Heinkel He 100

Heinkel

Industry	Aerospace
Founded	1922 in Germany
Founder	Ernst Heinkel
Headquarters	Germany
Products	Aircraft

The Heinkel He 100 was a German fighter aircraft concept developed before World War II by Heinkel. Despite demonstrating some of the highest speeds among fighters of its era, it was never selected for mass production. Around nineteen prototypes and pre-production units were constructed, but none are known to have survived beyond the war.

The precise reasons behind the He 100's failure to enter production remain largely unclear. Officially, the Luftwaffe declined the He 100 to focus exclusively on advancing the Messerschmitt Bf 109 single-seat fighter. After adopting both the Bf 109 and Messerschmitt Bf 110 as standard fighters, the Reichsluftfahrtministerium (RLM) implemented a "rationalization" strategy that assigned fighter development solely to Messerschmitt, while bomber projects were designated to Heinkel.

Due to the absence of surviving aircraft and the destruction of many factory documents—including all blueprints for the He 100—in a bombing raid, detailed information about its design and innovative features is limited.

Designation debate

There is ongoing discussion regarding the accurate designation of the built He 100 variants. According to Green (1970), there were "A," "B," "C," and "D" versions, with later prototypes and all pre-production models termed "He 100D-0" and "He 100D-1." Contrarily, original Heinkel records suggest that pre-production examples carried only the designation He 100A-0, and all completed aircraft were essentially identical; even prototypes were upgraded to production specifications before being exported to the Soviet Union. Consequently, the designations "He 100B," "He 100C," and "He 100D" appear to be postwar fabrications.

Projekt 1035 (initial development)

After the RLM selected the Bf 109 over the He 112 as its next-generation single-seat fighter, Ernst Heinkel sought to create a new fighter surpassing the Bf 109’s performance by a similar margin as the Bf 109 had over preceding biplanes. Other German designers shared this ambition, including Kurt Tank at Focke-Wulf. Although no official RLM project existed, Rudolf Lucht considered these advanced designs important enough to finance efforts from both companies aimed at producing "super-pursuit" fighters for evaluation. This initiative led to flight-ready prototypes of the single-engine Heinkel He 100 and the promising twin-engine Fw 187 Falke Zerstörer heavy fighter.

File:De Heinkel He 100 V8 (2157 001-039).jpg

Heinkel He 100 V8 prototype, circa 1938.

Walter Günter, one half of the renowned Günter brothers duo, assessed that the heavily revised Heinkel He 112B had reached its developmental limits and commenced an entirely new design under Projekt 1035. Drawing lessons from previous challenges on the He 112 project, this new design prioritized manufacturing simplicity while targeting speeds around 700 km/h (380 kn; 430 mph). To facilitate production efficiency, it featured significantly fewer parts than its predecessor and minimized complex curves in remaining components. By comparison, while the He112 consisted of approximately 2,885 parts and required nearly 26,864 rivets, Projekt1035 utilized just under a thousand unique components with around half as many rivets. The straight-edged wing contributed substantially to these reductions; after constructing initial wings, Otto Butter noted that simplified design and fewer rivets—combined with his own explosive riveting technique—saved roughly 1,150 man-hours per wing.

Although not classified as secret, Ernst Heinkel preferred developing projects discreetly until they could make a strong public impact upon unveiling.Template:Fact For instance, company Memo No.3657 dated January31 stipulated that: "The mock-up is to be completed by us ... by early May ... ready for presentation to the RLM ... prior to which no one at RLM shall be aware of its existence."

Walter Günter tragically died in a car accident on May25,1937; his twin brother Siegfried assumed responsibility for completing the final design draft later that year. Heinrich Hertel, an expert in aircraft structures, also contributed significantly. By late October, the finalized design was submitted to the RLM along with proposals covering prototypes, delivery schedules, and pricing for three aircraft intended for testing at Rechlin.

The designation Heinkel He113 was originally intended for this fighter; however, due to superstition surrounding number "13", it was avoided. It is said that Ernst Heinkel advocated for this "round" number hoping it might enhance production prospects.Template:Fix/category

Design phase

File:800px-Истребитель He 100 в НИИ ВВС 1940.jpg

Heinkel He 100

To achieve the targeted performance, the design incorporated several features aimed at minimizing aerodynamic drag. The landing gear, including the tailwheel, was designed to retract fully and be completely enclosed during flight.

During the late 1930s, Germany faced a significant shortage of advanced aero engines. The He 100 was powered by the same Daimler-Benz DB 601 engine used in the Messerschmitt Bf 109 and Bf 110, but production capacity was insufficient to support another aircraft utilizing this engine. The only other viable engine option was the Junkers Jumo 211, and Heinkel was urged to explore its integration into the He 100. However, early versions of the Jumo 211 lacked a pressurized cooling system, rendering them incompatible with the He 100's evaporative cooling setup. Additionally, a He 100 equipped with the Jumo 211 would not have exceeded the performance of the DB 601-powered Bf 109 because the early Jumo 211’s supercharger was not fully enclosed. To reduce both weight and frontal area, the engine was mounted directly onto the reinforced forward fuselage, which was custom-designed for the DB 601 rather than using traditional engine bearers. This resulted in a very tight-fitting cowling, giving the aircraft a somewhat flat-sided look.

To maximize power output from the DB 601, exhaust ejectors were employed to generate a minor thrust boost. The supercharger intake was relocated from its usual position on the cowling’s side to a spot in the leading edge of the left wing. Although this arrangement appeared cleaner, the lengthy curved induction pipe likely offset any aerodynamic advantage.

Cooling systems

To further enhance performance with the DB 601 engine, Walter adopted an experimental evaporative cooling technique. Both Heinkel and the Günter brothers strongly supported this technology, having previously applied it with promising outcomes on the He 119. Evaporative or "steam" cooling offered a cooling system free of drag and reduced overall weight. No comprehensive schematics of this installation have survived. Early prototypes featured various configurations but were ultimately modified to approximate the final design before being sent to the Soviet Union.

Design issues

Persistent overheating and repeated failures of cooling system pumps plagued development. Throughout testing, pump malfunctions frequently cut flights short; some test pilots eventually disregarded these warnings altogether. In March, Kleinemeyer submitted a memorandum to Ernst Heinkel addressing these ongoing issues, noting that Schwärzler had requested assignment to resolve them.

Another unresolved problem during prototyping involved frequent landing gear malfunctions. Although the wide-set gear was intended to prevent collapses common in the Bf 109—especially during challenging takeoffs and landings—the He 100’s landing gear lacked durability for rigorous use and thus offered no real improvement over its predecessor. Prototypes V2, V3, V4, and V6 all suffered varying degrees of damage due to gear failures, accounting for half of all prototypes experiencing such issues.

World speed record

File:Ганс Дитерли в кабине рекордного Не 100V8 после полёта 30 марта 1939 года.JPG

Hans Dieterle seated in the cockpit of He 100 V8 following the record-setting flight on March 30, 1939.

A key objective of the original Projekt 1035 was to achieve the ultimate speed record. To this end, the third and eighth prototypes underwent special modifications aimed at maximizing velocity, featuring distinctive outer wing panels with a shortened span. Unfortunately, the third prototype was lost in a crash during testing. The record-breaking flight utilized a specialized DB 601 engine variant delivering 2,010 kW (2,700 hp) but designed for only a 30-minute operational lifespan. Before establishing this absolute speed benchmark over a short measured course, Ernst Udet piloted the second prototype to set a 100 km (62 mi) closed circuit speed record at 634.32 km/h (394.15 mph) on June 5, 1938. It appears that Udet’s record was achieved using a standard DB 601a engine.

Despite this, the Me 209 V1—often mistakenly called the "Me 109R," disregarding the prefix changes made in July 1938—officially surpassed the He 100 and held the piston-engine aircraft world speed record for nearly three decades. However, some experts, including Erwin Hood, argue that the Me 209 V1’s flight took place at an altitude of approximately 450 meters above sea level due to Augsburg’s topography, where the attempt occurred. In contrast, the He 100 V8’s flight took place near Mecklenburg at about 50 meters above sea level. Since higher altitude results in lower air density and thus reduced aerodynamic drag, Hood contends that comparing their speeds directly is misleading. Based on his calculations, he suggests that if the He 100 V8 had flown at the same elevation as the Me 209 V1, its speed would have reached around 757 km/h.

Prototypes

File:He 100 V1 на аэродроме Росток-Мариенех.JPG

Heinkel He 100 V1

He 100 V1

The inaugural prototype He 100 V1 took to the skies on January 22, 1938, just one week after its scheduled delivery date. The aircraft demonstrated exceptional speed capabilities. Nevertheless, it shared several issues with its predecessor, the He 112, particularly concerning directional stability. Additionally, Luftwaffe test pilots criticized its high wing loading, which led to landing speeds so elevated that braking was often necessary up until the final 100 m (330 ft) of runway length. Maintenance crews also expressed frustration with the design because the tight engine cowling complicated servicing tasks. However, the most significant challenge proved to be the cooling system—a problem anticipated by many. Following numerous test flights, V1 was dispatched to Rechlin in March for further evaluation.

He 100 V2

The second prototype, He 100 V2, tackled stability concerns by redesigning the vertical stabilizer from a triangular shape to a larger rectangular configuration. Persistent issues with oil cooling led to removal of that system and installation of a small semi-retractable radiator beneath the wing. It was also equipped with the still-experimental DB 601M engine for which the aircraft had originally been designed. This M variant was adapted to run on "C3" fuel rated at 100 octane, enabling higher power outputs in future operations.

Completed in March, V2 remained at the factory instead of being sent to Rechlin because it was intended for an attempt at breaking the 100 km (62 mi) closed-circuit speed record. A course was established along the Baltic coast between Wustrow and Müritz—approximately 50 km (31 mi) apart—and the attempt was planned at an altitude near 5,500 m (18,000 ft), considered optimal for performance. After resolving initial technical glitches, Captain Herting was slated to pilot this record attempt; he had prior experience flying this aircraft.

At that moment, Ernst Udet arrived and requested to fly V2 himself, noting his previous experience piloting V1 at Rechlin. Udet replaced Herting and successfully set a new world 100 km (62 mi) closed-circuit speed record on June 5, 1938, reaching 634.73 km/h (394.40 mph). During this flight several cooling pumps malfunctioned; however, Udet misinterpreted warning indicators and disregarded them.

The achievement received extensive media coverage; nevertheless, press reports referred to the plane as "He 112U," with "U" presumably denoting "Udet." Since production of the He 112 continued and sales efforts were ongoing, this naming served as a promotional strategy for that older model. Subsequently, V2 was sent to Rechlin for further testing. In October of that year, it sustained damage during landing when its tail wheel failed to deploy properly; whether repairs were completed remains uncertain.

He 100 V3

The V3 prototype incorporated shortened racing wings, which decreased the wingspan and surface area from 9.40 m (30 ft 10 in) and 14.4 square metres (155 sq ft) to 7.59 m (24 ft 11 in) and 11 m² (120 sq ft) respectively. The original canopy was swapped for a smaller, more rounded design, while all surface irregularities and seams were smoothed out with putty and sanding. Powered by the 601M engine, the aircraft underwent flight testing at the manufacturing facility.

In August, the DB 601R engine was delivered from Daimler-Benz and installed. This upgrade raised the maximum engine speed from 2,200 to 3,000 rpm and introduced methyl alcohol into the fuel mixture to enhance supercharger cooling, thereby increasing boost pressure. Consequently, power output rose to 1,800 PS; 1,776 hp (1,324 kW), although this configuration demanded rigorous maintenance and necessitated complete fuel drainage after every flight. Following these modifications, the aircraft was transferred to Warnemünde in preparation for a record attempt scheduled for September.

During one of the preliminary test flights conducted by Heinkel’s chief pilot Gerhard Nitschke, a malfunction caused the main landing gear to become stuck partially extended. Due to the unsafe landing conditions, Nitschke was instructed to bail out and allow the aircraft to crash in a designated safe area on the airfield. He sustained injuries upon striking the tail section during egress and subsequently did not participate in further record attempts.

He 100 V4

Intended as the sole "production" prototype—later designated postwar as the He 100B (with earlier models classified as He 100A)—V4 was finalized during summer and delivered to Rechlin. This timing meant it was unavailable for conversion into a racing configuration following V3’s crash. Although unarmed, V4 represented a service-type model equipped with the 601M engine and demonstrated significantly higher speeds than the Bf 109 during summer trials. At sea level, it achieved speeds of 560 km/h (300 kn; 350 mph), surpassing the Bf 109E’s peak velocity at its optimum altitude. At an altitude of 2,000 m (6,560 ft), speed increased to 610 km/h (330 kn; 380 mph), reaching a maximum of 669 km/h (416 mph) at 5,000 m (16,000 ft), before decreasing slightly to 641 km/h (398 mph) at 8,000 m (26,000 ft). After several flights, V4 suffered a landing gear collapse while stationary on 22 October but was subsequently repaired and returned to flight status by March 1939.

He 100 V5

Constructed similarly to V4, V5 had its maiden flight on 16 November. Subsequently, it served as a stand-in during filming related to V8's record-breaking attempt to safeguard that particular aircraft. At this stage, various design modifications were introduced that postwar sources have identified as characteristic of the "He 100C" variant. Apart from V8 itself, all remaining prototypes were delivered conforming to the V5 specifications.

He 100 V6

V6 first took to the skies in February 1939 and after initial factory test flights was transferred to Rechlin on 25 April. It primarily functioned there as an engine test platform. On 9 June, an inflight failure caused the landing gear to malfunction; nonetheless, the pilot managed a safe landing with minimal damage. Repairs restored the aircraft to operational status within six days.

He 100 V7

The V7 prototype was finalized on 24 May, featuring a modification to its oil cooling system. It became the first version equipped with weaponry, which included two 20 millimetres (0.79 in) MG FF cannon mounted in the wings and four 7.92 mm (0.312 in) MG 17 machine guns positioned around the engine cowling. This armament configuration made the He 100 the most heavily armed fighter aircraft of its era. After completion, V7 was flown to Rechlin where its weapons were removed to allow for a series of high-speed performance evaluations.

He 100 V8

Although initially only four prototypes were planned, production extended to include an additional six aircraft. One of these airframes was chosen to replace V3, and by fortunate timing, V8 was sufficiently advanced in construction to be completed ahead of schedule. Its maiden flight occurred on 1 December, initially powered by a standard DB 601Aa engine. The more powerful 601R engine was installed on 8 January 1939, and the aircraft was subsequently relocated to Oranienberg for further testing. After several preliminary flights, Hans Dieterle set a new speed record on 30 March 1939, reaching 746.6 km/h (403.1 kn; 463.9 mph). The press continued to refer to this model as the He 112U. The final disposition of V8 remains uncertain; it is believed it may have been utilized for crash testing.

He 100 V9

The V9 prototype was completed and armed but was exclusively used for destructive crash tests until it was destroyed.

He 100 V10

Initially slated to undergo the same fate as V9, V10 instead received the racing-style wings and canopy from V8. It was exhibited at the German Museum in Munich as the record-setting "He 112U" before being destroyed during a bombing raid.

Operational history

File:Heinkel He 100D 1940 propaganda photo.jpg

Heinkel He 100 posed as the fictional "He 113"

Pre-production series

Throughout the prototype phase, each version was presented to the RLM as candidates for mass production. However, the Luftwaffe chose not to adopt the Heinkel design despite these proposals. Nevertheless, Heinkel proceeded with manufacturing a total of 25 aircraft by various means; after completing ten units, fifteen more of the latest variant remained to be produced. Consistent with standard procedures, production began with a limited "zero series" batch designated as He 100 A-0 (postwar known as He 100 D-0).

The A-0 closely resembled earlier prototypes but incorporated several significant improvements. Most notably, it featured an enlarged vertical stabilizer aimed at resolving previous stability problems. The cockpit and canopy were also slightly modified, raising the pilot’s seating position within a large canopy that offered excellent all-around visibility. Armament was scaled back from the V8’s loadout to include a single 20 mm (0.79 in) MG FF/M cannon firing through the propeller spinner and two 7.92 mm (.30 caliber) MG 17 machine guns mounted in the wings near the fuselage.

By summer 1939, three pre-production aircraft had been completed and remained at Heinkel’s Marienehe facility for testing purposes. These units were eventually sold to the Japanese Imperial Navy, intended as reference models for their own manufacturing efforts, and shipped overseas in 1940 under the designation AXHe1.

Production series

The concluding phase in the He 100’s development was the production variant. As implied by its designation, this model closely resembled the earlier pre-production versions, with the primary modification being an enlarged horizontal stabilizer. A significant alteration involved abandoning the surface cooling system, which had proven overly complicated and prone to malfunction. Instead, a larger retractable radiator was installed, effectively resolving previous issues. This radiator was positioned in a "plug" beneath the cockpit, causing a slight increase in wing width.

Although the aircraft did not achieve its intended top speed of 700 km/h (430 mph) once armed and fitted with the larger canopy and radiator, it still reached velocities around 644 km/h (400 mph). Thanks to its streamlined airframe, the He 100 boasted a combat range between 900 to 1,000 km (560 to 620 mi), surpassing the Bf 109’s approximately 600 km (370 mi). While not comparable to later escort fighters, this range was exceptional at the time and suggested that a production Heinkel 100 might have reduced reliance on the Bf 110.

However, with the war already underway and the Luftwaffe unwilling to adopt the aircraft in its existing form, production was halted. It has been suggested that political factors influenced this decision. The dozen remaining He 100 production fighters were assigned to Heinkel’s Marienehe factory defense squadron, piloted by factory test pilots. These aircraft replaced earlier He 112s used for factory defense, which were subsequently sold. Since no enemy bombers penetrated that far into Germany early in the conflict, it appears this unit never engaged in combat. The ultimate disposition of these planes remains unknown. Additionally, they were employed in a propaganda ruse as the purported Heinkel He 113.

Foreign use

At the outbreak of war in 1939, Heinkel received permission to seek foreign licensees for the design. On 30 October 1939, delegations from Japan and the Soviet Union visited the Marienehe plant and expressed admiration for the aircraft. The Soviets showed particular interest in the surface cooling system; having developed the experimental Ilyushin I-21 featuring evaporative cooling themselves, they acquired six surviving prototypes (V1, V2, V4, V5, V6, and V7) to study this technology further. Upon arrival in the USSR, these units were transferred to the TsAGI institute for analysis.

Meanwhile, Japan sought new aircraft designs incorporating inline engines—a technology with which they had limited experience—and purchased three pre-production examples for 1.2 million RM alongside a production license and a set of jigs for an additional 1.6 million RM. These three aircraft arrived in Japan by May 1940 and were reassembled at Kasumigaura before being handed over to the Japanese Naval Air Force, where they were designated AXHe1 ("Experimental Heinkel Fighter"). When referencing this German design, both He 100 and He 113 names are used interchangeably; at least one set of blueprints bears the latter designation.

Heinkel test pilot Gerhard Nitschke accompanied the prototypes and collaborated with Lieutenant Mitsugi Kofukuda during testing and evaluation. The Navy’s favorable assessment led to plans for immediate production as a land-based interceptor. (Notably, both Japanese Army and Navy maintained independent land-based air forces.) Hitachi secured the manufacturing contract and began constructing a factory in Chiba for this purpose. However, due to escalating conflict in Europe, neither jigs nor plans reached Japan.

Projekt 1076 (further development)

Toward the end of 1944, the Reichsluftfahrtministerium (RLM) approached manufacturers with a request for a new high-altitude fighter exhibiting superior performance. Although the Ta 152H, an inline-engine variant of the Focke-Wulf Fw 190, was already in limited production, Heinkel received a contract to develop a fresh design. Siegfried Günter was appointed to lead this initiative, known as Projekt 1076. While bearing resemblance to the He 100, numerous detailed modifications resulted in an aircraft that appeared entirely new. It featured an extended wing optimized for high-altitude operations, which abandoned the inverted gull wing shape and was slightly swept forward at approximately 8°. The full length of the wing's trailing edge was equipped with either flaps or ailerons, lending the aircraft a notably modern silhouette. The cockpit incorporated pressurization suitable for operations at altitude and was enclosed by a compact bubble canopy hinged to the side rather than sliding rearward. Additional unconventional changes included outward-retracting landing gear reminiscent of the original Bf 109 and a reimplementation of the surface cooling system. Armament plans comprised a single 30 mm (1.2 in) MK 103 cannon firing through the propeller hub, supplemented by two wing-mounted 30mm MK 108 cannons.

Three powerplants were proposed: the DB 603M delivering 1,361 kW (1,825 hp), the DB 603N rated at 2,051 kW (2,750 hp), and the Jumo 213E, engineered to share identical fluid service points with the DB 603, producing 1,287 kW (1,726 hp). Both the 603M and 213E could reach 1,545 kW (2,072 hp) output when using MW-50 water injection. The DB 603N-powered version was estimated to achieve speeds of 880 km/h (550 mph), placing it in performance territory comparable to the Messerschmitt Me 262, the pioneering jet fighter then undergoing service trials—a speed that would have remained exceptional for years, even against specialized racing aircraft. Even with more probable engines exceeding 1,500 kW (2,000 hp) output, performance was expected to remain outstanding despite the significant technological challenges faced by German aero-engine development during wartime. The 603M variant was projected to reach a top speed near 855 km/h (531 mph).

These performance estimates are considered somewhat optimistic and may not have been achievable, a tendency often associated with Heinkel’s projections. As propellers approach transonic speeds, their efficiency diminishes, eventually ceasing to provide additional thrust despite increased engine power; any further thrust gains would rely solely on exhaust gases from the piston engine. The advanced contra-rotating propeller design from Vereinigte Deutsche Metallwerke (VDM) was unlikely to overcome this limitation. The project apparently received low priority and remained incomplete by war’s end. In mid-1945, Siegfried Günter furnished comprehensive drawings and plans to American authorities.

Legacy

By 1939, this aircraft was reputed as one of the most advanced fighters worldwide, surpassing even later models like the Fw 190 in speed, with capabilities unmatched until the arrival of the Vought F4U Corsair in 1943. The Republic XP-47J, powered by a similar engine (Pratt & Whitney R-2800), reached speeds of approximately 505 mph (813 km/h) in early August 1944. Despite these achievements, the aircraft never entered mass production. Explanations for why the He 100 did not see service vary widely and often provoke strong disagreement depending on differing accounts.

One perspective attributes its cancellation to political factors; however, this view largely originates from Heinkel’s own narratives and appears influenced by dissatisfaction following issues with the He 112 program. Notwithstanding Messerschmitt's success with models such as the Bf 109 and Bf 110, Heinkel maintained considerable respect within official circles, rendering this argument less convincing.

Another theory blames the RLM’s unusual production strategy favoring large-scale manufacture of single types over diversified fleets. Yet this is questionable given that shortly after these events, production of the Fw 190 commenced.

Consequently, it is reasonable to accept the RLM’s explanation at face value: severe production difficulties with DB-series engines led to cancellation of all other airframes reliant on these powerplants. At that time, DB 601 engines were allocated exclusively to Bf 109 and Bf 110 fighters, and Daimler struggled to meet demand solely for these aircraft. The RLM eventually restricted DB 601 supply exclusively to Messerschmitt projects, causing numerous designs from other manufacturers to be shelved. Moreover, since Bf 109 and Bf 110 were deemed adequate against anticipated adversaries, there was less urgency for more powerful replacements.

Heinkel's only alternative was adapting to a different engine type; some interest existed within RLM for such a variant of the He 100. However, aside from DB models, only the Junkers Jumo 211 inline engine was available—and even it faced shortages. The He 100’s design complicated conversion due to its cooling system and engine mounts being tailored specifically for the DB 601 series; switching to Jumo 211 would have necessitated significant redesign efforts. Heinkel judged this effort unjustifiable given that resultant performance would be inferior, thus ending production on an unfavorable note. This circumstance contributed significantly to why the Focke-Wulf Fw 190 emerged as one of Luftwaffe’s premier fighters—its design centered on otherwise underutilized radial engines such as the Bramo 139 and later BMW 801. Although engine production lines were just beginning operation, airframe manufacturing could proceed concurrently without disrupting existing programs—precisely what transpired thereafter.

Aircraft exhibited

No surviving original He 100 airframes are currently known. However, a full-scale mockup representing a He 100 production variant, crafted by George Lucas from Nunda, New York, is exhibited at the Planes of Fame Air Museum located in Chino, California.

See also

Bibliography

• Dabrowski, Hans-Peter. Heinkel He 100, World Record and Propaganda Aircraft. Atglen, Pennsylvania: Schiffer Publishing, 1991.
• Donald, David, editor. The Encyclopedia of World Aircraft. Etobicoke, Ontario: Prospero Books, 1997.
• Fleischer, Seweryn. Heinkel 100 (Wydawnictwo Militaria 169) (in Polish). Warszawa, Poland: Wydawnictwo Militaria, 2002.
• Green, William. "Heinkel's Hoaxer". RAF Flying Review, February 1963.
• Green, William. Warplanes of the Third Reich. London: Macdonald and Jane's Publishers Ltd., 1970 (4th impression 1979).
• Green, William and Gordon Swanborough. "Heinkel's High Speed Hoaxer: The Annals of the He 100." Air Enthusiast, Vol. 38, January–April 1989.
• Heinkel, Ernst. Stormy Life. New York: E.P. Dutton, 1956.
• Hirsch, R.S. Heinkel 100, 112 (Aero Series 12). Fallbrook, California: Aero Publishers, Inc., 1967.
• Hood, Erwin. Heinkel He 100 Record Breaker. Hinkley, UK: Midland Publishing, 2007.
• Kulikov, Victor. "Des occasions en or pour Staline, ou les avions allemands en URSS". Avions: Toute l'Aéronautique et son histoire, March and April issues, 2000.
• Lepage, Jean-Denis G.G. Aircraft of the Luftwaffe, 1935-1945: An Illustrated Guide. Jefferson, North Carolina: McFarland & Company, 2009.
• Smith J. Richard and Anthony Kay. German Aircraft of the Second World War. London: Putnam & Company Ltd., 1972 (3rd impression 1978).
• Wagner, Ray and Heinz Nowarra. German Combat Planes: A Comprehensive Survey and History of the Development of German Military Aircraft from 1914 to 1945. New York: Doubleday, 1971.
• 小福田 晧文 (Kofukuda Akifumi). 指揮官空戦記―ある零戦隊長のリポート (Kojinsha NF Bunko), Tokyo: 光人社; new edition, 2004.

External links

• AIR 40/237 archive
• Luftwaffe Resource Group website
• He 100 information page featuring a three-view diagram of the D-1 and essential details
• Archived page offering a description akin to The Encyclopedia along with multiple aircraft images