Dornier works

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Dornier-Werke GmbH

legal form Company with limited liability
founding 1922
Seat Manzell , Friedrichshafen , Immenstaad from 1935
  • Bernhard Schmidt (from 1980)
  • Karl-Wilhelm Schäfer (from 1980)
Number of employees
  • around 8400 (1980)
  • 9000 (1984)
  • 8,722 (1985)
  • 10,242 (1989)
sales 1.5 billion marks (1984)
Branch Aircraft construction

Dornier-Werke Altenrhein, aerial photo by Walter Mittelholzer (1927)

The Dornier-Werke GmbH , from 1966 Dornier GmbH , shortly Dornier [ dɔrnjeː ], was a German aircraft manufacturer. The original Zeppelin factory Lindau GmbH - located in Manzell on Lake Constance , 1922-1938 Dornier Metallbauten GmbH , then Dornier-Werke GmbH and from 1966 Dornier GmbH  - had in the 1930s by branch departments at the Bavarian locations Neuaubing and Oberpfaffenhofen and in Wismar and Lübeck expanded with the North German Dornier works . After the Second World War, Dornier began first in 1951 with the Oficinas Técnicas Dornier (OTEDO) in Spain and from 1954 in Immenstaad again with aircraft construction. In 1985 the company was taken over by Daimler-Benz and later partially integrated into EADS via the aerospace group DASA . Previously, the civil aircraft construction and development was spun off and taken over by Fairchild ; In 2002, Fairchild Dornier filed for bankruptcy. Dornier's military aviation, aerospace, defense and systems technology is now part of Airbus Defense and Space .


Foundation and first successes

Dornier flying boat Delphin III (1928)
Thu X

The company originated within the Zeppelin company in Friedrichshafen, was first managed by Claude Dornier and later taken over. Dornier had been with Ferdinand Graf von Zeppelin since 1910 and, after initially working on Zeppelin airships, was entrusted with the design of aircraft . The Do department moved into offices and halls on the Seemooser Horn in 1914 . Here, under the direction of Dornier, the giant flying boat Rs I was built , followed by the Rs II , Rs III and Rs IV .

In 1917, Dornier's department became an independent company in the Zeppelin Group as Zeppelin Werk Lindau GmbH (ZWL), and Dornier became its managing director. The firm in Lindau Claude Dornier took on the development of a land plane, as the Cl I and D I . In 1919 the Lindau plant was closed.The Dornier Delphin I, first flight on November 24, 1920, was built in Seemoos and Rorschach in 1920. In 1921, old shipyards in Marina di Pisa (Italy) were taken over and expanded for the assembly of the Dornier Do J ("Wal"), the construction of which was not possible in Germany due to the Treaty of Versailles . The plants were operated by the company CMASA . In 1922, Claude Dornier became a partner in ZWL with a 10% share, the company was renamed Dornier Metallbauten GmbH (DMB) and the company's headquarters were relocated to Friedrichshafen- Manzell . There the Komet II and the Komet III were developed. In 1924, the Japanese Kawasaki Dockyard Company acquired the license to build Dornier aircraft itself. From 1925, Kawasaki built the twin-engine land plane Dornier Do N in Kobe , which had been developed in Friedrichshafen. From 1927 the Spanish Construcciones Aeronáuticas SA (CASA) built Dornier's “Wale” under license, further licensed constructions followed in the Netherlands at Aviolanda .

To implement the Dornier Do X projected in 1925 and to circumvent the construction ban imposed by the Versailles Treaty, the German Reich of the Weimar Republic founded another company in 1926 with Dornier and DMB as minority shareholders, the AG für Dornier-Flugzeug (Do-Flug AG) . The Dornier staff were transferred from the factory in Marina di Pisa to Altenrhein. The factory in Marina di Pisa and the CMASA were sold to Fiat in 1930 . However, Dornier whales were built there until 1931. With its capital resources, Do-Flug AG financed the development of the Do X in Manzell as well as assembly and testing in Switzerland . There in Rorschach / Altenrhein , opposite Friedrichshafen, halls and an airfield were also financed by Do-Flug AG and operated by Dornier Werke Altenrhein . The Do-Flug AG was dissolved again in 1933 after the Do X was handed over to Luft Hansa , the plant in Altenrhein was continued as Dornier Werke Altenrhein AG until 1948 . Dornier had already become the sole owner of Dornier Metallbauten GmbH in 1932. In the period from around 1931, the designation system for aircraft was also changed . The main change in this change, which was also promoted by the predecessor of the Reich Aviation Ministry , was that aircraft were now no longer identified with letters, but with numbers after the prefix Do.

In 1934, DMB built a new shipyard with a test department and flight operations at the Friedrichshafen- Löwental airfield . After the Dornier-Werke Wismar (from 1938 Norddeutsche Dornier-Werke - NDW) had been founded in 1933, further subsidiaries were added in Pfronten -Weissbach, Lindau- Rickenbach, Langenargen , in Neuaubing near Munich and Lübeck . A milling shop, profile drawing shop and rivet production were located in Berlin-Reinickendorf . In 1935 the programs Do 11 , Do 13 , Do 23 and those of the “Wal” family ran in parallel. This was followed by the developments Do 17 and Do 18 . Thereafter, the plants were subordinated to the plans of the National Socialists of industrial and employment policy and the preparations for a war.

At the instigation of the government in 1938, the numerous, partially nested individual companies of the Dornier Group had to be reorganized “to clarify ownership”. The “northern group” was formed under the leadership of the NDW in Wismar and the “southern group” under the leadership of the main Friedrichshafen plant. While the southern group was supposed to develop and manufacture aircraft under the "operator" Claude Dornier, the northern group had to give up its development activities under "operator" Heinrich Schulte-Frohlinde and was now a pure manufacturing company that also sold Dornier aircraft (Do 217), but mostly in License to manufacture aircraft developed by third parties (Junkers W34, Heinkel He 111, Junkers Ju 88, Focke-Wulf FW 190). The Dornier GmbH Metallbauten was in Dornier-Werke GmbH renamed and developed and built the patterns Do 17, Do 18, the heavy bomber Do 19 and Do 217 . The Do 24 and Do 26 were built for Lufthansa and the international market . The Do 20 project as the successor to the Do X was discontinued due to a lack of an order from Lufthansa. The development of the transocean airship Do 214 commissioned by Lufthansa continued after the start of the war, even got higher priority in 1940, but then received a military assignment as a submarine supplier at the end of 1940, until the Reich Aviation Ministry ordered the development to cease in 1942.

Second World War

Thursday 17

The six existing Do 26 aircraft were equipped with combat stalls at the start of the war and flew as transporters and maritime patrols for the Luftwaffe. In terms of numbers at the beginning of the war, the Luftwaffe version of the Do 18, equipped with two diesel engines in tandem, was of particular importance; it was used a lot for reconnaissance flights over the North Sea from September 1939 , but increasingly had to be replaced by the three-engine BV 138 . After the occupation of the Netherlands , the license production of the three-engine Do 24 now for air force purposes, which was running there for the Dutch naval aviation ( Marine Luchtvaartdienst ) , was continued. This particularly seaworthy flying boat (first flight in 1937) was intended for colonial service in the Dutch East Indies , today's Indonesia. The Luftwaffe received a total of 217 pieces over time. The aircraft became the most important device for the emergency teams on the coasts of occupied Europe. The Dornier-Werke built the twin-engined Do 17 “Flying Pencil” and Do 217 combat aircraft in much larger numbers . The original model had already been commissioned in 1932/1933, still from the Army Weapons Office , under the camouflage name "Schnellverkehrsflugzeug". The heavy multi-purpose fighter Do 335 Pfeil (first flight in 1943), the fastest piston-engine-powered production aircraft in the world at 765 km / h, was no longer used . The last existing copy was prey 1974 by the United States of Dornier-Werke GmbH transferred for restoration and was on loan for several years in the German Museum in Munich issued, will be returned to the United States until it had to.

post war period

Dornier Do 27 A4
Dornier Do 28 D-2 SKYSERVANT
Thu 31
Do 32 climbing

After the lost war, Dornier , the military economic leader , was denazified as "relieved", but faced economic ruin as the Manzell plant was completely destroyed. Because aircraft construction was initially banned in post-war Germany, Dornier relocated to Zug (Switzerland) and had the Do 25 developed and produced in Spain .

In Germany, the company started over in Lindau , Oberpfaffenhofen , Neuaubing and Immenstaad on Lake Constance . In Lindau, before the start of aircraft construction, the Lindauer Dornier GmbH developed looms and textile machines, which later became world-renowned. Dornier was able to build on earlier economic successes with short take-off planes and vertical take-offs. In Langenargen , lightweight profiles for aircraft construction were manufactured on the profile drawing benches developed by Claude Dornier during the First World War. The other plants were dedicated to aircraft construction. In 1962, Claude Dornier retired from management and handed over management of the group to his son Claudius . Under Claudius' leadership, the group continued to develop strongly. In 1964, with the 80th birthday of Claude Dornier, Dornier also celebrated the 50th anniversary of the establishment of the DO department in the Zeppelin Group in 1914. In 1966, Claude Dornier changed the name of his company from Dornier-Werke GmbH to Dornier GmbH . In 1969, after the death of Claude Dornier, the company became the property of a community of heirs consisting of his widow and six sons.

During this time, numerous own models were created in aircraft construction - including: Do 27 , BR 1150 Atlantic, Do 28 A / B and Skyservant , Do 29 , Do 31 , Do 32 , Do 34 , Do 128 , Do 228 , Alpha Jet , Alpha Jet TST , IA-63 , Thu 24 ATT . In addition, the license builds Fiat G.91 and Bell UH-1 D and the NATO AWACS and Breguet Atlantic combat value enhancement programs. In Oberpfaffenhofen, in addition to the assembly of the aircraft with Dornier Reparaturwerft GmbH, the technical, logistical support and repair of their own models for the Bundeswehr aircraft Alpha Jet, UH-1D, Breguet Atlantic, AWACS and CL 601 Challenger and the overhaul and repair of Lockheed C- 130 operated for some African countries. Neuaubing was the mechanical production center that made a name for itself in plastics technology very early on. The logistics for the Bundeswehr aircraft were operated in Germering .

In the 1960s and 1970s, Dornier's special services (including strength reports, shell body) were also used by companies active in motorsport. Are Narrated BMW for its Formula 2 vehicles and McNamara Racing .

The Lindauer Dornier GmbH 1967 brought the under Peter Dornier developed shuttleless rapier weaving machine on the market, which soon developed into a world that continues to today success.

The Dornier Group (including textile machine construction) had around 8,400 employees around 1980.

After Claudius Dornier retired as CEO in 1980 for reasons of age , the group was continued with further innovations and diversifications in the spirit of Claude Dornier by Bernhard Schmidt and Karl-Wilhelm Schäfer, who did not belong to the Dornier family but were just as successful.

Dornier initially co-developed the Airbus consortium (rear fuselage and tail unit), then retired in 1970 due to the high equity requirement, but from 1978 again subcontracted components, such as the rear pressure domes for the Airbus fuselages, landing flaps, fuselage segments and floor scaffolding.

On the initiative of Silvius Dornier , the then head of development at Dornier-Werke GmbH, the establishment of further diversification areas in addition to textile machine construction began in 1959, initially the development of unmanned missiles and target display devices, research on surface physics and operations research services to support the German Navy. When the Federal Republic's National Space Program began in 1962, space travel was added as a further field of work. Since the working methods required here differed from those of aircraft construction, the company's main area of ​​activity, Claude Dornier spun off these areas in 1962 into a subsidiary, Dornier-System GmbH. This company was the engine of diversification in the following years.

In space travel, Dornier developed into one of the most important developers of scientific satellites and space probes (including the development of satellite experiments).

In defense technology, drone systems (both surface-mounted and rotor-borne ) and towed target systems formed the focus, later supplemented by command, weapon deployment and training systems, mobile bridges and telescopic masts, and finally also guided weapons . In the mid-eighties, Dornier began a study of a Dornier LA-2000 stealth aircraft , with a Delta wing in the format of the McDonnell Douglas / General Dynamics A-12 and thrust vector control .

Complex electronic components were required in both space travel and defense technology. This led to the establishment of a large separate electronics division, which, in addition to subsystems for spacecraft, aircraft and missiles, also includes products such as radar systems, simulators, environmental measurement networks, remote nuclear power plant monitoring systems, remote control systems for radio broadcast networks, image processing devices and information systems based on them, devices for map digitization or ABS control devices and electronics Developed and successfully launched controls for diesel injection pumps.

From the original research work on surface physics, a large technology area emerged, which was particularly active in energy technology (gas ultracentrifuges, solar thermal systems, solar pump and cooling systems, fuel cells) and environmental technology (safety and control technology for nuclear facilities, wastewater treatment systems). Ultimately, research on shock wave physics resulted in kidney lithotripter , which Dornier was to develop into medical technology as a new important field of work.

From the original operations research work for the German Navy, an area of ​​planning advice emerged which, in addition to ongoing military planning tasks, subsequently carried out regional and environmental planning, traffic planning including the design of goods distribution centers and the planning of information systems, but also seat booking systems, ordering - and supplied purchasing systems and bank dialogue systems and later became independent as Dornier Consulting GmbH .

In 1985 Dornier-Medizintechnik GmbH was founded in order to further develop this business area independently under a focused management. At the request of the majority of the shareholders at the time, the company had to relocate its activities from the Lake Constance area to the Munich area. This spatial separation from the development center on Lake Constance led to great difficulties in the development of second-generation lithotripsy products with the corresponding negative economic effects.

The slow end of the Daimler-Benz era

In 1984/85 the individual tribes of the community of heirs could not agree on the future direction of the society. After some back and forth on the management level, in 1985, through the then Prime Minister of Baden-Württemberg Lothar Späth , Daimler-Benz AG took over the majority and management at Dornier. Silvius Dornier remained involved with approx. 22% and the heir line Claudius Dornier with approx. 10%. Lindau textile machine construction left the Dornier association and was independently managed as Lindauer DORNIER GmbH under the ownership of Peter Dornier . Political intervention was necessary at the insistence of the works council - albeit as a precaution - because the heirs of Dornier, in their quarreling, did not take responsibility for the plant and the people employed in it. Justus and Christoph Dornier retired as co-owners. Justus devoted himself to his own aircraft projects (SC01 B-160, Gyroflug Speed ​​Canard ) at Mengen airfield . The heirs of Donatus Dornier, represented by his widow Ellen Dornier, largely sold and retained only a minority of votes.

This takeover by Daimler-Benz AG ensured a deceptive future for the plant. The financial strength of Daimler-Benz allowed both the development and construction of the 30-seat turboprop -Verkehrsflugzeugs Do 328 as well as major investments such as the construction of a new plant in Immenstaad (Dornier 2) and new assembly halls in Oberpfaffenhofen.

The traditional areas of activity of the Dornier Group now also include vehicle-related services. Dornier had already carried out work on automobile aerodynamics for Daimler-Benz as well as for numerous other domestic and foreign companies in the automobile industry. In addition, there were now further services for Daimler-Benz development, with work on vehicle electronics being particularly noteworthy. Dornier research worked on concepts for hydrogen-powered vehicles. Mobile lithotripsy treatment facilities have been using for the US market Freightliner created -trucks of the Daimler-Benz group. A collaboration between Dornier and the original Daimler-Benz division developed in a number of areas.

The operational independence of Dornier was preserved on the special initiative of the chairman of the supervisory board, Edzard Reuter, so that Dornier was able to continue working successfully in its traditional business fields in the following years.

In 1988 the aviation activities of the Dornier Group, which were split up both geographically and in terms of corporate law, were combined in Dornier-Luftfahrt GmbH. This was a reaction to the decline in the military business and the economic importance of the civil aircraft families Dornier 128, Dornier 228 and especially Dornier 328 for the future of the company, which was a uniform management and only related to this business area Organization required to ensure the necessary success.

In Dornier GmbH, as the parent company of the Dornier Group, all non-aviation areas of work (aerospace, defense technology, electronics, new technologies, planning advice, etc.) were combined with the exception of medical technology.

The success of the Dornier Group in the years 1985–1989 manifests itself in an increase in the number of employees from 8,722 (December 31, 1985 - after the departure of Lindauer Dornier GmbH) to 10,242 (December 31, 1989) and a corresponding increase in Overall performance. In 1989, aviation still accounted for 38% of total output, which underlines the now very high economic importance of the diversification areas for the Dornier Group.

After the takeover of Messerschmitt-Bölkow-Blohm GmbH (MBB) by Daimler-Benz AG in 1989, a major reorganization of the Daimler-Benz group took place, which was to have an extraordinarily serious impact on Dornier, so that the 75th anniversary celebrations in this year was a swan song to the old Dornier tradition. While numerous functions were centralized in Daimler-Benz AG as the group-leading holding company and it reserved strategic decisions in all business areas, the intermediate holding Deutsche Aerospace AG (DASA) assumed the operational management of Dornier, MBB, MTU and Telefunken Systemtechnik GmbH (TST ) summarized. Jürgen Schrempp became CEO of DASA and Chairman of the Supervisory Board of Dornier. Due to numerous overlaps between the areas of activity of the DASA companies, a divisional concept was reclassified from 1990 onwards.

The military aircraft construction / support was combined with the parts from MBB and relocated to Manching and Ottobrunn. Civil aircraft development was withdrawn from Friedrichshafen and concentrated under Dornier Luftfahrt GmbH in Oberpfaffenhofen. The parts of the plant in Neuaubing and Germering were also relocated and closed. Despite warnings from the then Dornier board member Schäffler, Daimler-Benz also took over the then ailing Dutch aircraft manufacturer Fokker and wanted to forge a division for regional aircraft construction in Europe under one roof.

Similar adjustments and amalgamations were made in space travel and electronics. Dornier-Medizintechnik GmbH was sold after a while. Parts of the electronics were also transferred to the companies TEMIC and Nortel Networks . Information processing formed a core of debis , today T-Systems . The research came directly to Daimler-Benz, but remained in Immenstaad until 2004. The wind tunnel was shut down and operated more or less under their own control by three employees. The total number of employees fell sharply.

In public, Dornier was mainly present through the litigation led by Martine Dornier-Tiefenthaler between the Dornier heirs and Daimler-Benz. These processes could not stop the break-up of the Dornier works in favor of the Bavarian DASA parts, but secured the Dornier heirs the profit sharing and further compensation, however without keeping the former Dornier jobs. They only meant that the Dornier GmbH lettering had to be used next to the DASA lettering (and later also at EADS) on documents and documents. The employees remain with Dornier GmbH and have not been transferred to DASA.

The political détente after the end of the Cold War forced new adjustments: DASA and large parts of the European aerospace and defense industries merged to form EADS . Dornier GmbH existed in this association until 2004 as a legal structure (so-called hollow company, with a named board of directors, but fully operated by EADS) to account for the profits for the remaining shareholders from the Dornier family and after this became their last Shares in DaimlerChrysler had been fully integrated into EADS, including the employees. Many of the business areas established by Dornier are now the focus of activities in the Bavarian plants of EADS. The old locations Neuaubing, Oberpfaffenhofen and Friedrichshafen / Immenstaad have either been given up or have shrunk considerably. The Dornier-Werke no longer exists as a separate operating company. In 2005, major space manufacturing capacities went to France. At the beginning of 2006, for example, the factory fence in Plant 2 in Immenstaad was removed and the building was offered on the open market as an industrial park and warehouse. Many external companies are also based in Plant 1. The plants in Oberpfaffenhofen and Neuaubing no longer belong to EADS. It was not until much later that EADS recognized the value of a systems house like Dornier, and today it is endeavoring to rebuild the form of interlocking, mutually supportive fields of technology and activities.

Dornier was the nucleus for a number of well-known and successful companies through outsourcing and taking on employees in and around Friedrichshafen. The first was the Dornier engineer Erwin Hymer , who took over the ladder production of the Dornier factory in Neuaubing as early as 1962 and founded the Hymer Leichtmetallbau GmbH & Co KG in Wangen im Allgäu . Later, Erwin Hymer also managed his parents' company (wagon and body construction), which he developed as Hymer AG into a world-class caravan and motorhome manufacturer.

Dornier GmbH is still entered in the commercial register. However, it only functions as a management company, which has a 21.7% stake in EADS Deutschland GmbH. At the same time, she is the owner of Real Estate EADS Dornier GmbH, which looks after the land and buildings of the former Dornier works in Immenstaad.

The Dornier Flugzeugwerft (DFW) in Manching with around 200 employees emerged from parts of the former Dornier Reparaturwerft (DRW) in Oberpfaffenhofen and existed from January 1, 2006 to April 1, 2010 as a wholly owned subsidiary of EADS. Since then it has been fully integrated into EADS and is no longer independent. The company initially acted as a contractor for the AWACS and Breguet-Atlantic support business, whose contracts could not be legally transferred from Dornier to EADS without a new and competitive tender when the move from Oberpfaffenhofen to Manching. The work on the aircraft mentioned is therefore carried out by EADS on behalf of DFW. In May 2006, DFW received the order to look after the P3-C marine surveillance aircraft in addition to the Breguet Atlantic framework agreement and not EADS directly, which led to an upgrading and an increase in the number of staff at this company.

Dornier Consulting Logo (2011)

Only Dornier Consulting GmbH, based in Berlin, still exists today as an independent operating company with around 300 employees. As part of the takeover of Dornier by Daimler-Benz, Dornier Planning Consulting was largely made independent as a division, registered as a separate company in 1995 with the legal form of a GmbH and managed by DaimlerChrysler Services (formerly debis); at that time, the mobility services of the then Daimler-Benz group were brought in. In 2000, when EADS was founded, it then became a wholly-owned subsidiary of EADS Deutschland GmbH. In 2011, the company managed more than 100 projects in 25 countries with a project volume of around 30 billion euros and is now an international consulting and project management company with subsidiaries and branches in Berlin , Munich , Sindelfingen , Abu Dhabi , Riyadh and Moscow, among others and Khartoum .

Further history of Dornier Luftfahrt GmbH after the takeover by Fairchild

Thu 328-100

After the disaster with Fokker, Daimler-Benz abandoned plans to build a European regional aircraft, recognized the particular problems of this market and looked for a partner with market experience for Dornier Luftfahrt GmbH. The Dornier cadre had been exchanged or left the company because they had spoken out against the Fokker takeover. In 1996, Dornier Luftfahrt GmbH was taken over by Fairchild Aviation , which was renamed Fairchild Dornier and further developed the 328 as the 328JET with jet propulsion. As part of the special depreciation with Fokker, Daimler-Benz had assumed the development costs for the Do 328 that had accrued up to that point, so that the company stood on solid feet and was able to advance further development. Fairchild also temporarily deleted the Dornier suffix on the aircraft type and called the aircraft Fairchild 328, but reintroduced it for image reasons. Dornier GmbH / DASA initially retained a 20% stake in the new company, but later parted with the stake.

In 1999 the company was sold to Clayton, Dubilier & Rice , the Allianz subsidiary Capital Partners and a German banking consortium without changing its name . It followed the 528, 728 and 928 programs at the time and launched the 728 program first.

As a result of the aviation crisis caused by the terrorist attacks on September 11, 2001 , Fairchild Dornier had to file for bankruptcy in 2002 because the options for the 728 development program were lost - Lufthansa withdrew its 60 options - and sales stagnated. More than 3 billion euros in development costs had now accumulated with no prospect of a return flow. Since the insolvency administrator was unable to find a buyer for the entire company, parts of the company were sold. The fate of the traditional Dornier company at the Oberpfaffenhofen location was sealed. Avcraft bought the 328 program and the Chinese conglomerate D'Long bought the 728 program. Both buyers soon also had to file for bankruptcy. In contrast, the aircraft maintenance operations (RUAG Aerospace Services GmbH) and Airbus component production (RUAG Aerospace Structures GmbH) acquired from the Swiss RUAG Group developed well from the start. With a turnover of well over 100 million euros, the RUAG companies are making an important contribution to maintaining and further developing the Oberpfaffenhofen aviation location.

In 2003, the head of HR at Fairchild Dornier, Rudolf A. Müller, founded the personnel company DO-Professional Services GmbH as a company of the GECI Group in order to keep the highly qualified Dornier employees in employment despite the bankruptcy. The company name and the company logo are intended to express the solidarity with Dornier. Due to the company's origins, the company has specialized exclusively in personnel services in the aerospace industry to this day.

On November 5, 2007, RUAG announced that it wanted to resume series production of the Dornier Do 228-212 from 2009 because there was a need for this model as a maritime surveillance aircraft (equipped with sensors). Two aircraft have already been assembled from spare parts for the Dutch coast guard and delivered.

With the auction of the remains of the Fairchild Dornier company in February 2005, a piece of German aviation history is a thing of the past. Among other things, two Dornier 728 prototypes were auctioned . One was bought by the German Aerospace Center (DLR) to test cabin airflows and acoustics. The other prototype went to a former Dornier employee from Berg. However, the flight test department , which IABG acquired in the run-up to the auction, will continue to live at the Oberpfaffenhofen location .

The new production facilities, on which only three prototypes of the 728 had been built, were dismantled and scrapped. In 2005, Avcraft also filed for bankruptcy, and of the 350 employees that had previously been employed, 25 were subsequently employed by the liquidator.

In January 2006, 328 Support Services GmbH was founded as a manufacturing and maintenance company and took over the Do-328 program from Avcraft's bankruptcy estate. The last production facilities on the final assembly line in Oberpfaffenhofen were dismantled and scrapped because it was not planned to continue series production. The acquisition of responsibility for the type certificate and all stocks made it possible to maintain the fleet of around 300 flying Do-328 propeller and jet aircraft. From this point in time, a new infrastructure was built around the 328 prototype: In 2009, 328 Design GmbH was founded as the responsible design organization, and in 2013 it received approval as a training organization. Since 2006, the number of employees who are almost exclusively involved in looking after the Do 328 has risen to around 150.

In February 2015, 328 Support Services GmbH was taken over as a wholly owned subsidiary by the Sierra Nevada Corporation .

Further projects under the name "Dornier"

At the same time, other aircraft projects under the name Dornier have been or are being carried out more or less successfully. These are independent projects by Dornier descendants without any connection to the described Dornier Luftfahrt GmbH and successor companies such as Claudius Dornier's Seastar .

On July 14, 2007, the Dornier S-Ray 007 took off from Friedrichshafen Airport for its maiden flight. It was a modern amphibious aircraft in fiber-plastic composite construction ( GFK , CFK ) in the class of the Dornier Dragonfly. This aircraft was developed by the Dornier Technologie company from Uhldingen-Mühlhofen on Lake Constance, which Silvius Dornier had founded and which now belongs to his son Iren . The company was a reservoir for former Dornier developers who either hadn't taken part in the relocation led by Daimler-Benz or had come back from Fairchild. The series production planned since 2007 has not yet come about. Iren Dornier also operates the DO 24 ATT for sightseeing flights.

Dornier Delta

Dornier Delta prototype

Claude Dornier always tried to minimize the company's dependency on aircraft construction, which was demonstrated by the successful diversification into the development and production of looms as described above; He also used capacity gaps to implement technical innovations. At the beginning of the 1950s, his son Claudius initiated and directed the construction of a four-seater small car, before the Allies approved aircraft construction in Germany, in which the two front and two rear passengers sat back to back, thus making optimal use of the available space. A prototype was built and tested, which was named Dornier Delta. The calculations showed that the Dornier works could not have built this vehicle at a market price; In addition, the Thursday 27 program had already started. Zündapp , experienced in assembly line production, took over the license, and then built and sold the vehicle as Zündapp Janus . With hydraulic brakes, ventilated brake drums and four individually suspended wheels (swinging at the front, pendulum axles at the rear), the vehicle brought modern elements and comfort to this vehicle class, which, however, seemed unattractive because of the small price difference to the middle class. So the vehicle was not a market success, and with the onset of the economic miracle, the trend was towards larger vehicles.

In the mid-1960s, Claudius Dornier and Erwin Hymer developed the Dornier Delta II scooter, which was intended as a city car . The vehicle was 2.20 meters long, 1.43 meters wide, 1.58 meters high and offered space for two people. It had sliding doors for easy entry and exit, even in the smallest of parking spaces, and a turning circle of 6.80 meters. The engine was an air-cooled two-cylinder from Steyr-Puch under the trunk in the rear; Cubic capacity 643 cm³, power 23 HP. According to the factory, the maximum speed was 90 km / h. At the 1972 Summer Olympics , three of these small cars with electric motors were used as escort vehicles for the marathon. However, the development did not get beyond the prototype stage with both combustion and electric motors; three vehicles each were built.

Planes and projects

The names at Dornier:

Until the introduction of the uniform designation for their aircraft types that was valid for the entire German aviation industry from 1933 onwards by the Third Reich , Dornier had used three-letter appendages in addition to the distinction by letters, such as Do P or Do J for the whale . The first - always capitalized - revealed the manufacturer of the built-in engines, for example B for BMW, S for Siemens, R for Rolls-Royce, G for Gnôme-Rhône or P for Packard. The second letter - always in lower case - indicated the use, i.e. a for civil, i for military purposes or o for postal use. The last - also in lower case - stood for land planes and s for sea planes. The designation Do P Sil means that the aircraft had Siemens engines, was intended for military use and was a land plane.

When the state assigned uniform pattern names, Dornier and Rohrbach were the only ones to keep their previously used company abbreviations, while all other companies received new abbreviations such as Ju, He, Me, etc., which were also derived from the company names. Dornier gave itself a further regulation internally, in that all even pattern numbers - beginning with Do 10 - were used for sea planes, while land planes received the odd numbers. (Note: The Do 10 was originally a seaplane, which was later redesigned as a land plane. So even the whale as a seaplane could not have had the number 15 occasionally used in literature, but only the 16.) Of the whole, Dornier at that time assigned numeric keypad were used during the Second World War with Do 26 the highest number for a seaplane and Do 23 for a land plane. So the first names for Dornier aircraft after the war with Do 25, Do 27, Do 28 and Do 29, Do 30 to Do 34 with the numbers that were not used at the time, were able to tie in with the earlier tradition, although they no longer used the subdivision for seaplanes noticed. There was another departure from the names for licensed buildings and international programs, which kept their original names during internal processing. The designation Do 228 goes back to the second further development of the Do 28, the Do 328 was then a new model, but the 28 series was retained to promote sales.

Dornier 328JET
Before 1933 1933 to 1945 1945 until today Projects from descendants

Dornier Museum

In December 2005, Silvius Dornier and DaimlerChrysler AG established the Dornier Foundation for Aerospace, with endowment assets of nine million euros. It is the sponsor of the Dornier Museum , which will publicly present historical holdings, the technology of aircraft construction and the history of the Dornier works with reference to contemporary history from July 2009. The museum is located directly at Friedrichshafen Airport. The indoor and outdoor exhibits include a replica of the Dornier Wal and the Merkur, a Dornier Do 31 , a Do 29 , a Do 228 , a Do 328 , a Dornier Do 27 , a Fiat G.91 , a Br 1150 Breguet Atlantic (registration number 61 + 04) in the MPA version, as well as an Alpha Jet .


In the Lake Constance district , four memorials commemorate eleven former Dornier employees who lost their lives in Dornier aircraft: On July 5, 1934, Franz Schlotter, Wilhelm Boehnke and Karl Kobel came when their Do II crashed at Argenhardt's and Erich Haal, Hans Kemmer , Heinrich Hommel and Erich Brinkenhauer died when their Do 13 crashed in the Tettnang Forest . Pilot Gustav Brinkmann and his mechanic Otto Brinkmann crashed off Manzell in Lake Constance on January 9, 1935, and on October 11, 1938, Rolf Köppe and his on-board fitter Eugen Bausenhard crashed with their Do 217 VI near Tettnang. The memorials have been looked after by Dornier young seniors since 1999 with financial support from the Cassidian company .


  • Béatrice Busjan, Corinna Schubert: Aircraft construction in Wismar. Memories of the North German Dornier Works (=  Wismar Studies . Volume 9 ). Stadtgeschichtliches Museum, Wismar 2005, ISBN 3-00-017272-6 .
  • Claude Dornier: From my engineering career . Private print, Zug / Switzerland 1966.
  • Silvius J. Dornier: Flugzeiten , Herder, Freiburg / Basel / Vienna 2015, ISBN 978-3-451-34889-1 ; in three volumes
  • Dornier GmbH: Dornier. The chronicle of the oldest German aircraft factory . Aviatic, Graefelfing 1985, ISBN 3-925505-01-6 .
  • Dornier Werke: 50 years of Dornier. 1914-1964. An incomplete picture book on the history of the Dornier family . Krausskopf Flugwelt-Verlag, Mainz 1965.
  • J. Flottau: The Fairchild-Dornier-Story (Part 1) in Aero international 7 and 8 . 2003, ISSN  0946-0802 .
  • Brigitte Kazenwadl-Drews: Claude Dornier - aviation pioneer . Delius Klasing Verlag, Bielefeld 2007, ISBN 978-3-7688-1970-1 .
  • Bruno Lange: Type manual of German aviation technology . Bernard & Graefe Verlag, Koblenz 1986, ISBN 3-7637-5284-6 .
  • Wolfgang Meighörner: Zeppelin's Flieger - The aircraft in the Zeppelin Group and its successor companies . Zeppelin Museum, Friedrichshafen 2006, ISBN 3-8030-3316-0 .
  • Joachim Wachtel: Claude Dornier - A life for aviation . Aviatic-Verlag, Munich 1989, ISBN 3-925505-10-5 .
  • Günter Frost, Karl Kössler , Volker Koos: Dornier . From the beginning until 1945. Heel Verlag , Königswinter 2010, ISBN 978-3-86852-049-1 .

Web links

Commons : Dornier  - collection of images, videos and audio files

Individual evidence

  1. Georg Wex: Dismantled, stored and ready for reconstruction: the Dornier barracks should soon be filled with new life. In: Südkurier , February 10, 2015, archived from the original on February 8, 2017 ; accessed on February 8, 2017 .
  2. Dornier Do Delphin . Accessed December 31, 2018.
  3. ^ Dornier LA-2000 in Flight International . June 16, 2013. Accessed December 31, 2018.
  4. COMPANY: Fascinating task . February 18, 1985. Retrieved December 31, 2018.
  5. ^ Christian Keun: Martine Dornier-Tiefenthaler. In: Germany, your entrepreneurs. manager magazin Online, June 10, 2004, accessed on November 12, 2009 : "How Daimler-Benz was presented"
  6. Airliners (November 5, 2007): Series production of the Do 228 from 2009 ; Retrieved on Nov 26, 2007 (no longer available online).
  7. 328 Support Services [1] ; accessed on March 2, 2016.
  8. ^ Klaus Westrup: Talk of the town . In: auto motor und sport , Vereinigte Motor-Verlage, Stuttgart, issue 12/1970, pp. 52–58.
  9. Donier Museum. Special show on urban mobility. Retrieved January 21, 2017
  10. Hildegard Nagler in Schwäbischer Zeitung of October 31, 2013: Memorial stones against forgetting - silent witnesses also in Tettnang