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The Heinkel He 111 is a German airliner and medium bomber designed by Siegfried and Walter Günter at Heinkel Flugzeugwerke in 1934. Through development, it was described as a wolf in sheep's clothing. Due to restrictions placed on Germany after the First World War prohibiting bombers, it was presented solely as a civil airliner, although from conception the design was intended to provide the nascent Luftwaffe with a heavy bomber.<ref name="Mackay 2003, p. 7.">Template:Harvnb</ref>
Perhaps the best-recognised German bomber of World War II due to the distinctive, extensively glazed "greenhouse" nose of the later versions, the Heinkel He 111 was the most numerous Luftwaffe bomber during the early stages of the war. It fared well until it met serious fighter opposition during the Battle of Britain, when its defensive armament was found to be inadequate.<ref name="Mackay 2003, p. 7."/> As the war progressed, the He 111 was used in a wide variety of roles on every front in the European theatre. It was used as a strategic bomber during the Battle of Britain, a torpedo bomber in the Atlantic and Arctic, and a medium bomber and a transport aircraft on the Western, Eastern, Mediterranean, Middle Eastern, and North African Front theatres.
The He 111 was constantly upgraded and modified, but had nonetheless become obsolete by the latter part of the war. The failure of the German Bomber B project forced the Luftwaffe to continue operating the He 111 in combat roles until the end of the war. Manufacture of the He 111 ceased in September 1944, at which point piston-engine bomber production was largely halted in favour of fighter aircraft. With the German bomber force virtually defunct, the He 111 was used for logistics.<ref name="Mackay 2003, p. 7."/>
Production of the Heinkel continued after the war as the Spanish-built CASA 2.111. Spain received a batch of He 111H-16s in 1943 along with an agreement to licence-build Spanish versions. Its airframe was produced in Spain under licence by Construcciones Aeronáuticas SA. The design differed significantly only in the powerplant used, eventually being equipped with Rolls-Royce Merlin engines. These remained in service until 1973.
DevelopmentEdit
ConceptionEdit
After its defeat in World War I, Germany was banned from operating an air force by the Treaty of Versailles. German re-armament began earnestly in the 1930s and was initially kept secret because the project violated the treaty. Early development work on bombers was disguised as a development program for civilian transport aircraft.<ref name="Nowarra 1980, p. 26.">Template:Harvnb</ref>
Among the designers seeking to benefit from German re-armament was Ernst Heinkel. Heinkel decided to create the world's fastest passenger aircraft, a goal met with scepticism by Germany's aircraft industry and political leadership. Heinkel entrusted development to Siegfried and Walter Günter, both fairly new to the company and untested.<ref name="Nowarra 1980, p. 26."/>
In June 1933, Albert Kesselring visited Heinkel's offices.<ref name="Nowarra 1980, p. 26."/> Kesselring was head of the Luftwaffe Administration Office: at that point Germany did not have a State Aviation Ministry but only an aviation commissariat, the Luftfahrtkommissariat.<ref name="Nowarra 1980, p. 26."/> Kesselring was hoping to build a new air force out of the Flying Corps being constructed in the Reichswehr, and required modern aircraft.<ref name="Nowarra 1980, p. 26."/> Kesselring convinced Heinkel to move his factory from Warnemünde to Rostock – with its factory airfield in the coastal "Marienehe" region of Rostock (today "Rostock-Schmarl") and bring in mass production, with a force of 3,000 employees. Heinkel began work on the new design, which garnered urgency as the American Lockheed 12, Boeing 247 and Douglas DC-2 began to appear.<ref name="Nowarra 1980, p. 26."/>
Features of the He 111 were apparent in the Heinkel He 70. The first single-engined He 70 Blitz ("Lightning") rolled off the line in 1932 and immediately started breaking records.<ref name="donald civilp494">Donald 1999, p. 494.</ref> In the normal four-passenger version, its speed reached Template:Cvt when powered by a Template:Cvt BMW VI engine.<ref name="Mackay 2003, p. 8."/> The He 70 had an elliptical wing, which the Günther brothers had already used in the Bäumer Sausewind before joining Heinkel. This wing design became a feature in this and many subsequent designs they developed. The He 70 drew the interest of the Luftwaffe, which was looking for an aircraft with both bomber and transport capabilities.<ref name="Mackay 2003, p. 9.">Template:Harvnb</ref>
The He 111 was a twin-engine version of the Blitz, preserving the elliptical inverted gull wing, small rounded control surfaces and BMW engines, so that the new design was often called the Doppel-Blitz ("Double Lightning"). When the Dornier Do 17 displaced the He 70, Heinkel needed a twin-engine design to match its competitors.<ref name="Mackay 2003, p. 8.">Template:Harvnb</ref> Heinkel spent 200,000-man hours designing the He 111.<ref name="Regnat 2004, p. 26.">Template:Harvnb</ref> The fuselage was lengthened to Template:Cvt from Template:Cvt and wingspan increased to Template:Cvt from Template:Cvt.<ref name="Mackay 2003, p. 8."/>
First flightEdit
The first He 111 flew on 24 February 1935, piloted by chief test pilot Gerhard Nitschke, who was ordered not to land at the company's factory airfield at Rostock-Marienehe (today's Rostock-Schmarl neighbourhood), as this was considered too short, but at the central Erprobungstelle Rechlin test facility. He ignored these orders and landed back at Marienehe. He said that the He 111 performed slow manoeuvres well and that there was no danger of overshooting the runway.<ref>Template:Harvnb</ref><ref name="Nowarra 1980, p. 28">Template:Harvnb</ref> Nitschke also praised its high speed "for the period" and "very good-natured flight and landing characteristics", stable during cruising, gradual descent and single-engined flight and having no nose-drop when the undercarriage was operated.<ref name="Regnat 2004, p. 10.">Template:Harvnb</ref> During the second test flight Nitschke revealed there was insufficient longitudinal stability during climb and flight at full power and the aileron controls required an unsatisfactory amount of force.<ref name="Regnat 2004, p. 10."/>
By the end of 1935, prototypes V2 and V4 had been produced under civilian registrations D-ALIX, D-ALES and D-AHAO. D-ALES became the first prototype of the He 111A-1 on 10 January 1936 and received recognition as the "fastest passenger aircraft in the world", as its speed exceeded Template:Cvt.<ref name="Mackay 2003, p. 10.">Template:Harvnb</ref> The design would have achieved a greater total speed had the Template:Cvt DB 600 inverted-V12 engine that powered the Messerschmitt Bf 109s tenth through thirteenth prototypes been available.<ref name="Mackay 2003, p. 9."/> Heinkel was forced initially to use the Template:Cvt BMW VI "upright" V12 liquid-cooled engine.<ref name="Nowarra 1980, p. 28"/>
During the war, British test pilot Eric Brown evaluated many Luftwaffe aircraft. Among them was an He 111H-1 of Kampfgeschwader 26 Löwengeschwader (Lions Wing) which was forced to land at the Firth of Forth on 9 February 1940. Brown described his impression of the He 111s unique greenhouse nose,
The overall impression of space within the cockpit area and the great degree of visual sighting afforded by the Plexiglas panelling were regarded as positive factors, with one important provision in relation to weather conditions. Should either bright sunshine or rainstorms be encountered, the pilot's visibility could be dangerously compromised either by glare throwback or lack of good sighting.<ref name="Mackay 2003, p. 105.">Template:Harvnb</ref>
Taxiing was easy and was only complicated by rain, when the pilot needed to slide back the window panel and look out to establish direction. On take off, Brown reported very little "swing" and the aircraft was well balanced. On landing, Brown noted that approach speed should be above Template:Cvt and should be held until touchdown. This was to avoid a tendency by the He 111 to drop a wing, especially on the port side.<ref name="Mackay 2003, p. 105."/>
CompetitionEdit
In the mid-1930s, Dornier Flugzeugwerke and Junkers competed with Heinkel for Ministry of Aviation (German: Reichsluftfahrtministerium, abbreviated RLM) contracts. The main competitor to the Heinkel was the Junkers Ju 86. In 1935, comparison trials were undertaken with the He 111. At this point, the Heinkel was equipped with two BMW VI engines while Ju 86A was equipped with two Jumo 205Cs, both of which had Template:Cvt. The He 111 had a slightly heavier takeoff weight of Template:Cvt compared to the Ju 86's Template:Cvt and the maximum speed of both aircraft was Template:Cvt.<ref name="Regnat 2004, p. 10."/> The Ju 86 had a higher cruising speed of Template:Cvt, Template:Cvt faster than the He 111. This stalemate was altered drastically by the appearance of the DB 600C, which increased the He 111's power by Template:Cvt per engine.<ref name="Regnat 2004, p. 10."/> The Ministry of Aviation awarded both contracts. Junkers sped up development and production at a breathtaking pace, but their financial expenditure was huge. In 1934–1935, 3,800,000 RM (4½% of annual turnover) was spent. The Ju 86 appeared at many flight displays all over the world which helped sales to the Ministry of Aviation and abroad. Dornier, which was also competing with their Do 17, and Heinkel were not as successful. In production terms, the He 111 was more prominent with 8,000 examples produced<ref name="Regnat 2004, p. 10."/> against just 846 Ju 86s,<ref name="Regnat 2004, p. 26."/> and was therefore the Luftwaffe's most numerous type at the beginning of the Second World War.<ref name="Regnat 2004, p. 10."/>
DesignEdit
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The design of the He 111 A-L initially had a conventional stepped cockpit, with a pair of windscreen-like panels for the pilot and co-pilot. The He 111P and subsequent production variants were fitted with fully glazed cockpits and a laterally asymmetric nose, with the port side having the greater curvature for the pilot, offsetting the bombardier to starboard. The resulting stepless cockpit, which was a feature on a number of German bomber designs during the war years in varying shapes and formats, no longer had the separate windscreen panels for the pilot. Pilots had to look outside through the same bullet-like glazing that was used by the bombardier and navigator. The pilot was seated on the left and the navigator/bomb aimer on the right. The navigator went forward to the prone bomb-aiming position or could tilt his chair to one side, to move into the rear of the aircraft. There was no cockpit floor below the pilot's feet—the rudder pedals being on arms—giving very good visibility below.<ref name="Mackay 2003, p. 14.">Template:Harvnb</ref> Sliding and removable panels were manufactured into the nose glazing to allow the pilot, navigator and or bomb aimer to exit the aircraft quickly, without a time-consuming retreat into the fuselage.<ref>Template:Harvnb</ref>
The fuselage contained two major bulkheads, with the cockpit at the front of the first bulkhead. The nose was fitted with a rotating machine gun mount, offset to allow the pilot a better field of forward vision. The cockpit was fully glazed, with the exception of the lower right section, which acted as a platform for the bombardier-gunner. The commonly-used Lotfernrohr-series bombsight penetrated through the cockpit floor into a protective housing on the outside of the cockpit.<ref name="Mackay 2003, p. 14."/>
Between the forward and rear bulkhead was the bomb bay, which was constructed with a double-frame to strengthen it for carrying the bomb load. The space between the bomb bay and rear bulkhead was used up by Funkgerät radio equipment and contained the dorsal and flexible casemate ventral gunner positions. The rear bulkhead contained a hatch which allowed access into the rest of the fuselage which was held together by a series of stringers. The wing was a two spar design. The fuselage was formed of stringers to which the fuselage skin was riveted. Internally the frames were fixed only to the stringers, which made for simpler construction at the cost of some rigidity.<ref name="Mackay 2003, p. 14."/>
The wing leading edges were swept back to a point inline with the engine nacelles, while the trailing edges were angled forward slightly. The wing contained two Template:Cvt fuel tanks between the inner wing main spars, while at the head of the main spar the oil coolers were fitted. Between the outer spars, a second pair of reserve fuel tanks were located, carrying an individual capacity of Template:Cvt of fuel.<ref name="Mackay 2003, p. 14."/> The outer trailing edges were formed by the ailerons and flaps, which were met by smooth wing tips which curved forward into the leading edge. The outer leading edge sections were installed in the shape of a curved "strip nosed" rib, which was positioned ahead of the main spar. Most of the interior ribs were not solid, with the exception of the ribs located between the rear main spar and the flaps and ailerons. These were of solid construction, though even they had lightening holes.<ref name="Mackay 2003, p. 14."/>
The control systems also had some innovations. The control column was centrally placed and the pilot sat on the port side of the cockpit. The column had an extension arm fitted and had the ability to be swung over to the starboard side in case the pilot was incapacitated. The control instruments were located above the pilot's head in the ceiling, which allowed viewing and did not block the pilot's vision.<ref name="Mackay 2003, p. 18.">Template:Harvnb</ref> The fuel instruments were electrical. The He 111 used the inner fuel tanks, closest to the wing root, first. The outer tanks acted as reserve tanks. The pilot was alerted to the fuel level when there was Template:Cvt left. A manual pump was available in case of electrical or power failure but the delivery rate of just Template:Cvt per minute demanded that the pilot fly at the lowest possible speed and just below Template:Cvt. The He 111 handled well at low speeds.<ref name="Mackay 2003, p. 18."/>
The defensive machine gun positions were located in the glass nose and in the flexible ventral, dorsal and lateral positions in the fuselage, and all offered a significant field of fire.<ref name="Regnat 2004, p. 58.">Template:Harvnb</ref> The machine gun in the nose could be moved 10° upwards from the horizontal and 15° downwards.<ref name="Regnat 2004, p. 58."/> It could traverse some 30° laterally. Both the dorsal and ventral machine guns could move up and downwards by 65°. The dorsal position could move the Template:Cvt MG 131 machine gun 40° laterally, but the ventral Bola-mount Template:Cvt twinned MG 81Z machine guns could be moved 45° laterally. Each MG 81 single machine gun mounted in the side of the fuselage in "waist" positions, could move laterally by 40° and could move upwards from the horizontal by 30° and downwards by 40°.<ref name="Regnat 2004, p. 58."/>
Early civilian variantsEdit
He 111CEdit
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The first prototype, He 111 V1 (W.Nr. 713, D-ADAP), flew from Rostock-Marienehe on 24 February 1935.Template:Sfn It was followed by the civilian-equipped V2 and V4 in May 1935. The V2 (W.Nr. 715, D-ALIX) used the bomb bay as a four-seat "smoking compartment", with another six seats behind it in the rear fuselage. V2 entered service with Deutsche Luft Hansa in 1936, along with six other newly built versions known as the He 111C.<ref name="Nowarra 1980, p. 30">Template:Harvnb</ref> The He 111 V4 was unveiled to the foreign press on 10 January 1936.<ref name="Nowarra 1980, p. 30"/> Nazi propaganda inflated the performance of the He 111C, announcing its maximum speed as Template:Cvt; in reality its performance stood at Template:Cvt.<ref name="Regnat 2004, p. 14">Template:Harvnb</ref> The He 111 C-0 was a commercial version and took the form of the V4 prototype design. The first machine was designated D-AHAO "Dresden". It was powered by the BMW VI engine and could manage a range (depending on the fuel capacity) of Template:Cvt<ref name="Regnat 2004, p. 14"/> and a maximum speed of Template:Cvt.<ref name="Regnat 2004, p. 17"/> The wing span on the C series was Template:Cvt.<ref name="Regnat 2004, p. 17">Template:Harvnb</ref> The fuselage dimensions were Template:Cvt in the He 111 V1, but changed in the C to Template:Cvt. The Jumo 205 diesel powerplant replaced the BMW VI. Nevertheless, the maximum speed remained in the Template:Cvt bracket. This was increased slightly when the BMW 132 engines were introduced.<ref name="Regnat 2004, p. 17"/>
A general problem existed in powerplants. The He 111 was equipped with BMW VI glycol-cooled engines. The German aviation industry lacked powerplants that could produce more than 600 hp.<ref name="Nowarra 1980, p. 28"/> Engines of suitable quality were kept for military use, frustrating German airline Luft Hansa and forcing it to rely on the BMW VI or 132s.<ref name="Regnat 2004, p. 17"/>
He 111GEdit
The He 111G was an upgraded variant and had a number of differences to its predecessors. To simplify production the leading edge of the wing was straightened, like the bomber version. Engine types used included the BMW 132, BMW VI, DB 600 and DB601A. Some C variants were upgraded with the new wing modifications. A new BMW 132H engine was also used in a so-called Einheitstriebwerk (unitary powerplant). These radial engines were used in the Junkers Ju 90 and the Focke-Wulf Fw 200 Condor. The wing units and engines were packed together as complete operating systems, allowing for a quick change of engine<ref name="Regnat 2004, p. 21">Template:Harvnb</ref> – a likely direct precursor of the wartime Kraftei aviation engine unitization concept. The He 111G was the most powerful as well as the fastest commercial version.<ref name="Regnat 2004, p. 21"/> The G-0 was given the BMW VI 6.0 ZU. Later variants had their powerplants vary. The G-3 for example was equipped with the BMW 132. The G-4 was powered by DB600G inverted-vee Template:Convert engines and the G-5 was given the DB601B with a top speed of Template:Cvt. By early 1937, eight G variants were in Lufthansa service. The maximum number of He 111s in Lufthansa service was 12. The He 111 operated all over Europe and flew as far away as South Africa. Commercial development ended with the He 111G.<ref name="Regnat 2004, p. 21"/>
Military variantsEdit
He 111A – DEdit
The initial reports from the test pilot, Gerhard Nitschke, were favourable. The He 111's flight performance and handling were impressive although it dropped its wing in the stall. As a result, the passenger variants had their wings reduced from Template:Cvt. The military aircraft – V1, V3 and V5 had a span of Template:Cvt.Template:Sfn
The first prototypes were underpowered, as they were equipped with Template:Cvt BMW VI 6.0 V12 in-line engines. This was eventually increased to Template:Cvt with the installation of the DB (Daimler-Benz) 600 engines in the V5, which became the prototype of the "B" series.Template:Sfn
Only ten He 111 A-0 models based on the V3 were built, but they proved to be underpowered and were eventually sold to China. The type had been lengthened by Template:Cvt) due to the extra Template:Cvt MG 15 machine gun in the nose. Another gun position was installed on top of the fuselage, and a third in a ventral position as a retractable "dustbin" turret. The bomb bay was divided into two compartments and could carry Template:Cvt of bombs. The problem with these additions was that the weight of the aircraft reached Template:Cvt. The He 111's performance was seriously reduced; in particular, the BMW VI 6.0 Z engines, which had been underpowered from the beginning, made the increase in weight even more problematic. The increased length also altered the 111's aerodynamic strengths and reduced its excellent handling on takeoffs and landings.<ref>Template:Harvnb</ref>
The crews found the aircraft difficult to fly, and its top speed was reduced significantly. Production was shut down after the pilots reports reached the Ministry of Aviation. However, a Chinese delegation was visiting Germany and they considered the He 111 A-0 fit for their needs and purchased seven machines.<ref name="Janowicz 2004, p. 16">Template:Harvnb</ref>
The first He 111B made its maiden flight in the autumn of 1936. The first production batch rolled off the production lines that summer, at Rostock.<ref name="Regnat 2004, p. 28.">Template:Harvnb</ref> Seven B-0 pre-production aircraft were built, bearing the Werknummern (W.Nr./Works numbers) 1431 to 1437. The B-0s were powered by DB 600C engines fitted with variable pitch airscrews.<ref name="Regnat 2004, p. 28."/> These increased output by Template:Cvt. The B-0 had an MG 15 machine gun installed in the nose. The B-0 could also carry Template:Cvt in vertical cells.<ref name="Regnat 2004, p. 28."/> The B-1 had some minor improvements, including the installation of a revolving gun mount in the nose and a flexible Ikaria turret under the fuselage.<ref name="Regnat 2004, p. 28."/> After improvements, the RLM ordered 300 He 111 B-1s; the first were delivered in January 1937. In the B-2 variant, engines were upgraded to the supercharged Template:Cvt DB 600C, or in some cases, the Template:Cvt 600G. The B-2 began to roll off the production lines at Oranienburg in 1937.Template:Sfn The He 111 B-3 was a modified trainer. Some 255 B-1s were ordered.<ref name="Regnat 2004, p. 28."/> However, the production orders were impossible to fulfill and only 28 B-1s were built.<ref name="Regnat 2004, p. 28."/> Owing to the production of the new He 111E, only a handful of He 111 B-3s were produced. Due to insufficient capacity, Dornier, Arado and Junkers built the He 111B series at their plants in Wismar, Brandenburg and Dessau, respectively.<ref name="Regnat 2004, p. 28."/> The B series compared favourably with the capacity of the A series. The bomb load increased to Template:Cvt, while there was also an increase in maximum speed and altitude to Template:Cvt and Template:Cvt.<ref name="Mackay 2003, p. 10."/><ref name="Janowicz 2004, p. 16"/>
In late 1937, the D-1 series entered production. However, the DB 600Ga engine with Template:Cvt planned for this variant was instead allocated to Messerschmitt Bf 109 and Bf 110 production lines. Heinkel then opted to use Junkers Jumo engines, and the He 111 V6 was tested with Jumo 210 G engines, but was judged underpowered. However, the improved Template:Cvt Jumo 211 A-1 powerplant prompted the cancellation of the D series altogether and concentration on the design of the E series.Template:Sfn
He 111 EEdit
The pre-production E-0 series were built in small numbers, with Jumo 211 A-1 engines loaded with retractable radiators and exhaust systems. The variant could carry Template:Cvt of bombs, giving it a takeoff weight of Template:Cvt. The development team for the Jumo 211 A-1 engines increased power to Template:Convert, subsequently the He 111 E-1s bomb load capacity increased to Template:Cvt and a top speed of Template:Cvt.<ref name="Nowarra 1980, p. 66.">Template:Harvnb</ref>
The E-1 variant with Jumo 211A-1 engines was developed in 1937, the He 111 V6 being the first production variant. The E-1 had its original powerplant, the DB 600 replaced with the Jumo 210 Ga engines.<ref name="Griehl 2006, p. 4.">Template:Harvnb</ref> The more powerful Jumo 211 A-1 engines desired by the Ministry of Aviation were not ready; another trial aircraft, He 111 V10 (D-ALEQ) was to be fitted with two oil coolers necessary for the Jumo 211 A-1 installation.<ref name="Griehl 2006, p. 4."/>
The E-1s came off the production line in February 1938, in time for a number of these aircraft to serve in the Condor Legion during the Spanish Civil War in March 1938.<ref name="Regnat 2004, p. 31."/> The RLM thought that because the E variant could outrun enemy fighters in Spain, there was no need to increase the defensive weaponry, which would prove to be a mistake in later years.<ref name="Griehl 2006, p. 4."/>
The fuselage bomb bay used four bomb racks but in later versions eight modular standard bomb racks were fitted, to carry one SC Template:Cvt bomb or four SC Template:Cvt bombs mounted nose up. These modular standard bomb racks were a common feature on the first generation of Luftwaffe bombers but they limited the ordnance selection to bombs of only two sizes and were abandoned in later designs.<ref name="Griehl 2006, p. 4."/>
The E-2 series was not produced and was dropped in favour of producing the E-3 with only a few modifications, such as external bomb racks.<ref name="Nowarra 1980, p. 66."/> Its design features were distinguished by improved FuG radio systems.<ref name="Regnat 2004, p. 31."/> The E-3 series was equipped with the Jumo 211 A-3s of Template:Cvt.<ref name="Regnat 2004, p. 31."/>
The E-4 variant was fitted with external bomb racks also and the empty bomb bay space was filled with an Template:Cvt tank for aviation fuel and a further Template:Cvt oil tank. This increased the loaded weight but increased range to Template:Cvt. The modifications allowed the He 111 to perform both long- and short-range missions.<ref>Template:Harvnb</ref> The E-4's eight internal vertically aligned bomb racks could each carry a Template:Cvt bomb.<ref name="Mackay 2003, p. 12.">Template:Harvnb</ref> The last E Variant, the He 111 E-5, was powered by the Jumo 211 A-3 and retained the Template:Cvt fuel tank on the port side of the bomb bay. Only a few E-4 and E-5s were built.<ref name="Regnat 2004, p. 31.">Template:Harvnb</ref>
The RLM had acquired an interest in rocket boosters fitted, for the sake of simplicity, below the wings of a heavily loaded bomber, to cut down the length of runway needed for takeoff. Once in the air the booster canisters would be jettisoned by parachute for reuse. The firm of Hellmuth Walter, at Kiel, handled this development.<ref>Template:Harvnb</ref> The first standing trials and tests flights of the Walter HWK 109-500 Starthilfe liquid-fueled boosters were held in 1937 at Neuhardenberg with test pilot Erich Warsitz at the controls of Heinkel He 111E bearing civil registration D-AMUE.<ref>Template:Harvnb</ref>
He 111 FEdit
The He 111 design quickly ran through a series of minor design revisions. One of the more obvious changes started with the He 111F models, which moved from the elliptical wing to one with straight leading and trailing edges, which could be manufactured more efficiently.<ref name="Regnat 2004, p. 31."/> The new design had a wing span of Template:Cvt and a wing area of Template:Cvt.<ref name="Regnat 2004, p. 31."/>
Heinkel's industrial capacity was limited and production was delayed. Nevertheless, 24 machines of the F-1 series were exported to Turkey.<ref name="Regnat 2004, p. 31."/> Another 20 of the F-2 variant were built.<ref name="Regnat 2004, p. 32.">Template:Harvnb</ref> The Turkish interest, prompted by the fact the tests of the next prototype, He 111 V8, was some way off, prompted the Ministry of Aviation to order 40 F-4s with Jumo 211 A-3 engines. These machines were built and entered service in early 1938.Template:Sfn This fleet was used as a transport group during the Demyansk Pocket and Battle of Stalingrad.<ref>Template:Harvnb</ref> At this time, development began on the He 111J. It was powered by the DB 600 and was intended as a torpedo bomber. As a result, it lacked an internal bomb bay and carried two external torpedo racks. The Ministry of Aviation gave an order for the bomb bay to be retrofitted; this variant became known as the J-1. In all but the powerplant, it was identical to the F-4.Template:Sfn
The final variant of the F series was the F-5, with bombsight and powerplants identical to the E-5.<ref name="Regnat 2004, p. 32."/> The F-5 was rejected as a production variant owing to the superior performance of the He 111 P-1.<ref name="Regnat 2004, p. 32."/>
He 111 JEdit
The He 111's low-level performance attracted the interest of the Kriegsmarine. The result was the He 111J, capable of carrying torpedoes and mines. However, the navy eventually dropped the program as they deemed the four-man crew too extravagant. The RLM continued production of the He 111 J-0. Some 90 (other sources claim 60) were built in 1938 and were then sent to Küstenfliegergruppe 806 (Coastal Flying Group).<ref name="Regnat 2004, p. 71.">Template:Harvnb</ref><ref>Template:Harvnb</ref> Powered by the DB 600G engines, it could carry a Template:Cvt payload. Only a few of the pre-production J-0s were fitted with the powerplant, the DB 600 was used, performance deteriorated and the torpedo bomber was not pursued. The J variants were used in training schools until 1944.<ref name="Regnat 2004, p. 32."/> Some J-1s were used as test beds for Template:Interlanguage link radio-guided air-to-ground torpedo missiles.<ref>Template:Harvnb</ref>
He 111 PEdit
The He 111P incorporated the updated Daimler-Benz DB 601A-1 liquid-cooled engine and featured a newly designed nose section, including an asymmetric mounting for an MG 15 machine gun that replaced the 'stepped' cockpit with a roomier and more aerodynamic glazed stepless cockpit over the entire front of the aircraft. This smooth glazed nose was first tested on the He 111 V8 in January 1938. These improvements allowed the aircraft to reach Template:Cvt at Template:Cvt and a cruise speed of Template:Cvt, although a full bomb load reduced this figure to Template:Cvt.Template:Sfn The design was implemented in 1937 because pilot reports indicated problems with visibility.Template:Sfn The pilot's seat could actually be elevated, with the pilot's eyes above the level of the upper glazing, complete with a small pivoted windscreen panel, to get the pilot's head above the level of the top of the "glass tunnel" for a better forward view for takeoffs and landings. The rear-facing dorsal gun position, enclosed with a sliding, near-clear view canopy, and for the first time, the ventral Bodenlafette rear-facing gun position, immediately aft of the bomb bay, that replaced the draggy "dustbin" retractable emplacement became standard, having been first flown on the He 111 V23, bearing civil registration D-ACBH.Template:Sfn
One of Heinkel's rivals, Junkers, built 40 He 111Ps at Dessau. In October 1938, the Junkers Central Administration commented:
Apparent are the externally poor, less carefully designed components at various locations, especially at the junction between the empennage and the rear fuselage. All parts have an impression of being very weak.... The visible flexing in the wing must also be very high. The left and right powerplants are interchangeable. Each motor has an exhaust-gas heater on one side, but it is not connected to the fuselage since it is probable that ... the warm air in the fuselage is not free of carbon monoxide (CO). The fuselage is not subdivided into individual segments, but is attached over its entire length, after completion, to the wing centre section. Outboard of the powerplants, the wings are attached by universal joints. The latter can in no way be satisfactory and have been the cause of several failures.<ref name="Regnat 2004, p. 37."/>
The new design was powered by the DB 601 Ba engine with 1,175 PSTemplate:Sfn The first production aircraft reached Luftwaffe units in Fall 1938. In May 1939, the P-1 and P-2 went into service with improved radio equipment. The P-1 variant was produced with two DB 601Aa powerplants of Template:Convert. It also introduced self-sealing fuel tanks.<ref name="Regnat 2004, p. 35.">Template:Harvnb</ref> The P-1 featured a semi-retractable tail wheel to decrease drag.<ref name="Regnat 2004, p. 35."/> Armament consisted of an MG 15 in the nose, and a sliding hood for the fuselage's dorsal B-Stand position. Installation of upgraded FuG III radio communication devices were also made and a new ESAC-250/III vertical bomb magazine was added. The overall takeoff weight was now Template:Cvt.<ref name="Regnat 2004, p. 34."/>
The P-2, like the later P-4, was given stronger armour and two MG 15 machine guns in "waist" mounts on either side of the fuselage and two external bomb racks.Template:Sfn Radio communications consisted of FuG IIIaU radios and the DB601 A-1 replaced the 601Aa powerplants. The Lotfernrohr 7 bombsights, which became the standard bombsight for German bombers, were also fitted to the P-2. The P-2 was also given "field equipment sets" to upgrade the weak defensive armament to four or five MG 15 machine guns.<ref name="Regnat 2004, p. 34."/> The P-2 had its bomb capacity raised to 4 ESA-250/IX vertical magazines.<ref name="Regnat 2004, p. 34."/> The P-2 had an empty weight of Template:Cvt, a loaded weight which had increased to Template:Cvt and a maximum range of Template:Cvt.<ref name="Regnat 2004, p. 34."/>
The P-3 was powered with the same DB601A-1 engines. The aircraft was also designed to take off with a land catapult (KL-12). A towing hook was added to the fuselage under the cockpit for the cable. Just eight examples were produced, all without bomb equipment.<ref name="Regnat 2004, p. 35."/>
The P-4 contained many changes from the P-2 and P-3. The jettisonable loads were capable of considerable variation. Two external SC Template:Cvt bombs, two LMA air-dropped anti-shipping mines, one SC Template:Cvt plus four SC Template:Cvt; or one SC Template:Cvt external bomb could be carried on an ETC Rüstsatz rack. Depending on the load variation, an 835 L fuel and 120 L oil tank could be added in place of the internal bomb bay. The armament consisted of three defensive MG 15 machine guns.<ref name="Regnat 2004, p. 35."/> later supplemented by a further three MG 15s and one MG 17 machine gun. The radio communications were standard FuG X(10), Peil G V direction finding and FuBI radio devices. Due to the increase in defensive firepower, the crew numbers increased from four to five. The empty weight of the P-4 increased to Template:Cvt, and the full takeoff weight increased to Template:Cvt.<ref name="Regnat 2004, p. 35."/>
The P-5 was powered by the DB601A. The variant was mostly used as a trainer and at least twenty-four production variants were produced before production ceased.<ref name="Regnat 2004, p. 32."/> The P-5 was also fitted with meteorological equipment, and was used in Luftwaffe weather units.<ref name="Regnat 2004, p. 35."/>
Many of the He 111 Ps served during the Polish Campaign. With the Junkers Ju 88 experiencing technical difficulties, the He 111 and the Do 17 formed the backbone of the Kampfwaffe. On 1 September 1939, Luftwaffe records indicate the Heinkel strength at 705 (along with 533 Dorniers).<ref>Template:Harvnb</ref>
The P-6 variant was the last production model of the He 111 P series. In 1940, the Ministry of Aviation abandoned further production of the P series in favour of the H versions, mostly because the P-series' Daimler-Benz engines were needed for Messerschmitt Bf 109 and Bf 110 fighter production. The remaining P-6s were redesignated P-6/R2s and used as heavy glider tugs.Template:Sfn The most notable difference with previous variants was the upgraded DB 601N powerplants.<ref name="Regnat 2004, p. 37.">Template:Harvnb</ref>
The P-7 variant's history is unclear. The P-8 was said to have been similar to the H-5 fitted with dual controls.<ref name="Regnat 2004, p. 37."/> The P-9 was produced as an export variant for the Hungarian Air Force. Due to the lack of DB 601E engines, the series was terminated in summer 1940.<ref name="Regnat 2004, p. 37."/>
He 111H and its variantsEdit
He 111 H-1 to H-10Edit
The H variant of the He 111 series was more widely produced and saw more action during World War II than any other Heinkel variant. Owing to the uncertainty surrounding the delivery and availability of the DB 601 engines, Heinkel switched to Template:Cvt Junkers Jumo 211 powerplants, whose somewhat greater size and weight were regarded as unimportant considerations in a twin-engine design. When the Jumo was fitted to the P model it became the He 111 H. The He 111 H-1 was fitted with a standard set of three [[7.92×57mm Mauser|Template:Cvt]] MG 15 machine guns and eight SC 250 Template:Cvt or 32 SC 50 Template:Cvt bombs. The same armament was used in the H-2 which started production in August 1939.<ref name="Janowicz 2004, p. 42.">Template:Harvnb</ref> The P-series was gradually replaced on the eve of war with the new H-2, powered by improved Jumo 211 A-3 engines of Template:Cvt.<ref name="Janowicz 2004, p. 42."/> A count on 2 September 1939 revealed that the Luftwaffe had a total of 787 He 111s in service, with 705 combat ready, including 400 H-1 and H-2s that had been produced in a mere four months.Template:Sfn Production of the H-3, powered by the Template:Cvt Jumo 211 D-1, began in October 1939. Experiences during the Polish Campaign led to an increase in defensive armament. MG 15s were fitted whenever possible and the number of machine guns was sometimes increased to seven. The two waist positions received an additional MG 15, and on some variants a belt-fed MG 17 was even installed in the tail.<ref name="Janowicz 2004, p. 42."/> A Template:Cvt MG FF autocannon would sometimes be installed in the nose or forward gondola.Template:Sfn
After the Battle of Britain, smaller scale production of the H-4s began. The H-4 was virtually identical to the He 111 P-4 with the DB 600s swapped for the Jumo 211D-1s. Some also used the Jumo 211H-1.<ref name="Janowicz 2004, p. 48.">Template:Harvnb</ref><ref name="Nowarra 1980 139">Template:Harvnb</ref> This variant also differed from the H-3 in that it could either carry Template:Cvt of bombs internally or mount one or two external racks to carry one Template:Cvt or two Template:Cvt bombs. As these external racks blocked the internal bomb bay doors, a combination of internal and external storage was not possible. A PVR 1006L bomb rack was fitted externally and an Template:Cvt tank added to the interior spaces left vacant by the removal of the internal bomb-bay. The PVR 1006L was capable of carrying a SC 1000 Template:Cvt bomb. Some H-4s had their PVC racks modified to drop torpedoes.<ref name="Janowicz 2004, p. 48."/> Later modifications enabled the PVC 1006 to carry a Template:Cvt "Max" bomb. However Template:Cvt "Hermann" or Template:Cvt "Satans" were used more widely.<ref>Template:Harvnb</ref>
The H-5 series followed in February 1941, with heavier defensive armament.Template:Sfn Like the H-4, it retained a PVC 1006 L bomb rack to enable it to carry heavy bombs under the fuselage. The first ten He 111 H-5s were pathfinders, and selected for special missions. The aircraft sometimes carried Template:Cvt flashlight bombs which acted as flares. The H-5 could also carry heavy fire bombs, either heavy containers or smaller incendiary devices attached to parachutes. The H-5 also carried LM A and LM B aerial mines for anti-shipping operations. After the 80th production aircraft, the PVC 1006 L bomb rack was removed and replaced with a heavy-duty ETC 2000 rack, enabling the H-5 to carry the SC 2500 "Max" bomb, on the external ETC 2000 rack, which enabled it to support the Template:Convert bomb.Template:Sfn
Some H-3 and H-4s were equipped with barrage balloon cable-cutting equipment in the shape of cutter installations forward of the engines and cockpit. They were designated H-8, but later named H8/R2. These aircraft were difficult to fly and production stopped. The H-6 initiated some overall improvements in design. The Jumo 211 F-1 engine of Template:Cvt increased its speed while the defensive armament was upgraded at the factory with one Template:Cvt MG FF cannon in the nose and/or gondola positions (optional), two MG 15 in the ventral gondola, and one each of the fuselage side windows. Some H-6 variants carried tail-mounted MG 17 defensive armament.Template:Sfn The performance of the H-6 was much improved. The climb rate was higher and the bomber could reach a slightly higher ceiling of Template:Cvt. When heavy bomb loads were added, this ceiling was reduced to Template:Cvt. The weight of the H-6 increased to Template:Cvt. Some H-6s received Jumo 211F-2s which improved a low-level speed of Template:Cvt. At an altitude of Template:Cvt the maximum speed was Template:Cvt. If heavy external loads were added, the speed was reduced by Template:Cvt.Template:Sfn
Other designs of the mid-H series included the He 111 H-7 and H-8. The airframes were to be rebuilds of the H-3/H-5 variant. Both were designed as night bombers and were to have two Jumo 211F-1s installed. The intention was for the H-8 to be fitted with cable-cutting equipment and barrage ballon deflectors on the leading edge of the wings. The H-7 was never built.<ref name="Regnat 2004, p. 81.">Template:Harvnb</ref>
The H-9 was intended as a trainer with dual control columns. The airframe was a H-1 variant rebuild. The powerplants consisted of two JumoA-1s or D-1s.<ref name="Regnat 2004, p. 81."/> The H-10 was also designated to trainer duties. Rebuilt from an H-2 or H-3 airframe, it was installed with full defensive armament including Template:Cvt MG 131 and Template:Cvt MG 81Z machine guns. It was to be powered by two Jumo 211A-1s, D-1s or F-2s.<ref name="Regnat 2004, p. 81."/>
Later H variants, H-11 to H-20Edit
In the summer of 1942, the H-11, based on the H-3 was introduced. With the H-11, the Luftwaffe had at its disposal a powerful medium bomber with heavier armour and revised defensive armament. The drum-fed Template:Cvt MG 15 was replaced with a belt-fed Template:Cvt MG 131 in a fully-enclosed dorsal position (B-Stand); the gunner in the latter was protected with armoured glass. The MG 15 in the ventral C-Stand or Bola was also replaced, with a belt-fed Template:Cvt MG 81Z with much higher rate of fire. The beam positions originally retained their MG 15s but the H-11/R1 replaced these with twin MG 81Z which was standardized in November 1942. The port internal ESAC bomb racks could be removed and an Template:Cvt fuel tank installed.<ref name="Punka 2002, p. 35.">Template:Harvnb</ref> Many H-11s were equipped with a new PVC rack under the fuselage, which carried five Template:Cvt bombs. Additional armour plating was fitted around crew spaces, some of it on the lower fuselage which could be jettisoned in an emergency. Engines were two Template:Cvt Junkers Jumo 211F-2, allowing this variant to carry a Template:Cvt load to a range of Template:Cvt. Heinkel built 230 new aircraft of this type and converted 100 H-3s to H-11s by the summer of 1943.<ref name="Punka 2002, p. 35."/>
The third mass production model of the He 111H was the H-16, entering production in late 1942. Armament was as on the H-11, except that the Template:Cvt MG FF cannon was removed, as the H-16s were seldom employed on low-level missions, and was replaced with an MG 131 in a flexible installation in the nose (A-Stand). On some aircraft, He 111 H-16/R1, the dorsal position was replaced by a Drehlafette DL 131 electrically powered turret, armed with an MG 131. The two beam and the aft ventral positions were provided with MG 81Zs, as on the H-11. The two Template:Cvt Jumo 211 F-2 provided a maximum speed of Template:Cvt at Template:Cvt; cruising speed was Template:Cvt and service ceiling was Template:Cvt.<ref name="Punka 2002, p. 46.">Template:Harvnb</ref> Funkgerät (FuG) radio equipment. FuG 10P, FuG 16, FuBl Z and APZ 6 were fitted for communication and navigation at night, while some aircraft received the FuG 101a radio altimeter. The H-16 retained its eight ESAC internal bomb cells; four bomb cells, as on previous versions could be replaced by a fuel tank to increase range. ETC 2000 racks could be installed over the bomb cell openings for external weapons carriage. Empty weight was Template:Cvt and the aircraft weighed Template:Cvt fully loaded for take off. German factories built 1,155 H-16s between the end of 1942 and the end of 1943; in addition, 280 H-6s and 35 H-11s were updated to H-16 standard.<ref name="Punka 2002, p. 46."/> An undetermined number of H variants were fitted with the FuG 200 Hohentwiel. The radar was adapted as an anti-shipping detector for day or night operations.<ref>Template:Harvnb</ref>Template:Sfn
The last major production variant was the H-20, which entered into production in early 1944. It was planned to use two Template:Cvt Junkers Jumo 213E-1 engines, turning three-blade, Junkers VS 11 wooden-bladed variable-pitch propellers. It would appear this plan was never developed fully. Though the later H-22 variant was given the 213E-1 engines, the 211F-2 remained the H-20's main power plant. Heinkel and its licensees built 550 H-20s through the summer of 1944, while 586 H-6s were upgraded to H-20 standard.<ref>Template:Harvnb</ref>Template:Sfn
In contrast to the H-11 and H-16, the H-20, equipped with two Jumo 211F-2s, had more powerful armament and radio communications. The defensive armament consisted of an MG 131 in an A-Stand gun pod for the forward mounted machine gun position. One rotatable Drehlafette DL 131/1C (or E) gun mount in the B-stand was standard and later, MG 131 machine guns were added.<ref name="Regnat 2004, p. 62.">Template:Harvnb</ref> Navigational direction-finding gear was also installed. The Peil G6 was added to locate targets and the FuBI 2H blind landing equipment was built in to help with night operations. The radio was a standard FuG 10, TZG 10 and FuG 16Z for navigating to the target. The H-20 also was equipped with barrage balloon cable-cutters. The bomb load of the H-20 could be mounted on external ETC 1000 racks or four ESAC 250 racks. The sub variant H-20/R4 could carry twenty Template:Cvt bombs externally.<ref name="Regnat 2004, p. 62."/>
He 111ZEdit
The He 111Z Zwilling (Template:Langx) was a design that mated two He 111s. The design was originally conceived to tow the Messerschmitt Me 321 glider. Initially, four He 111 H-6s were modified. This resulted in an aircraft with twin fuselages and five engines. They were tested at Rechlin in 1941, and the pilots rated them highly.<ref>Template:Harvnb</ref>
A batch of ten were produced and five were built from existing H-6s. The machines were joined by a center wing formed by two sections Template:Cvt in length. The powerplants were five Junkers Jumo 211F engines producing Template:Cvt each. The total fuel capacity was Template:Cvt. This was increased by adding four Template:Cvt drop tanks.<ref name="Regnat 2004, p. 71."/> The He111Z could tow a Gotha Go 242 or Messerschmitt Me 321 Gigant gliders for up to 10 hours at cruising speed. It could also remain airborne if the three central powerplants failed. The He 111 Z-2 and Z-3 were also planned as heavy bombers carrying Template:Cvt of bombs and having a range of Template:Cvt. The ETC installations allowed for a further four Template:Cvt drop tanks to be installed.
The He 111 Z-2 could carry four Henschel Hs 293 anti-ship missiles, which were guided by the FuG 203b Kehl III missile control system.<ref name="Regnat 2004, p. 73.">Template:Harvnb</ref> With this load, the He 111Z had a range of Template:Cvt and a speed of Template:Cvt. The maximum bombload was Template:Cvt. To increase power, the five Jumo 211F-2 engines were intended to be fitted with Hirth TK 11 superchargers. Onboard armament was the same as the He 111H-6, with the addition of one Template:Cvt MG 151/20 cannon in a rotating gun-mount on the center section.
The layout of the He 111Z had the pilot and his controls in the port fuselage only. The controls themselves and essential equipment were all that remained in the starboard section. The aircraft had a crew of seven; a pilot, first mechanic, radio operator and gunner in the port fuselage, and the observer, second mechanic and gunner in the starboard fuselage.<ref name="Regnat 2004, p. 71."/>
The Z-3 was to be a reconnaissance version and would have had additional fuel tanks, increasing its range to Template:Cvt. Production was due to take place in 1944, just as bomber production was being abandoned. The long-range variants failed to come to fruition.<ref>Template:Harvnb</ref> The He 111Z was to have been used in an invasion of Malta in 1942 and as part of an airborne assault on the Soviet cities of Astrakhan and Baku in the Caucasus in the same year. During the Battle of Stalingrad their use was cancelled due to insufficient airfield capacity. Later in 1943, He111Zs helped evacuate German equipment and personnel from the Caucasus region, and during the Allied invasion of Sicily, attempted to deliver reinforcements to the island.<ref>Template:Harvnb</ref>
During operations, the He 111Z did not have enough power to lift a fully loaded Me 321. Some He 111s were supplemented by rocket pods for extra takeoff thrust, but this was not a fleet-wide action. Two rockets were mounted beneath each fuselage and one underneath each wing. This added Template:Cvt in weight. The pods were released by parachute after takeoff.<ref name="Regnat 2004, p. 71."/>
The He 111Z's operational history was minimal. One machine was caught by RAF fighter aircraft over France on 14 March 1944. The He 111Z was towing a Gotha Go 242, and was shot down.<ref name="Nowarra 1980, p. 222.">Template:Harvnb</ref> Eight were shot down or destroyed on the ground in 1944.<ref name="Nowarra 1980, p. 229.">Template:Harvnb</ref>
ProductionEdit
To meet demand for numbers, Heinkel constructed a factory at Oranienburg. On 4 May 1936, construction began, and exactly one year later the first He 111 rolled off the production line.<ref name="Nowarra 1980, p. 63.">Template:Harvnb</ref> The Ministry of Aviation Luftwaffe administration office suggested that Ernst Heinkel lend his name to the factory. The "Ernst Heinkel GmbH" was established with a share capital of Template:Reichsmark. Heinkel was given a Template:Reichsmark share.<ref name="Nowarra 1980, p. 63."/> The factory itself was built by, and belonged to, the German state.<ref name="Nowarra 1980, p. 63."/> From this production plant, 452 He 111s and 69 Junkers Ju 88s were built in the first year of the war.<ref name="Regnat 2004, p. 74.">Template:Harvnb</ref> German production for the Luftwaffe amounted to 808 He 111s by September 1939.<ref name="Nowarra 1980, p. 231.">Template:Harvnb</ref> According to Heinkel's memoirs, a further 452 were built in 1939, giving a total of 1,260.<ref name="Nowarra 1980, p. 231."/> "1940s production suffered extreme losses during the Battle of Britain, with 756 bombers lost".<ref name="Regnat 2004, p. 74."/>
The He 111's rival – the Ju 88 – had increased production to 1,816 aircraft, some 26 times the number from the previous year.<ref name="Regnat 2004, p. 74."/> Losses were also considerable the previous year over the Balkans and Eastern Fronts. To compensate, He 111 production was increased to 950 in 1941.<ref name="Nowarra 1980, p. 231."/> In 1942, this increased further to 1,337 He 111s.<ref name="Regnat 2004, p. 74."/><ref name="Nowarra 1980, p. 231."/> The Ju 88 production figures were even higher still, exceeding 3,000 in 1942, of which 2,270 were bomber variants.<ref name="Regnat 2004, p. 74."/> In 1943, He 111 increased to 1,405 aircraft.<ref name="Regnat 2004, p. 74."/><ref name="Nowarra 1980, p. 231."/> The Ju 88 still outnumbered it in production as its figures reached 2,160 for 1943.<ref name="Regnat 2004, p. 74."/> The Allied bomber offensives in 1944 and in particular Big Week failed to stop or damage production at Heinkel. Up until the last quarter of 1944, 756 Heinkel He 111s had been built, while Junkers produced 3,013 Ju 88s, of which 600 were bomber versions.<ref name="Regnat 2004, p. 74."/><ref name="Nowarra 1980, p. 231."/> During 1939–1944, a total of 5,656 Heinkel He 111s were built compared to 9,122 Ju 88s.<ref name="Regnat 2004, p. 74."/> As the Luftwaffe was on the strategic defensive, bomber production and that of the He 111 was suspended. Production in September 1944, the last production month for the He 111, included 118 bombers.<ref name="Regnat 2004, p. 77.">Template:Harvnb</ref> Of these 21 Junkers Ju 87s, 74 Junkers Ju 188s, 3 Junkers Ju 388s and 18 Arado Ar 234s were built.<ref name="Regnat 2004, p. 77."/> Of the Heinkel variants, zero Heinkel He 177s were produced and just two Heinkel He 111s were built.<ref name="Regnat 2004, p. 77."/>
| Year | 1942 | 1943 | 1944 | |||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Quarter | Q1 | Q2 | Q3 | Q4 | Q1 | Q2 | Q3 | Q4 | Q1 | Q2 | Q3 | Q4 |
| Number Produced | 301 | 350 | 356 | 330 | 462 | 340 | 302 | 301 | 313 | 317 | 126 | 0 |
ExportsEdit
In 1937, 24 He 111 F-1s were bought by the Turkish Air Force. The Turks also ordered four He 111 G-5s.<ref name="Regnat 2004, p. 77."/> China also ordered 12 He 111 A-0s, but at a cost 400,000 Reichsmark (RM).<ref name="Regnat 2004, p. 77."/> The aircraft were crated up and transported by sea. According to other sources, China got only six He 111 K (export version of He 111 A), delivered in 1936.Template:Sfn At the end of the Spanish Civil War, the Spanish Air Force acquired 59 He 111 "survivors" and a further six He 111s in 1941–1943.<ref name="Regnat 2004, p. 77."/> Bulgaria was given one He 111 H-6, Romania received 10 E-3s, 32 H-3s and 10 H-6s.<ref name="Regnat 2004, p. 77."/> Two H-10s and three H-16s were given to Slovakia, Hungary was given three He 111Bs and 12–13 He 111s by 6 May 1941.<ref name="Regnat 2004, p. 77."/> A further 80 P-1s were ordered but only 13 arrived.<ref name="Regnat 2004, p. 77."/> Towards the end of 1944, 12 He 111 Hs were delivered. The Japanese were due to receive 44 He 111Fs but in 1938 the agreement was cancelled.<ref name="Regnat 2004, p. 77."/>
Operational historyEdit
{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} The Heinkel He 111 served the Luftwaffe across the European theatre as a medium bomber until 1943, when a loss of air superiority resulted in it being relegated to a transport role.
The Spanish supplemented the German-built He 111s still in service with licence-built CASA 2.111s from 1950. The last of the German-built aircraft were still in service in 1958.Template:Sfn
VariantsEdit
- He 111 A-0
- Ten aircraft built based on He 111 V3, two used for trials at Rechlin, rejected by Luftwaffe, all 10 were sold to China.<ref name="Regnat 2004, p. 28."/>
- He 111 B-0
- Pre-production aircraft, similar to He 111 A-0, but with DB600Aa engines.
- He 111 B-1
- Production aircraft as B-0, but with DB600C engines. Defensive armament consisted of a flexible Ikaria turret in the nose A Stand, a B Stand with one DL 15 revolving gun-mount and a C Stand with one MG 15.<ref name="Regnat 2004, p. 28."/>
- He 111 B-2
- As B-1, but with DB600GG engines, and extra radiators on either side of the engine nacelles under the wings. Later the DB 600Ga engines were added and the wing surface coolers withdrawn.<ref name="Regnat 2004, p. 28."/>
- He 111 B-3
- Modified B-1 for training purposes.<ref name="Regnat 2004, p. 28."/>
- He 111 C-0
- Six pre-production aircraft.
- He 111 D-0
- Pre-production aircraft with DB600Ga engines.<ref name="Regnat 2004, p. 28."/>
- He 111 D-1
- Production aircraft, only a few built. Notable for the installation of the FuG X, or FuG 10, designed to operate over longer ranges. Auxiliary equipment contained direction finding Peil G V and FuBI radio blind landing aids.<ref name="Regnat 2004, p. 31."/>
- He 111 E-0
- Pre-production aircraft, similar to B-0, but with Jumo 211 A-1 engines.
- He 111 E-1
- Production aircraft with Jumo 211 A-1 powerplants. Prototypes were powered by Jumo 210G as which replaced the original DB 600s.<ref name="Regnat 2004, p. 31."/>
- He 111 E-2
- Non production variant. No known variants built. Designed with Jumo 211 A-1s and A-3s.<ref name="Regnat 2004, p. 31."/>
- He 111 E-3
- Production bomber. Same design as E-2, but upgraded to standard Jumo 211 A-3s.<ref name="Regnat 2004, p. 31."/>
- He 111 E-4
- Half of Template:Cvt bomb load carried externally.<ref name="Regnat 2004, p. 31."/>
- He 111 E-5
- Fitted with several internal auxiliary fuel tanks.<ref name="Regnat 2004, p. 31."/>
- He 111 F-0
- Pre-production aircraft similar to E-5, but with a new wing of simpler construction with a straight rather than curved taper, and Jumo 211 A-1 engines.<ref name="Regnat 2004, p. 32."/>
- He 111 F-1
- Production bomber, 24 were exported to Turkey.<ref name="Regnat 2004, p. 32."/>
- He 111 F-2
- Twenty were built. The F-2 was based on the F-1, differing only in installation of optimised wireless equipment.<ref name="Regnat 2004, p. 32."/>
- He 111 F-3
- Planned reconnaissance version. Bomb release equipment replaced with RB cameras. It was to have Jumo 211 A-3 powerplants.<ref name="Regnat 2004, p. 32."/>
- He 111 F-4
- A small number of staff communications aircraft were built under this designation. Equipment was similar to the G-5.<ref name="Regnat 2004, p. 32."/>
- He 111 F-5
- The F-5 was not put into production. The already available on the P variant showed it to be superior.<ref name="Regnat 2004, p. 32."/>
- He 111 G-0
- Pre-production transportation aircraft built, featured new wing introduced on F-0.
- He 111 G-3
- Also known as V14, fitted with BMW 132Dc radial engines.
- He 111 G-4
- Also known as V16, fitted with DB600G engines.
- He 111 G-5
- Four aircraft with DB600Ga engines built for export to Turkey.
- He 111 J-0
- Pre-production torpedo bomber similar to F-4, but with DB600CG engines.<ref name="Regnat 2004, p. 32."/>
- He 111 J-1
- Production torpedo bomber, 90 built, but re-configured as a bomber.
- He 111 K
- Export version of He 111 A for China.Template:Sfn
- He 111 L
- Alternative designation for the He 111 G-3 civil transport aircraft.
- He 111 P-0
- Pre-production aircraft featured new straight wing, new glazed nose, DB601Aa engines, and a ventral Bodenlafette gondola for gunner (rather than "dust-bin" on previous models).<ref name="Regnat 2004, p. 34.">Template:Harvnb</ref>
- He 111 P-1
- Production aircraft, fitted with three MG 15s as defensive armament.
- He 111 P-2
- Had FuG 10 radio in place of FuG IIIaU. Defensive armament increased to five MG 15s.<ref name="Regnat 2004, p. 34."/>
- He 111 P-3
- Dual control trainer fitted with DB601 A-1 powerplants.<ref name="Regnat 2004, p. 34."/>
- He 111 P-4
- Fitted with extra armour, three extra MG 15s, and provisions for two externally mounted bomber racks. Powerplants consisted of DB601 A-1s. The internal bomb bay was replaced with an 835 L fuel tank and a 120 L oil tank.<ref name="Regnat 2004, p. 34."/> Some H-4s were also fitted with Jumo 211H-1s.<ref name="Nowarra 1980 139"/>
- He 111 P-5
- The P-5 was a pilot trainer. Some 24 examples were built. The variant was powered by DB 601A engines.<ref name="Regnat 2004, p. 34."/>
- He 111 P-6
- Some of the P-6s were powered by the DB 601N engines. The Messerschmitt Bf 109 received these engines, as they had greater priority.<ref name="Regnat 2004, p. 34."/>
- He 111 P-6/R2
- Equipped with /Rüstsätz 2 field conversions later in war of surviving aircraft to glider tugs.
- He 111 P-7
- Never built.<ref name="Regnat 2004, p. 37."/>
- He 111 P-8
- Its existence and production is in doubt.<ref name="Regnat 2004, p. 37."/>
- He 111 P-9
- It was intended for export to the Hungarian Air Force, by the project founder for lack of DB 601E engines. Only a small number were built, and were used in the Luftwaffe as towcraft.<ref name="Regnat 2004, p. 37."/>
- He 111 H-0
- Pre-production aircraft similar to P-2 but with Jumo 211A-1 engines, pioneering the use of the Junkers Jumo 211 series of engines for the H-series as standard.
- He 111 H-1
- Production aircraft. Fitted with FuG IIIaU and later FuG 10 radio communications.
- He 111 H-2
- This version was fitted with improved armament. Two D Stands (waist guns) in the fuselage giving the variant some five MG 15 Machine guns.
- He 111 H-3
- Similar to H-2, but with Jumo 211 A-3 engines. The number of machine guns could be increased to seven with some variants having a belt-fed MG 17 installed in the tail. An MG FF cannon would sometimes be installed in the nose or front gondola<ref name="Janowicz 2004, p. 42."/>Template:Sfn
- He 111 H-4
- Fitted with Jumo 211D engines, late in production changed to Jumo 211F engines, and two external bomb racks. Two PVC 1006L racks for carrying torpedoes could be added.<ref name="Regnat 2004, p. 61.">Template:Harvnb</ref>
- He 111 H-5
- Similar to H-4, all bombs carried externally, internal bomb bay replaced by fuel tank. The variant was to be a longer range torpedo bomber.<ref name="Regnat 2004, p. 61."/>
- He 111 H-6
- Torpedo bomber, could carry two LT F5b torpedoes externally, powered by Jumo 211F-1 engines, had six MG 15s with optional MG FF cannon in nose and/or forward gondola.<ref name="Regnat 2004, p. 61."/>
- He 111 H-6
- Modified H-6 with Heinkel HeS-11 jet engine attached below.<ref>Die deutsche Luftrüstung 1933-1945, Bd.4: Flugzeugtypen MIAG - Zeppelin</ref>
- He 111 H-7
- Designed as a night bomber. Similar to H-6, tail MG 17 removed, ventral gondola removed, and armoured plate added. Fitted with Kuto-Nase barrage balloon cable-cutters.<ref name="Regnat 2004, p. 61."/>
- He 111 H-8
- The H-8 was a rebuild of H-3 or H-5 aircraft, but with balloon cable-cutting fender. The H-8 was powered by Jumo 211D-1s.<ref name="Regnat 2004, p. 61."/>
- He 111 H-8/R2
- Equipped with /Rüstsätz 2 field conversion of H-8 into glider tugs, balloon cable-cutting equipment removed.
- He 111 H-9
- Based on H-6, but with Kuto-Nase balloon cable-cutters.
- He 111 H-10
- Similar to H-6, but with Template:Cvt MG/FF cannon in ventral gondola, and fitted with Kuto-Nase balloon cable-cutters. Powered by Jumo 211 A-1s or D-1s.<ref name="Regnat 2004, p. 61."/>
- He 111 H-11
- Had a fully enclosed dorsal gun position and increased defensive armament and armour. The H-11 was fitted with Jumo 211 F-2s.<ref name="Regnat 2004, p. 61."/>
- He 111 H-11/R1
- As H-11, but equipped with /Rüstsätz 1 field conversion kit, with two Template:Cvt MG 81Z twin-gun units at waist positions.
- He 111 H-11/R2
- As H-11, but equipped with /Rüstsätz 2 field conversion kit, for conversion to a glider tug.
- He 111 H-12
- Modified to carry Hs 293A missiles, fitted with FuG 203b Kehl transmitter, and ventral gondola deleted.<ref name="Regnat 2004, p. 61."/>
- He 111 H-14
- Pathfinder, fitted with FuG FuMB 4 Samos and FuG 16 radio equipment.<ref name="Regnat 2004, p. 61."/>
- He 111 H-14/R1
- Glider tug version.
- He 111 H-15
- The H-15 was intended as a launch pad for the Blohm & Voss BV 246.<ref name="Regnat 2004, p. 61."/>
- He 111 H-16
- Fitted with Jumo 211 F-2 engines and increased defensive armament of MG 131 machine guns, twin MG 81Zs, and an MG FF cannon.
- He 111 H-16/R1
- As H-16, but with MG 131 in power-operated dorsal turret.
- He 111 H-16/R2
- As H-16, but converted to a glider tug.
- He 111 H-16/R3
- As H-16, modified as a pathfinder.
- He 111 H-18
- Based on H-16/R3, was a pathfinder for night operations.
- He 111 H-20
- Defensive armament similar to H-16, but some aircraft feature power-operated dorsal turrets.
- He 111 H-20/R1
- Could carry sixteen paratroopers, fitted with jump hatch.
- He 111 H-20/R2
- Was a cargo carrier and glider tug.
- He 111 H-20/R3
- Was a night bomber.
- He 111 H-20/R4
- Could carry twenty Template:Cvt SC 50 bombs.
- He 111 H-21
- Based on the H-20/R3, but with Jumo 213 engines.
- He 111 H-22
- Re-designated and modified H-6, H-16, and H-21's used to air launch V1 flying-bombs.
- He 111 H-23
- Based on H-20/Rüstsätz 1 (/R1) field conversion kit, but with Jumo 213 A-1 engines.
- He 111 R
- High altitude bomber project.
- He 111 U
- A spurious designation applied for propaganda purposes to the Heinkel He 119 high-speed reconnaissance bomber design which set an FAI record in November 1937. True identity only becomes clear to the Allies after World War II.<ref>Template:Harvnb</ref>
- He 111 Z-1
- Two He 111 airframes coupled together by a new central wing panel possessing a fifth Jumo 211 engine, used as a glider tug for Messerschmitt Me 321.
- He 111 Z-2
- Long-range bomber variant based on Z-1.
- He 111 Z-3
- Long-range reconnaissance variant based on Z-1.
- CASA 2.111
- The Spanish company CASA also produced a number of heavily modified He 111s under licence for indigenous use. These models were designated CASA 2.111 and served until 1973.
- Army Type 98 Medium Bomber
- Evaluation and proposed production of the He 111 for the Imperial Japanese Army Air Service
OperatorsEdit
Military operatorsEdit
- Bulgarian Air Force<ref>Template:Harvnb</ref>
- Chinese Nationalist Air Force<ref name="Janowicz 2004, p. 16"/>
- Czechoslovak Air Force operated one aircraft post-war.<ref>Template:Harvnb</ref>
- Royal Hungarian Air Force<ref name="Mackay 2003, p. 186.">Template:Harvnb</ref>
- Royal Romanian Air Force<ref name="Mackay 2003, p. 186."/>
- Slovak Air Force<ref>Template:Harvnb</ref>
- Soviet Air Forces operated several captured He 111s during World War II.<ref name="Mackay 2003, p. 186."/>
- Spanish Air Force.<ref>Template:Harvnb</ref>
- Turkish Air Force operated 24 He 111F-1s, with first deliveries in 1937, and remaining in use until 1944.Template:Sfn<ref name="AIsep87 p133">Template:Harvnb</ref>
- REDIRECT Template:GBR
- Royal Air Force operated various captured variants during and after the war for evaluation purposes i.e. to discover strengths and weaknesses.<ref>Template:Harvnb</ref>
- United States Army Air Forces operated several captured aircraft after the war. One H-20 – 23 may be the aircraft currently on display at the RAF Museum Hendon, minus the Drehlafette DL 131 turret.<ref>Template:Harvnb</ref>
Civil operatorsEdit
- Central Air Transport Corporation (CATC) operated a single ex-air force He 111A re-fitted with Wright Cyclone radial engines.<ref name="Andersson China p217-8,270">Template:Harvnb</ref>
- Deutsche Luft Hansa operated 12 aircraft.<ref name="Nowarra 1980, p. 229."/>
- Unknown civilian user operated one converted bomber. The registration of the He 111 was YR-PTP. Works, or factory number is unknown.<ref>Template:Harvnb</ref>
Surviving aircraftEdit
Five original German-built He 111s are on display or in museums around the world (not including major components):<ref name="List of He 111 survivors">"List of He 111 survivors." preservedaxisaircraft.com. Retrieved: 10 November 2012.</ref>
- He 111 E-1 "Pedro" (code 25+82), Wk Nr 2940 with the "conventional" cockpit is on display at the Museo del Aire, Madrid, Spain.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref name="List of He 111 survivors" />
- A mostly complete He 111 P-2 (5J+CN), Werknummer 1526 of 5.Staffel/Kampfgeschwader 54 (KG 54—Bomber Wing 54), is on display at the Royal Norwegian Air Force Museum at Gardermoen, part of the Norwegian Armed Forces Aircraft Collection.<ref name="List of He 111 survivors"/> The 5J Geschwaderkennung code on the aircraft is usually documented as being that of either I. Gruppe/KG 4 or KG 100 with B3 being KG 54's equivalent code throughout the war.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- An He 111 H-20 (Stammkennzeichen of NT+SL), Wk Nr 701152, a troop-carrying version is on display at the RAF Museum Hendon, London. Appropriated by USAAF pilots in France at the end of the war, it was left in Britain following the unit's return to the US, and taken on by the RAF.<ref>Simpson, Andy. "Individual Record: Heinkel He 111 H-20/R1 701152/8471M, accession record 78/A/1033" (pdf). Template:Webarchive RAF Museum, 2007. Retrieved: 10 February 2011.</ref><ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
- In September 2004, an He 111 H-2 (Stammkennzeichen of 6N+NH), and Wk Nr 2320 was salvaged from Jonsvatnet, a Norwegian lake, and has since been moved to Germany for restoration. The aircraft was formerly assigned to 1. Staffel/Kampfgeschwader 100, and was abandoned when the lake's surface ice began to melt, sometime in late 1940.<ref name="List of He 111 survivors"/>
- In 2019, a CASA 2.111B slated for restoration by the Kent Battle of Britain Museum was discovered to be a refitted He 111 H-16.<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
Specifications (He 111 H-16)Edit
In popular cultureEdit
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See alsoEdit
ReferencesEdit
CitationsEdit
BibliographyEdit
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Further readingEdit
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External linksEdit
- An article on an He 111 wreck site in Norway
- Video (Archive) of the Heinkel He 111 (D-AMUE) fitted with Walter RATO rocket boosters, third film of nine viewable Template:Webarchive
- YouTube 1997 Video of Commemorative Air Force's CASA-built He 111 with Merlin engines
- He 111 H3 WNr 6830, Virtual view of restoration to-date. Shot down in 1940, Recovered in northern Swedish lake 2008Template:Dead link
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