نموذج: برامو فافنير 323 بي
نوع: 9 سلندر شعاعي
عدد: اثنين قوة حصان: 1،000 حصان
أبعاد:
امتداد الجناح: 59 قدمًا 0 & # 189 بوصة (18 مترًا)
طول:
افعل 17E و F: 53 قدم 3 & # 190 بوصة (16.25 م)
افعل 17P: 52 قدم 9 & # 190 بوصة (16.1 م)
قم بعمل 17Z-2: 51 قدم 9 & # 189 بوصة (15.79 م)
ارتفاع:
افعل 17E و F: 14 قدم 2 بوصة (4.3 م)
افعل 17P: 14 قدم 11 بوصة (4.57 م)
قم بعمل 17Z-2: 14 قدم 11 & # 189 بوصة (4.56 م)
مساحة الجناح:
قم بعمل 17Z-2: 592.0 قدم مربع (55.00 م & # 178)

أداء:
السرعة القصوى:
افعل 17E و F: 220 ميل في الساعة (355 كم / ساعة)
افعل 17P: 249 ميل في الساعة (400 كم / ساعة)
قم بعمل 17Z-2: 263 ميل في الساعة (425 كم / ساعة)
الصعود الأولي: غير متاح
سقف الخدمة:
افعل 17E: 16730 قدم (5100 م)
افعل 17F: 19685 قدمًا (6000 م)
افعل 17P: 20340 قدم (6200 م)
قم بعمل 17Z-2: 26740 قدمًا (8150 مترًا)
نطاق:
افعل 17E: 620 ميلا (1000 كم)
افعل 17F: 994 ميلا (1600 كم)
افعل 17P: 745 ميلا (1200 كم)
قم بعمل 17Z-2 (حمولة نصف قنبلة): 721 ميلا (1160 كم)
التسلح:
افعل 17E:
تم تركيب MG 15 يدويًا مقاس 7.92 مم في الفتحة الخلفية البطنية.
تم تثبيت MG 15 يدويًا مقاس 7.92 مم في الوضع الظهري بهدف الخلف.

افعل 17P:
تم تركيب MG 15 يدويًا مقاس 7.92 مم في الفتحة الخلفية البطنية.
تم تثبيت MG 15 يدويًا مقاس 7.92 مم في الوضع الظهري بهدف الخلف.
تم تثبيت MG 15 يدويًا مقاس 7.92 مم للأمام مثبتًا في الزجاج الأمامي الأيمن.

الحمولة:
افعل 17E:
تم حمل 1650 رطلاً (750 كجم) من القنابل داخليًا.

ظهرت طائرة Dornier Do 17 لأول مرة كطائرة عسكرية في الحرب الأهلية الإسبانية في كل من قاذفات القنابل والاستطلاع. في بداية الحرب العالمية الثانية ، شكلت ، مع Heinkel He 111 ، العمود الفقري لذراع القاذفة الألمانية فوق بولندا. كان Do 17 مسؤولًا أيضًا عن تلبية متطلبات استطلاع Luftwaffe. في الواقع ، نفذت Do 17Ps مثل هذه المهام خلال "الحرب الزائفة" ، قبل أن تشارك بنشاط في مهام القصف أثناء غزو فرنسا وبلجيكا والبلدان المنخفضة في مايو 1940.

ومع ذلك ، مع بداية معركة بريطانيا ، كان النطاق المحدود لـ Do 17 وحمل القنابل الصغير يعنيان أنه كان جاهزًا للاستبدال بواسطة Junkers Ju 88. ومع ذلك ، قامت 17 وحدة بمهام لا تعد ولا تحصى فوق جنوب إنجلترا ، بعضها في وقت قصير جدًا. مستوى منخفض ضد مطارات سلاح الجو الملكي البريطاني. كما شارك عدد من الوحدات في الغارة التي دارت بين عامي 1940 و 1941 ، قبل التوجه إلى البلقان ثم الاتحاد السوفيتي. بقيت عناصر من وحدتي قاذفة في خط المواجهة على الجبهة الشرقية حتى نهاية عام 1941 ، عندما تحولوا أيضًا إلى Ju 88 أو Do 217.

كما أوضح كريس جوس في كتابه Dornier Do 17 Units of World War 2 ، بحلول نهاية الحرب ، تناثرت بقايا Do 17s في المطارات في شمال غرب أوروبا وفي الشرق. ومع ذلك ، كما هو الحال مع العديد من أنواع الطائرات المقاتلة المهمة الأخرى في الحرب العالمية الثانية ، لم يتم الاحتفاظ بأية نماذج لأي متغير. ومع ذلك ، في عام 2013 تغير هذا. كان الصيادون المحليون الذين يقومون بتجارتهم خارج الموانئ على ساحل كينت على دراية بوجود العديد من الطائرات على غودوين ساندز ، وفي عام 2008 بدأ حطام واحد معروف جيدًا في الظهور تدريجياً من قاع البحر ، وفي النهاية استلق على بعد حوالي 52 قدمًا من السطح . يبدو أن الطائرة ، التي كانت مستلقية على ظهرها ، بها محركان ، ولأنها تحتوي على قسم مفتوح (حجرة القنابل) في وسط جسم الطائرة ، فمن الواضح أنها قاذفة.

تم إجراء تصوير السونار للمسح الجانبي للحطام في 2008-09 ، وفي ذلك الوقت تم تحديده بوضوح على أنه Do 17Z. تم تأكيد ذلك لاحقًا من خلال الغطس على حطام الطائرة وصور السونار ذات المسح متعدد الحزم التي تم إجراؤها في عام 2011. كان لدى متحف سلاح الجو الملكي البريطاني خبرة في استعادة الطائرات في زمن الحرب ، وشهد الآن فرصة مثالية لإنقاذ الطائرة الوحيدة المتبقية في العالم - الحلقة المفقودة في مجموعة طائرات معركة بريطانيا. ومع ذلك ، لم يتم الإعلان عن إعلان رسمي بإحضار المفجر حتى 3 مايو 2013 ، وفي اليوم التالي تم وضع منصة انتعاش عائمة فوق الحطام.

لقد استغرق الأمر أكثر من ثلاث سنوات من التخطيط وجمع الأموال والبحث من قبل الفرع التاريخي الجوي لسلاح الجو الملكي للوصول إلى هذه النقطة. يعتقد الأخير أن الحطام كان Do 17Z-2 Wk-Nr. 1160 5K-FAR of 7. /KG 3 ، فقدت في 26 أغسطس ، 1940. كان هناك عدم يقين بشأن ما إذا كان يمكن العثور على بقايا بشرية أو ذخائر عند رفع الحطام.

أجرى الغواصون مسحًا تفصيليًا للطائرة استعدادًا لتركيب إطار رفع خفيف الوزن مصمم خصيصًا حول الحطام ، وأفادوا أن الطائرة المكشوفة الآن قد نجت من عواصف الشتاء في 2012-2013. كانت الظروف في الموقع صعبة دائمًا ، حيث تسمح المد والجزر فقط بالغطس لمدة 50-90 دقيقة يوميًا في ظل رؤية لا تزيد عن 16 قدمًا.وجد الغواصون أن أقسامًا مختلفة من هيكل الطائرة كانت في حالة هشة بشكل خاص - وهو أمر كان لدى متحف سلاح الجو الملكي البريطاني من المتوقع ، ومن هنا تم بناء إطار الرفع المتخصص. كان من المتوقع أن يستغرق الانتعاش ثلاثة إلى أربعة أسابيع حتى يكتمل ، اعتمادًا على الطقس والمد والجزر.

كان صعود الطائرة إلى السطح ثم الهبوط مجرد بداية للحفاظ عليها. إن الغمر في مياه البحر لأكثر من 70 عامًا يعني أنه بمجرد تعرض Do 17 للغلاف الجوي ، فإنه سيبدأ سريعًا في التآكل لدرجة أن البقايا ستتفكك في النهاية. لذلك ، كان متحف سلاح الجو الملكي البريطاني يهدف إلى إسكان الطائرة في نفقين مخصصين للترطيب ، يبلغ ارتفاع كل منهما 65 قدمًا × 23 قدمًا وارتفاع 11.5 قدمًا ، في سلاح الجو الملكي البريطاني كوزفورد ، في شروبشاير.

كان كل نفق يحتوي على نظام رش رطب ، مع 36 فوهة تتدلى من السقف مما يسمح بنقع البقايا باستمرار. سوف تتشتت المياه عبر نظام تصريف في أرضية كل نفق ، وبعد ذلك تمر عبر مرشحات خاصة قبل أن تعود إلى الخزان ثم يتم ضخها مرة أخرى في أنفاق الترطيب. قبل إعادة التوزيع ، سيتم أخذ قراءة للماء للتأكد من أنه من قيمة الرقم الهيدروجيني الصحيحة لغسل الأملاح والمواد الكيميائية التي تراكمت في هيكل الطائرة برفق بمرور الوقت دون إتلاف الطلاء أو أي من المكونات الموجودة داخله. الأجنحة وجسم الطائرة.

تم التخطيط للانتعاش الأول في 2-3 يونيو 2013 ، ولكن كان لا بد من تأجيل ذلك بسبب سوء الأحوال الجوية والمد والجزر. كما أدت تأخيرات الأرصاد الجوية ، إلى جانب قضايا جيولوجية قاع البحر ، إلى إحداث تغيير في منهجية الاسترداد. بدلاً من تثبيت إطار حول Dornier ، تم تعزيز جسم الطائرة الخلفي وربط شرائط الرفع بالنقاط القوية المعروفة على هيكل الطائرة. نظرًا لأن الطائرة كانت مقلوبة في قاع البحر ، لم يكن الوصول إلى هذه النقاط القوية مشكلة ، وفي الساعة 1826 في 10 يونيو ، تم رفع Do 17 بنجاح إلى حد كبير. ثم تم نقلها إلى Ramsgate Docks ، وفي اليوم التالي بدأت رحلتها إلى RAF Cosford ، حيث سيتم الحفظ وتحديد الهوية.

ومع ذلك ، اعتبارًا من عام 2019 ، لا يزال يتعين على Goodwin Sands Do 17Z الكشف عن هويتها الحقيقية.

يتم نشر Dornier Do 17 Units of World War 2 بواسطة Osprey Publishing ومتاح للطلب هنا.

رصيد الصورة: Crown Copyright، Bundesarchiv، Bild 101I-341-0489-10A / Spieth / CC-BY-SA، Commons: WikiProject Aviation / recent uploads / 2012 April 21-30

المتغيرات

المتغيرات المبكرة التي تعمل بالطاقة من دايملر بنز

كانت متغيرات الإنتاج الأولية هي القاذفة Do 17E-1 ، التي تم اختبارها مع طائرتين استطلاع Daimler-Benz DB 600 ، [14] وطائرة استطلاع Do 17F-1 ، تعملان مثل النماذج الأولية لمحركات BMW VI ، والتي دخلت الإنتاج في أواخر عام 1936 تم تحويل وحدات Luftwaffe الأولى إلى Do 17 في أوائل عام 1937. [24]

ال افعل 17E-1 تم تجهيزه بمحركين من طراز BMW VI 7.3D بقوة 750 حصان لكل منهما. عدد الطاقم ثلاثة. قام مشغل الراديو بتشغيل مدفعين رشاشين MG 15 مقاس 7.92 & # 160 ملم داخل جراب B-Stand في قمرة القيادة الخلفية. كان لديهم 750 طلقة. تم تقسيم حجرة القنابل إلى جزأين. كان لكل منها خمسة رفوف للقنابل بسعة فردية 50 & # 160 كجم (110 & # 160 رطلاً). يمكن تركيب حامل قنابل فردي من نوع ETC 500 / IX خارجيًا أسفل الطائرة لحمل قنبلة بوزن 500 و 160 كجم. تم اختبار A Do & # 160 17 & # 160 E-1 بالتسمية D-AJUN بتكوين غير عادي ، حيث تم تركيب قنبلتين من طراز SC 500 جنبًا إلى جنب تحت جسم الطائرة. [ملاحظات 2] أظهرت انخفاضًا ملحوظًا في الأداء بسبب الزيادة في الوزن والسحب ، ولم يتم استخدام هذا التكوين من الناحية التشغيلية. استمرت الطائرة E-1 في حمل أحمال منخفضة من القنابل في الحرب العالمية الثانية. مكنها أداء E-1 من الوصول إلى سرعة 330 & # 160 كم / ساعة (210 & # 160 ميلاً في الساعة) عند 3000 & # 160 م (9800 & # 160 قدمًا). عند إجراء غوص ضحل ، يمكن أن يصل الإطار الخفيف لـ Do 17 إلى 500 & # 160 كم / ساعة (310 & # 160 ميل في الساعة). كان الحد الأقصى للسقف 5500 & # 160 م (18000 & # 160 قدمًا). تم إعادة بناء العديد من طائرات E-1 كـ E-2 أو E-3 ​​، واستخدمت DVL و Hansa-Luftbild GmbH (Hansa Aerial Photography Ltd) ثلاث طائرات على الأقل من طراز E-2 و E-3 ​​في دور استطلاع عسكري سري قبل حرب. [25]

ال قم بعمل 17F-1 كانت طائرة استطلاع بعيدة المدى تعتمد على Do 17Es المعدلة ميدانيًا. تم استخدام النموذج الأولي Do 17 V8 لاختبار تكوين F-1 و V11 للطائرة F-2. يتكون التسلح الدفاعي من MG 15 في B- و C-Stand (B-Stand - موقع إطلاق خلفي علوي ، C-Stand & # 8212 موضع مدفع سفلي). كان جسم الطائرة يحتوي على كاميرتين مع ستة أنابيب قاذفة لخراطيش المصباح اليدوي. ستشهد الطائرة F-1 الخدمة حتى يتم استبدالها بـ Do 17 P في عام 1938. تم بناء واحدة فقط من طراز F-2 ، وقد تم تعيينها D-ACZJ واستخدمتها شركة Zeiss-Jena كطائرة مصنع. [25]

أدى تحويل طائرتين من سلسلة E-2 بمحركين شعاعيين BMW 132F إلى قم بعمل 17 J-1 و J-2. عملت هذه الطائرات كآلات اختبار طيران لتقييم BMW 132 لاستخدامها في 17 Do 17. كانت الطائرة V18 (Wrk Nr، أو ويركنامر المعنى الأعمال / رقم المصنع ، 2021) ونماذج V19 (Wrk Nr 2022). بدأت التجارب في أواخر عام 1937. أدى تحويل مماثل ، ولكن مع محركات برامو 323 الشعاعية ، إلى التعيين Do 17 L-1 و L-2. تمت إعادة تسمية اثنين من Do 17 (Wrk Nr 2031 و 2032) إلى نماذج V20 و V21 واستخدمت لتقييم Bramo 323 للاستخدام في Do 17. وكان الاختبار مرضيًا وسيتم تجهيز جميع نماذج الإنتاج المستقبلية بهذا المحرك. [25]

بعد رؤية Do 17M V1 في سباقات Z & # 252 الجوية الغنية في عام 1937 ، اشترت القوات الجوية الملكية اليوغوسلافية حقوق ترخيص للإنتاج في درزافنا فابريكا أفيونا مصنع في عام 1938. قاموا بتجهيزه بمحرك شعاعي Gnome-Rh & # 244ne 14N الأكثر قوة (على الرغم من أن الفرنسيين بالغوا في أدائه) [26] تم تسليم تصميمات Dornier إلى بومورسكو فازدوهوبلوفستفو (Naval Aviation - PV) في عام 1926 ، وبالتحديد قاذفات القنابل الثقيلة Dornier Komet و Dornier Do Y. كان اليوغوسلاف على دراية بتصميمات دورنير ، وفي 19 نوفمبر 1935 ، قام الطيارون اليوغوسلافيون باختبار النموذج الأولي Do 17 V-3 ، D-ABIH ، W.Nr. 258. قرروا اختيار Do 17 للخدمة ، على الرغم من أنها أغلى من أي طائرة أخرى ، بسبب استعداد ألمانيا لتسليمها بسرعة دون قيود على الأرقام. [27]

ال هل 17L-0 و اعمل 17 م -0 تم تطويرها بالتوازي كبدائل لـ E و F السابقة ، حيث أن L هو نسخة الاستطلاع. تم تصميم كلاهما حول محركات DB 600A الأكثر قوة ، والتي توفر حوالي 746 & # 160 كيلوواط (1000 & # 160 حصان). تم تصميم نسختين من طراز L و M كنماذج أولية ، وكلاهما مع MG 15 أخرى في المقدمة. [28] النموذج الأولي الأول للنسخة المعدلة ، Do 17M V1 (D-ABVD) كان مدعومًا بمركبتي DB 600 ، وأظهر أداءً رائعًا ، بما في ذلك سرعة قصوى تبلغ 425 & # 160 كم / ساعة (264 & # 160 ميلاً في الساعة) ). [29]

في مسابقة الطائرات العسكرية الدولية في Z & # 252rich ، سويسرا في عام 1937 ، أثبتت Dornier Do 17M V1 أنها رائدة في فئتها وكانت أسرع من أسرع مقاتلة أجنبية ، Dewoitine D.510 الفرنسية. [10] فازت الطائرة Do 17 ، جنبًا إلى جنب مع Messerschmitt Bf 109 ، بالعديد من الجوائز ، مما يدل على براعة تصميم الطيران الألماني. [14] [30]

المتغيرات الشعاعية

على الرغم من نجاحه ، نظرًا لنقص الإمداد بمحرك دايملر-بنز ، فقد تم تجهيز محرك 17M بمحرك برامو 323 ، [31] مع طائرة الاستطلاع المقابلة ، Do 17P ، التي يتم تشغيلها بواسطة BMW 132Ns لتقديم أفضل نطاق. [32]

ظل المعروض من DB 600 محدودًا للغاية حيث تم تحويل الإنتاج قريبًا إلى DB 601 المحقون بالوقود ، والذي تم حجزه لمقاتلي Messerschmitt Bf 109 و Messerschmitt Bf 110. لذلك ، تم تجهيز إصدارات الإنتاج من طراز Do 17M الأساسي بمحركات Bramo 323A-1 Fafnir الجديدة بقوة 670 و # 160 كيلوواط (900 و 160 حصان) ، مما أعطى أداءً معقولاً ورفع حمولة القنبلة إلى 1000 & # 160 كجم (2200 & # 160 رطلاً). النتيجة اعمل 17 م -1 تم إنتاجه بأعداد صغيرة وتم تشغيله حتى عام 1941. [33]

كانت النماذج الأولية لسلسلة M-1 هي Do 17M V1 (Werk Nr 691) و Do 17M V2 (Werk Nr 692) التي تم اختبارها مع حمولة قنبلة قاذفة متوسطة. 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. ال 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]

ال 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 و 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. ال 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.

الكيت
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.

الاستنتاجات
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.

• اذهب إلى الكل 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 مجانا 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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