Heinkel He 111

Heinkel Flugzeugwerke

Industry	Aerospace
Founded	1922
Founder	Ernst Heinkel
Headquarters	Rostock (from 1933) , Germany
Key people	Ernst Heinkel, Siegfried Günter, Walter Günter
Products	Aircraft, including Heinkel He 111

Heinkel He 111

The Heinkel He 111 originated as a German airliner and medium bomber developed by Siegfried and Walter Günter at the Heinkel Flugzeugwerke in 1934. Conceived initially to serve as a heavy bomber for the emerging Luftwaffe, it was officially introduced as a civilian airliner to circumvent the post-First World War restrictions that forbade Germany from producing bombers. This led to its reputation as a wolf in sheep's clothing due to its dual-purpose design.

Distinguished by the extensively glazed, streamlined "greenhouse" nose seen on later models, the Heinkel He 111 became one of the most iconic German World War II bombers. It was the Luftwaffe’s most widely deployed bomber during the early war years and performed effectively until encountering formidable fighter resistance in the Battle of Britain. During this campaign, its defensive armament proved insufficient against enemy aircraft. Over the course of the conflict, the He 111 fulfilled multiple roles across all major fronts in the European Theatre of World War II. It operated as a strategic bomber during the Battle of Britain, served as a torpedo bomber in both Atlantic and Arctic naval operations, and functioned as both a medium bomber and transport on the Western, Eastern, Mediterranean, Middle Eastern, and North African fronts.

Despite ongoing upgrades and adaptations, by the later stages of the war, the He 111 had become outdated. The abandonment of the German Bomber B project compelled continued reliance on this model for combat missions until war’s end. Production of piston-engine bombers like the He 111 ceased in September 1944 as focus shifted towards fighter aircraft manufacturing. With Germany’s bomber fleet largely incapacitated, the He 111 was repurposed primarily for logistical support.

Postwar production persisted with the Spanish-built CASA 2.111, which stemmed from a batch of He 111H-16s delivered to Spain in 1943 accompanied by a licensing agreement. Manufactured under license by Construcciones Aeronáuticas SA, this Spanish variant retained much of the original airframe but was notably powered by Rolls-Royce Merlin engines. These aircraft remained operational until 1973.

Conceptualization

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Ernst Heinkel (right) with Siegfried Günter

Following Germany's loss in World War I, the Treaty of Versailles prohibited the nation from maintaining an air force. The 1930s saw the beginning of a clandestine German re-armament initiative, as this endeavor contravened the treaty's terms. Initial bomber development efforts were masked as projects for civilian airliners.

Among those aiming to capitalize on Germany's military resurgence was Ernst Heinkel. He set out to produce the fastest passenger airplane globally, a vision met with doubt by both the aviation industry and political authorities in Germany. He delegated the design work to Siegfried and Walter Günter, relatively new recruits without prior experience at the firm.

In June 1933, Albert Kesselring visited Heinkel's facility. At that time, Kesselring led the Luftwaffe Administration Office; Germany lacked a formal State Aviation Ministry and operated only under the Luftfahrtkommissariat. His objective was to establish a modern air force stemming from the Flying Corps forming within the Reichswehr, necessitating cutting-edge aircraft. Kesselring persuaded Heinkel to relocate his plant from Warnemünde to Rostock, specifically to the coastal "Marienehe" district (now "Rostock-Schmarl"), and expand production capabilities with a workforce of approximately 3,000. This move accelerated development amid emerging competition from American models such as the Lockheed 12, Boeing 247, and Douglas DC-2.

The design elements of the He 111 found their roots in the Heinkel He 70. The initial single-engine He 70 Blitz ("Lightning") was introduced in 1932 and quickly set multiple speed records. Equipped with a 447 kW (599 hp) BMW VI engine, its standard four-passenger variant could reach speeds up to 380 km/h (240 mph). The aircraft featured an elliptical wing configuration previously utilized by the Günter brothers on the Bäumer Sausewind before their tenure at Heinkel. This wing design became characteristic of their subsequent projects. The Luftwaffe showed interest in the He 70 due to its dual potential as a bomber and transport plane.

The He 111 evolved as a twin-engine adaptation of the Blitz, retaining key features such as the elliptical inverted gull wing, compact rounded control surfaces, and powered by BMW engines—earning it the nickname Doppel-Blitz ("Double Lightning"). When the Dornier Do 17 superseded the He 70, Heinkel recognized the need for a twin-engine model competitive with other manufacturers. The design process demanded approximately 200,000 man-hours. Compared to its predecessor, the fuselage extended from 11.7 m (38 ft) to 17.4 m (57 ft), while the wingspan increased from 14.6 m (48 ft) to 22.6 m (74 ft).

Initial flight

The He 111 completed its maiden flight on 24 February 1935, with chief test pilot Gerhard Nitschke at the controls. Although instructed not to land at the company's factory airstrip in Rostock-Marienehe (now part of the Rostock-Schmarl district) due to its limited length, but instead to use the central Erprobungstelle Rechlin testing ground, Nitschke disregarded these instructions and returned to Marienehe for landing. He reported that the aircraft handled slow maneuvers effectively and that there was no risk of overshooting the runway. Nitschke also commended its relatively high speed for the era and praised its smooth flight and landing characteristics, highlighting stability during cruising, gradual descent, and single-engine operation, as well as the absence of nose-drop when retracting the landing gear. However, during the second test flight, he identified inadequate longitudinal stability when climbing and flying at full throttle, alongside aileron controls that demanded excessive force.

By the close of 1935, prototypes V2 and V4 had been built bearing civilian registrations D-ALIX, D-ALES, and D-AHAO. On 10 January 1936, D-ALES became the initial prototype of the He 111A-1 and earned recognition as the "fastest passenger aircraft worldwide," reaching speeds beyond 402 km/h (250 mph). The design's top speed could have been higher if equipped with the 1,000 hp (750 kW) DB 600 inverted-V12 engine used in the tenth through thirteenth prototypes of the Messerschmitt Bf 109s. Nevertheless, Heinkel initially had to rely on the 650 hp (480 kW) BMW VI "upright" V12 liquid-cooled engine.

During wartime evaluations, British test pilot Eric Brown assessed numerous Luftwaffe planes, including an He 111H-1 from Kampfgeschwader 26 Löwengeschwader (Lions Wing) that was compelled to land at the Firth of Forth on 9 February 1940. Brown commented on the distinctive greenhouse-style nose of the He 111:

The spacious cockpit and extensive Plexiglas paneling provided excellent visibility overall; however, weather conditions posed a significant caveat. Exposure to bright sunlight or heavy rain could severely impair pilot vision due to glare or obscured sightlines.

Brown found taxiing straightforward except during rain, when it was necessary for the pilot to slide back a window panel to see clearly for steering. Upon takeoff, he noted minimal "swing" with well-balanced handling. For landing, Brown advised maintaining an approach speed above 140 km/h (90 mph) until touchdown to prevent a tendency for the aircraft to drop a wing—particularly on the port side.

Competition

During the mid-1930s, Dornier Flugzeugwerke and Junkers vied with Heinkel to secure contracts from the German Ministry of Aviation (Reichsluftfahrtministerium, or RLM). The primary rival to Heinkel was the Junkers Ju 86. In 1935, comparative trials were conducted involving the He 111. At that time, the Heinkel was powered by two BMW VI engines, whereas the Ju 86A featured two Jumo 205C engines, each delivering 492 kW (660 hp). The He 111’s maximum takeoff weight was slightly higher at 8,220 kg (18,120 lb) compared to the Ju 86’s 8,000 kg (18,000 lb), with both aircraft reaching a top speed of 311 km/h (193 mph). The Ju 86 achieved a cruising velocity of 285 km/h (177 mph), which was 14 km/h (9 mph) faster than the He 111. This competitive balance shifted significantly following the introduction of the DB 600C engine, which enhanced the He 111’s power output by 164 kW (220 hp) per engine. Contracts were awarded by the Ministry to both manufacturers. Junkers accelerated its development and production processes rapidly, albeit at considerable financial cost. Between 1934 and 1935, expenditures amounted to 3,800,000 RM, representing 4½% of their annual revenue. The Ju 86 gained international exposure through numerous airshows worldwide, boosting sales domestically and abroad. In contrast, Dornier’s Do 17 and Heinkel were less successful in this regard. Production figures favored the He 111 significantly, with approximately 8,000 units built, compared to only 846 Ju 86s. Consequently, the Heinkel model became the Luftwaffe’s most prevalent bomber at the outbreak of World War II.

Design

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The nose section of a Norway-restored He 111P-2

The initial He 111 A-L variants featured a traditional stepped cockpit, incorporating two windscreen-style panels for both pilot and co-pilot. Later models starting with the He 111P adopted a fully glazed cockpit design with an asymmetrical nose profile; the port side was more curved to accommodate the pilot’s position, while the bombardier sat offset to starboard. This "stepless cockpit" configuration—common among several German bombers during the war—eliminated separate windscreen panes for the pilot. Instead, both pilot and bombardier shared a continuous bullet-shaped canopy. The pilot occupied the left seat; the navigator/bomb aimer sat on the right and could either move forward into a prone bomb-aiming position or swivel sideways to access the rear fuselage. Notably, there was no cockpit floor beneath the pilot's feet—the rudder pedals were mounted on extensions—providing excellent downward visibility. Removable and sliding panels were incorporated into the nose glazing to enable rapid egress for pilot, navigator, or bomb aimer without requiring retreat into the fuselage.

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View from ventral gunner's station in Wk Nr 701152 He 111 H-20 looking towards forward bulkhead; control column and cockpit glazing visible

The fuselage structure included two primary bulkheads; the cockpit was positioned ahead of the first bulkhead. A rotating machine gun mount was installed in the nose, offset laterally to enhance forward visibility for the pilot. Apart from a lower right section serving as a platform for the bombardier-gunner, the cockpit was fully glazed. The standard Lotfernrohr bombsight extended through an opening in the cockpit floor into an external protective housing.

Between these bulkheads lay a reinforced double-frame bomb bay designed to support heavy ordnance loads. Behind this bay and before the rear bulkhead was space allocated for Funkgerät radio systems as well as dorsal and flexible ventral gunner stations. The rear bulkhead featured a hatch providing access to additional fuselage compartments secured by longitudinal stringers. The wing employed a dual-spar configuration with fuselage skin riveted onto stringers; internal frames attached solely to stringers facilitated simplified assembly at some expense to structural rigidity.

The wing’s leading edges were swept back aligning with engine nacelles while trailing edges angled slightly forward. Two 700 L (150 imp gal; 180 US gal) fuel tanks were installed between inner main spars near wing roots; oil coolers were mounted at main spar heads. Further outboard between spars resided two additional reserve fuel tanks each holding 910 L (200 imp gal; 240 US gal). Outer trailing edges comprised ailerons and flaps converging smoothly into forward-curving wingtips formed by curved "strip nosed" ribs positioned ahead of main spars. Most internal ribs were hollow except those between rear spar and control surfaces which were solid but featured lightening holes.

Innovative control features included a centrally located control column with an extension arm allowing it to be swung over to starboard if necessary due to pilot incapacitation; pilot seated port side in cockpit. Instrumentation was mounted overhead in ceiling panels for unobstructed forward vision. Fuel gauges operated electrically; inner tanks near wing roots were used first with outer tanks reserved as backups. Pilots received warnings when fuel dropped below 100 L (22 imp gal; 26 US gal). A manual fuel pump provided emergency operation at a low flow rate of 4.5 L (0.99 imp gal; 1.2 US gal) per minute requiring flight at minimal speeds just below 3,048 m (10,000 ft) altitude; overall handling at low speed was favorable.

Defensive armament positions included fixed guns in glazed nose plus flexible dorsal, ventral, and lateral mounts offering extensive firing arcs. The nose gun had vertical movement of +10° upward and −15° downward, with about ±15° lateral traverse each side (totaling roughly a 30° horizontal arc). Dorsal and ventral machine guns could elevate or depress by approximately ±65°. The dorsal MG131 (caliber 13 mm (0.51 in)) could traverse laterally up to ±40°, whereas ventral Bola-mounted twin MG81Z (caliber 7.92 mm (0.312 in)) had ±45° lateral movement. Single MG81 guns positioned in waist locations on fuselage sides moved laterally ±40° and vertically +30° upward or −40° downward.

He 111C

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He 111C operated by Deutsche Luft Hansa at Dübendorf, Switzerland.

The inaugural prototype, He 111 V1 (W.Nr. 713, D-ADAP), took off from Rostock-Marienehe on 24 February 1935. Subsequently, the civilian-configured V2 and V4 models appeared in May 1935. The V2 (W.Nr. 715, D-ALIX) featured a bomb bay converted into a four-seat "smoking compartment," with an additional six seats located further back in the fuselage. Entering service in 1936 with Deutsche Luft Hansa, the V2 was joined by six other newly manufactured He 111C units. The V4 was presented to international media on 10 January 1936. While Nazi propaganda claimed a top speed of 400 km/h (250 mph) for the He 111C, its actual performance was closer to 360 km/h (220 mph). The He 111 C-0 model represented a commercial iteration based on the V4 prototype design. The initial aircraft bore the registration D-AHAO "Dresden" and was equipped with a BMW VI engine, offering an operational range between 1,000 to 2,000 km (620 to 1,240 mi) depending on fuel load, and reaching a maximum speed of 310 km/h (190 mph). Wingspan for the C series measured 22.6 m (74 ft). The fuselage length increased slightly from 17.1 m (56 ft) in the He 111 V1 to 17.5 m (57 ft) in the C variant. Transitioning from the BMW VI to the Jumo 205 diesel engine resulted in speeds remaining within the 220 to 240 km/h (140 to 150 mph) range; however, speeds improved somewhat with the introduction of BMW 132 engines.

A persistent issue concerned powerplants: the He 111 relied on BMW VI engines cooled by glycol, but Germany’s aviation industry lacked engines exceeding approximately 600 hp. High-grade engines were prioritized for military applications, limiting availability for Lufthansa and compelling dependence on BMW VI or BMW 132 power units.

He 111G

The He 111G represented an enhanced model featuring several distinctions from earlier versions. To streamline manufacturing, its wing’s leading edge was straightened to match that of the bomber variant. Engine options included BMW 132, BMW VI, DB 600, and DB601A types. Some C variants were retrofitted with these updated wing designs. Additionally, a new BMW 132H engine was introduced as part of an Einheitstriebwerk (unitary powerplant) concept—radial engines also utilized in aircraft such as the Junkers Ju 90 and Focke-Wulf Fw 200 Condor. These wing and engine assemblies were integrated as complete modular units enabling rapid engine swaps, likely serving as a precursor to the wartime Kraftei engine unitization approach. Among commercial variants, the He 111G combined both superior power and speed. The G-0 model employed the BMW VI 6.0 ZU engine, while subsequent versions varied powerplants: for example, the G-3 used the BMW 132; the G-4 incorporated DB600G inverted-V engines rated at 950 hp (710 kW); and the G-5 featured DB601B engines capable of reaching 410 km/h (250 mph) maximum speed. By early 1937, Lufthansa operated eight G-series aircraft with a fleet maximum of twelve He 111s overall. These aircraft flew extensively throughout Europe and undertook routes as distant as South Africa. The commercial production line concluded with the He 111G.

He 111A – D

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A Chinese He 111A re-equipped with radial engines

Test pilot Gerhard Nitschke provided positive feedback on the He 111's flight characteristics, praising its handling and performance despite a tendency to drop a wing during stalls. Consequently, passenger versions saw their wingspan reduced from 25 to 23 m (82 to 75 ft). Military prototypes V1, V3, and V5 featured a wingspan of 22.6 m (74 ft).

The earliest prototypes suffered from insufficient power, as they were fitted with 431 kW (578 hp) BMW VI 6.0 V12 inline engines. This was improved with the adoption of the DB (Daimler-Benz) 600 engines in the V5 prototype, which served as the foundation for the "B" series, raising output to 745 kW (999 hp).

Only ten He 111 A-0 units, derived from the V3 model, were produced. These aircraft were underpowered and eventually sold to China. The design was lengthened by 1.2 m (3 ft 11 in) to accommodate an additional 7.92 mm (0.312 in) MG 15 machine gun mounted in the nose, along with a second gun position atop the fuselage and a third in a retractable ventral "dustbin" turret. The bomb bay was divided into two sections, capable of carrying up to 680 kg (1,500 lb) of ordnance. However, these modifications increased the aircraft's weight to approximately 8,200 kg (18,100 lb), which significantly diminished performance—especially due to the already underpowered BMW VI 6.0 Z engines. The extended fuselage also negatively impacted aerodynamic efficiency and reduced the aircraft’s previously commendable handling during takeoff and landing.

Flight crews reported that the aircraft was challenging to operate and suffered a notable decrease in top speed. Following these pilot evaluations, production was halted by the Ministry of Aviation. Nevertheless, a visiting Chinese delegation deemed the He 111 A-0 suitable for their requirements and purchased seven units.

The inaugural flight of the He 111B took place in autumn 1936, with initial production commencing that summer at Rostock. Seven B-0 pre-production models were constructed, assigned Werknummern (W.Nr./Works numbers) 1431 through 1437. These B-0s were powered by DB 600C engines equipped with variable pitch propellers, providing an additional 149 kW (200 hp) of power. The B-0 featured an MG 15 machine gun in the nose and could carry up to 1,500 kg (3,300 lb) of bombs arranged vertically.

The B-1 variant introduced minor enhancements such as a rotating nose gun mount and a flexible Ikaria turret beneath the fuselage. After these improvements, the RLM commissioned 300 He 111 B-1s, with deliveries beginning in January 1937. The B-2 model was equipped with supercharged DB 600C engines producing 634 kW (850 hp), or occasionally the more powerful 690 kW (930 hp) DB 600G variant, and production started at Oranienburg in 1937. The He 111 B-3 served as a trainer version.

Although an order for approximately 255 B-1s was placed, manufacturing constraints meant only 28 units were completed. Production of the new He 111E limited B-3 output to just a few examples. Due to capacity shortages at Heinkel’s facilities, Dornier, Arado, and Junkers contributed to building He 111B series aircraft at their respective plants in Wismar, Brandenburg, and Dessau. Compared to the A series, the B series offered improved capabilities: bomb load increased to 1,500 kg (3,300 lb), while maximum speed and service ceiling rose to approximately 344 km/h (214 mph) and 6,700 m (22,000 ft), respectively.

In late 1937, production began on the D-1 series; however, the intended DB 600Ga engine delivering 781 kW (1,047 hp) was redirected to Messerschmitt Bf 109 and Messerschmitt Bf 110 programs. As a result, Heinkel tested the He 111 V6 fitted with Junkers Jumo 210 G engines but found them inadequate in power. The subsequent adoption of the more potent 745 kW (999 hp) Jumo 211 A-1 engine led to cancellation of the D series altogether in favor of focusing on developing the E series.

He 111 E

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A Luftwaffe He 111E in 1940. Early models featured a traditional stepped cockpit and wings with a rounded leading edge.

The initial E-0 pre-production batch was manufactured in limited quantities, equipped with Jumo 211 A-1 engines paired with retractable radiators and exhaust systems. This model could transport up to 1,700 kg (3,700 lb) of bombs, resulting in a maximum takeoff weight of approximately 10,300 kg (22,700 lb). The engineers enhanced the Jumo 211 A-1 engine's output to 690 kW (930 hp), which enabled the He 111 E-1 to increase its bomb load capacity to 2,000 kg (4,400 lb) and reach a maximum speed of 390 km/h (240 mph).

Developed in 1937, the E-1 version featured Jumo 211A-1 engines, replacing the earlier DB 600 powerplants; the He 111 V6 marked the first production model of this variant. Since the Ministry of Aviation’s preferred Jumo 211 A-1 engines were not yet available, an experimental aircraft, the He 111 V10 (D-ALEQ), was outfitted with two oil coolers essential for this engine installation.

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He 111E serving with the Condor Legion

Production of the E-1 began in February 1938, allowing several units to participate in the Spanish Civil War as part of the Condor Legion from March that year. The Reichsluftfahrtministerium (RLM) assumed that since the E variant could outrun enemy fighters during the Spanish campaign, additional defensive armament was unnecessary—an assumption that later proved erroneous.

The bomb bay within the fuselage initially held four bomb racks; subsequent models incorporated eight modular standard bomb racks capable of carrying either one SC 250 kg (550 lb) bomb or four SC 50 kg (110 lb) bombs arranged nose-up. These modular racks were typical among early Luftwaffe bombers but restricted ordnance options to only two bomb sizes and were phased out in later designs.

The E-2 series was never produced and was replaced by the E-3 variant, which featured minor adjustments such as external bomb racks. One notable upgrade in the E-3 was an enhanced FuG radio system. This series was powered by Jumo 211 A-3 engines delivering 1,100 hp (820 kW).

The E-4 model added external bomb racks while filling the empty bomb bay space with an 835 L (184 imp gal; 221 US gal) aviation fuel tank and an additional 115 L (25 imp gal; 30 US gal) oil tank. Although this increased the aircraft’s loaded weight, it extended its operational range to approximately 1,800 km (1,100 mi). These modifications enabled the Heinkel to undertake both short-range and extended missions. Internally, the E-4 maintained eight vertical bomb racks capable of carrying individual 250 kg (550 lb) bombs. The final iteration of the E series, the He 111 E-5, retained the Jumo 211 A-3 engine and preserved the 835 L (184 imp gal; 221 US gal) fuel tank positioned on the port side of the bomb bay; only a limited number of E-4 and E-5 units were produced.

The RLM showed interest in attaching rocket boosters beneath heavily loaded bombers’ wings to reduce required takeoff runway length. After liftoff, these booster canisters would be released via parachute for recovery and reuse. This development was undertaken by Hellmuth Walter’s company based in Kiel. Initial static trials and flight tests using Walter HWK 109-500 Starthilfe liquid-fueled boosters commenced in 1937 at Neuhardenberg with test pilot Erich Warsitz flying an Heinkel He 111E registered D-AMUE.

He 111 F

The He 111 underwent a rapid sequence of minor modifications, with one of the most noticeable alterations appearing in the He 111F models. These shifted from elliptical wings to ones featuring straight leading and trailing edges, which allowed for more streamlined manufacturing processes. The redesigned wingspan measured 22.6 m (74 ft), accompanied by a wing area of 87.60 m² (942.9 sq ft).

Despite Heinkel's limited industrial capabilities causing production delays, 24 F-1 units were exported to Turkey. An additional 20 F-2 variants were produced. Turkish interest, stemming from the delayed testing of the subsequent prototype He 111 V8, led the Ministry of Aviation to commission 40 F-4s equipped with Jumo 211 A-3 engines. These aircraft entered operational service in early 1938. This fleet later served as transport aircraft during the Demyansk Pocket and the Battle of Stalingrad. Concurrently, development commenced on the He 111J, designed as a torpedo bomber powered by the DB 600 engine. It featured no internal bomb bay but carried two external torpedo racks. Following a directive from the Ministry of Aviation, a bomb bay was retrofitted, resulting in the J-1 variant. Apart from the engine, it closely resembled the F-4 model.

The concluding model in the F series was the F-5, which shared bombsight and powerplant specifications with the E-5 variant. However, it was not adopted for mass production due to the superior capabilities demonstrated by the He 111 P-1.

He 111 J

The Kriegsmarine showed interest in the He 111's capabilities at low altitudes, prompting development of the He 111J variant capable of deploying torpedoes and mines. Ultimately, naval authorities discontinued the project, considering its four-man crew excessive. Nevertheless, the RLM proceeded with manufacturing the He 111 J-0; approximately 90 (though some sources suggest 60) units were built in 1938 and assigned to Küstenfliegergruppe 806 (Coastal Flying Group). Powered by DB 600G engines, this version could carry up to 2,000 kg (4,400 lb) of ordnance. Only a handful of pre-production J-0s utilized this engine; most retained the DB 600, which resulted in diminished performance and halted further torpedo bomber development. The J models remained in use as training platforms until 1944. Certain J-1 variants served as experimental platforms for Blohm & Voss L 10 radio-guided air-to-ground torpedo missiles.

He 111 P

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He 111P deploying bombs over Poland, September 1939

The He 111P introduced enhancements including the updated liquid-cooled Daimler-Benz DB 601A-1 engine and a redesigned nose section featuring an asymmetrical mounting for an MG 15 machine gun. This replaced the earlier 'stepped' cockpit with a more spacious and streamlined glazed stepless cockpit extending across the aircraft's entire front. This sleek glazed nose was initially trialed on the He 111 V8 in January 1938. These modifications enabled speeds up to 475 km/h (295 mph) at 5,000 m (16,000 ft) altitude and a cruising speed around 370 km/h (230 mph), though carrying a full bomb load reduced cruising speed to approximately 300 km/h (190 mph). These design changes were implemented in 1937 following pilot feedback regarding visibility issues.

The pilot's seat could be raised so that their eyes positioned above the upper glazing line, aided by a small pivoting windscreen panel to improve forward visibility during takeoff and landing. The rear dorsal gunner's station was enclosed within a sliding canopy offering near-unobstructed views; for the first time, a ventral Bodenlafette rear-facing gun position replaced the drag-inducing "dustbin" retractable turret immediately behind the bomb bay—this became standard after its debut on He 111 V23 (civil registration D-ACBH).

Junkers produced forty He 111Ps at Dessau as competitors to Heinkel's production. In October 1938, Junkers' Central Administration criticized these aircraft for externally poor-quality components, especially at the empennage-to-fuselage junctions, describing them as weak and prone to excessive wing flexing. They noted interchangeable left and right engines each had exhaust-gas heaters unconnected to fuselage heating systems—raising concerns about potential carbon monoxide contamination inside. The fuselage was constructed as a continuous unit attached post-completion to the wing center section; wing sections beyond engines connected via universal joints considered unsatisfactory and responsible for several structural failures.

Powered by DB 601 Ba engines delivering 1,175 PS, initial production aircraft were delivered to Luftwaffe units during autumn of 1938.

By May 1939, P-1 and P-2 models entered service featuring enhanced radio equipment. The P-1 incorporated two DB 601Aa engines rated at 1,150 hp (860 kW), introduced self-sealing fuel tanks, and utilized a semi-retractable tail wheel to reduce aerodynamic drag. Armament included an MG 15 mounted in the nose and a sliding canopy over the dorsal B-Stand position on the fuselage roof. Upgraded FuG III radios were installed alongside an ESAC-250/III vertical bomb magazine system. Maximum takeoff weight reached approximately 13,300 kg (29,300 lb).

The P-2 variant added reinforced armor protection along with two MG 15 machine guns installed in "waist" mounts on either side of the fuselage plus two external bomb racks. Radio equipment comprised FuG IIIaU sets and upgraded DB601 A-1 powerplants replaced earlier versions. Standardized Lotfernrohr 7 bombsights were fitted—the primary bombsight across German bomber fleets—and optional "field equipment sets" allowed defensive armament upgrades to four or five MG 15 machine guns. Bomb capacity expanded to four ESA-250/IX vertical magazines. The empty weight stood at 6,202 kg (13,673 lb), loaded weight increased to 12,570 kg (27,710 lb), with maximum operational range near 2,100 km (1,300 mi).

Powered by identical DB601A-1 engines, only eight P-3 aircraft were produced; these were adapted for land catapult launches (KL-12) featuring a towing hook beneath the cockpit fuselage but lacked bomb-carrying equipment.

The P-4 incorporated numerous modifications relative to P-2 and P-3 versions, including versatile jettisonable payload options: two external SC 1,800 kg (4,000 lb) bombs; two LMA air-dropped anti-shipping mines; one SC 1,800 kg (4,000 lb) plus four SC 250 kg (550 lb) bombs; or one SC 2,500 kg (5,500 lb) external bomb mounted on an ETC Rüstsatz rack. Depending on payload configuration, an additional fuel tank holding up to 835 liters plus a 120-liter oil tank could replace internal bomb bay space. Defensive armament consisted initially of three MG 15 machine guns—later supplemented by three more MG15s and one MG 17 machine gun. Radio systems included standard FuG X(10), Peil G V direction-finding equipment, and FuBI radios. Enhanced defensive firepower increased crew size from four to five members. Empty weight grew to 6,775 kg (14,936 lb), with full takeoff weight rising to approximately 13,500 kg (29,800 lb).

The P-5 model utilized DB601A engines primarily for training purposes; at least twenty-four units were manufactured before production ended. This version also featured meteorological instruments and was operated within Luftwaffe weather observation units.

Numerous He 111Ps participated extensively during the Polish Campaign. With technical challenges affecting Junkers Ju 88 availability, both Heinkel’s He 111 and Dornier’s Do 17 formed key components of Germany’s Kampfwaffe. On September 1, 1939, Luftwaffe records listed strength at approximately 705 Heinkel aircraft alongside around 533 Dornier planes.

The final production iteration within this series was the P-6 variant. In 1940, further manufacture of P-series models ceased as focus shifted toward H-series production; this decision was influenced by demand for Daimler-Benz engines prioritized for Messerschmitt Bf 109 and Bf110 fighters. Remaining P-6 aircraft were redesignated P-6/R2s and repurposed mainly as heavy military glider tugs. The primary distinction from earlier versions lay in upgraded DB601N powerplants.

Details concerning the P-7 variant remain unclear. The P-8 reportedly resembled an H-5 model fitted with dual controls. The P-9 served as an export model for Hungary’s air force but production halted mid-1940 due to shortages of DB601E engines.

He 111 H-1 through H-10

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He 111H during a torpedo training mission, 10 October 1941

Among all Heinkel models, the H version of the He 111 was produced in the greatest numbers and saw the most extensive deployment throughout World War II.

Due to uncertainty regarding the supply and delivery of DB 601 engines, Heinkel opted to equip the aircraft with 820 kW (1,100 hp) Junkers Jumo 211 engines. Although these powerplants were somewhat larger and heavier, this was deemed acceptable for a twin-engine configuration. When the Jumo engines were integrated into the P model, it resulted in the creation of the He 111 H. The initial H-1 model featured a standard armament setup consisting of three 7.92 mm (0.312 in) MG 15 machine guns along with a bomb load of either eight SC 250 250 kg (550 lb) or thirty-two SC 50 50 kg (110 lb) bombs. This same weapons configuration was retained in the H-2 model, which entered production in August 1939.

On the brink of war, the P-series was gradually phased out and replaced by the improved H-2 variant, powered by enhanced Jumo 211 A-3 engines rated at 820 kW (1,100 hp). As of 2 September 1939, Luftwaffe records indicated a total inventory of 787 He 111s, with 705 deemed operational; among these were approximately 400 H-1 and H-2 units produced within just four months. Production of the H-3 began in October 1939, equipped with the more powerful 895 kW (1,200 hp) Jumo 211 D-1 engine. Combat experience during the Polish Campaign prompted an enhancement in defensive weaponry: MG 15 machine guns were installed wherever feasible, sometimes increasing the total number to seven. Additional MG 15s were added at both waist positions, and some variants even incorporated belt-fed MG 17s in the tail section. Occasionally, a 20 mm (0.79 in) MG FF autocannon was mounted in either the nose or forward gondola.

File:Bundesarchiv Bild 101I-408-0847-10, Flugzeuge Heinkel He 111.jpg

A formation of He 111Hs around 1940

Following the Battle of Britain, production shifted towards smaller quantities of the H-4 model. This version closely resembled the He 111 P-4 but replaced DB 600 engines with Jumo 211D-1s; some units were powered by Jumo 211H-1 engines instead. The H-4 differed from its predecessor H-3 by its ability to carry either 2,000 kg (4,400 lb) of bombs internally or one or two external racks capable of holding either a single 1,800 kg (4,000 lb) or two 1,000 kg (2,200 lb) bombs. Since these external racks obstructed internal bomb bay doors, simultaneous use of both internal and external bomb storage was not feasible. An externally mounted PVR 1006L bomb rack was installed along with an 835 L (184 imp gal; 221 US gal) fuel tank occupying space vacated by removal of internal bomb bay components. The PVR 1006L rack could accommodate an SC 1000 1,000 kg (2,200 lb) bomb. Certain H-4 aircraft had their PVC racks adapted for torpedo deployment. Subsequent modifications allowed the PVC 1006 rack to carry a 2,500 kg (5,500 lb) "Max" bomb; however, more widespread use was made of 1,000 kg (2,200 lb) "Hermann" or 1,800 kg (4,000 lb) "Satans" bombs.

The introduction of the H-5 series occurred in February 1941 and featured strengthened defensive armament. Similar to its predecessor H-4, it retained the PVC 1006 L bomb rack for carrying heavy ordnance beneath the fuselage. The initial ten units produced served as pathfinders and were assigned to specialized missions. These aircraft occasionally carried 25 kg (55 lb) flashlight bombs functioning as flares. Additionally, they could deploy heavy incendiary devices—either large containers or smaller incendiaries attached to parachutes—and carried LM A and LM B Naval mines for maritime strike operations. After production reached its eightieth unit, the PVC rack was replaced by a sturdier ETC 2000 rack capable of supporting SC 2500 "Max" bombs externally.

Some versions of the H-3 and H-4 were outfitted with equipment designed to cut through barrage balloon cables—these included cutter devices mounted ahead of engines and cockpit areas—earning them the designation H-8 (later renamed H8/R2). These variants proved challenging to pilot and production was discontinued. The subsequent H-6 model introduced several design enhancements; it featured Jumo 211 F-1 engines generating 1,007 kW (1,350 hp), which improved speed performance. Factory upgrades also enhanced defensive armament by adding one 20 mm (0.79 in) MG FF cannon in either nose or gondola positions (optional), two MG 15s in the ventral gondola, and one MG each at fuselage side windows. Some H-6 units also carried tail-mounted MG 17 guns. Overall performance saw significant gains: climb rate increased and service ceiling rose to approximately 8,500 m (27,900 ft), though this dropped to around 6,500 m (21,300 ft) when carrying heavy bomb loads. The aircraft's weight grew to about 14,000 kg (31,000 lb). Certain H-6 variants utilized Jumo 211F-2 engines that boosted low-level speeds to roughly 365 km/h (227 mph), with maximum speeds reaching 435 km/h (270 mph) at an altitude of 6,000 m (20,000 ft); however, carrying heavy external ordnance reduced speed by approximately 35 km/h (22 mph).

Additional mid-series designs encompassed models such as He 111 H-7 and H-8. These were planned as rebuilds from existing H-3/H-5 airframes intended for night bombing roles equipped with two Jumo 211F-1 engines each. The H-8 was designed to include cable-cutting gear and barrage balloon deflectors positioned along wing leading edges; however, production did not proceed with the H-7 model.

The Heinkel He 111 H-9 served primarily as a trainer featuring dual control columns; it was rebuilt from an earlier H-1 airframe and powered by two Jumo A-1 or D-1 engines. Similarly intended for training purposes, the H-10 variant was reconstructed from either an H-2 or an H-3 airframe and outfitted with comprehensive defensive armament including dual-mounted 13 \mathrm{mm} MG 131 machine guns along with triple-mounted MG 81Z guns. Engine options included pairs of Jumo models A-1, D-1, or F-2.

Later H Models, H-11 through H-20

Introduced in the summer of 1942, the H-11 variant, developed from the H-3, provided the Luftwaffe with a robust medium bomber featuring enhanced armor and updated defensive weaponry. The previous drum-fed 7.92 mm (0.312 in) MG 15 was replaced by a belt-fed 13 mm (0.51 in) MG 131 housed in a fully enclosed dorsal turret (B-Stand), where the gunner was shielded by armoured glass. In the ventral C-Stand or Bola, the MG 15 was superseded by a belt-fed 7.92 mm (0.312 in) MG 81Z, notable for its significantly higher firing rate. Initially, the beam positions retained their MG 15s; however, from November 1942 onward, the H-11/R1 standardised twin MG 81Z mounts in these locations. The port internal ESAC bomb racks could be removed to install an 835 L (184 imp gal; 221 US gal) fuel tank. Many H-11s were fitted with a new PVC rack beneath the fuselage capable of carrying five 250 kg (550 lb) bombs. Additional armor plating was applied around crew compartments, including some on the lower fuselage that could be jettisoned if necessary. Powered by two 1,000 kW (1,300 hp) Junkers Jumo 211F-2 engines, this model could transport a 2,000 kg (4,400 lb) bomb load over a distance of 2,340 km (1,450 mi). By summer 1943, Heinkel had produced 230 new H-11 aircraft and converted 100 H-3s to this standard.

File:Fieseler Fi103 debajo de un Heinkel 111.jpg

He 111H-16 carrying a V-1 flying bomb, dated 8 August 1944

The third mass-produced version in the He 111H series was the H-16, which began production in late 1942. Its armament was similar to that of the H-11 but omitted the 20 mm (0.79 in) MG FF cannon, as low-level missions were rare for this variant. Instead, an MG 131 was installed in a flexible nose mount (A-Stand). Some units, designated He 111 H-16/R1, featured an electrically powered Drehlafette DL 131 turret armed with an MG 131 replacing the dorsal position. The two beam and rear ventral stations were equipped with MG 81Zs identical to those on the H-11. Two 1,000 kW (1,300 hp) Jumo 211 F-2 engines enabled a maximum speed of 434 km/h (270 mph) at an altitude of 6,000 m (20,000 ft), with cruising speed at 390 km/h (240 mph) and a service ceiling of 8,500 m (27,900 ft). Equipped with various Funkgerät (FuG) radio systems—FuG 10P, FuG 16, FuBl Z, and APZ 6—for night communication and navigation, some aircraft also carried the FuG 101a radio altimeter. The H-16 retained eight internal ESAC bomb bays; four could be swapped for fuel tanks to extend operational range. Over these bomb bay openings, ETC 2000 racks could be fitted to carry external ordnance. The empty weight stood at 6,900 kg (15,200 lb), with a maximum takeoff weight of 14,000 kg (31,000 lb). Between late 1942 and late 1943, German manufacturers produced 1,155 H-16s and upgraded an additional 280 H-6s and 35 H-11s to this standard. Certain H-series aircraft were equipped with the FuG 200 Hohentwiel radar system adapted for anti-shipping detection during both day and night operations.

The final significant production model was the H-20, which entered manufacturing in early 1944. It was intended to be powered by two 1,305 kW (1,750 hp) Junkers Jumo 213E-1 engines paired with three-blade Junkers VS 11 wooden variable-pitch propellers; however, this configuration appears not to have been fully realized. Although the subsequent H-22 variant utilized Jumo 213E-1 engines, the H-20 primarily retained the Jumo 211F-2 powerplants. Heinkel and its licensed manufacturers completed production of approximately 550 H-20s by mid-1944 while upgrading around 586 H-6s to this specification.

Unlike its predecessors—the H-11 and H-16—the H-20 featured enhanced armament and improved radio systems while still relying on two Jumo 211F-2 engines. Defensive weaponry included an MG 131 mounted in an A-Stand gun pod at the forward machine gun position and one electrically operated Drehlafette DL 131/1C (or E) turret in the B-stand; later versions added more MG 131 machine guns. Navigational aids incorporated direction-finding equipment such as the Peil G6 for target acquisition and FuBI 2H blind landing apparatus for nighttime operations. Standard radio gear comprised FuG 10, TZG 10, and FuG 16Z units for navigation purposes. Additionally, the H-20 was fitted with cable cutters designed to counter barrage balloons. Its bomb load could be carried externally on ETC 1000 racks or within four ESAC bomb cells holding 250 kg bombs each; notably, the subvariant H-20/R4 was capable of deploying twenty 50 kg (110 lb) bombs externally.

He 111Z

File:Me321+He111Z.jpg

An He 111Z towing a Me 321 glider

The He 111Z Zwilling (meaning twin in English) was engineered by joining two He 111 aircraft. Its primary purpose was to tow the Messerschmitt Me 321 glider. Initially, four He 111 H-6 models were converted, resulting in a twin-fuselage airplane powered by five engines. These prototypes underwent testing at Rechlin in 1941, where pilots gave favorable evaluations.

File:Heinkel He 111Z at Regensburg 1944.jpg

An Allied reconnaissance image depicting a German Heinkel He 111Z taking off at Regensburg-Obertraubling (Germany) in May 1944

A total of ten units were produced, with five constructed from existing H-6 airframes. The two fuselages were connected by a center wing consisting of two sections measuring 6.15 m (20.2 ft) each. Propulsion came from five Junkers Jumo 211F engines, each generating 1,000 kW (1,300 hp). Fuel capacity was 8,570 L (1,890 imp gal; 2,260 US gal), extendable by four additional 600 L (130 imp gal; 160 US gal) drop tanks. The He 111Z was capable of towing either a Gotha Go 242 or Messerschmitt Me 321 Gigant glider for durations up to ten hours at cruising speed. Notably, it could maintain flight even if the three central engines failed. Versions Z-2 and Z-3 were planned as heavy bombers with an armament load of 1,800 kg (4,000 lb) and an operational range of 4,000 km (2,500 mi). The ETC mounts allowed for fitting an additional four 600 L (130 imp gal; 160 US gal) drop tanks.

The He 111Z-2 variant was designed to carry four Henschel Hs 293 anti-ship missiles, controlled via the FuG 203b Kehl III guidance system. With this payload, it achieved a range of 1,094 km (680 mi) and a maximum speed of 314 km/h (195 mph). Its maximum bombload reached 7,200 kg (15,900 lb). To enhance performance, the five Jumo 211F-2 engines were intended to be equipped with Hirth TK 11 superchargers. Defensive armament mirrored that of the He 111H-6 but included an additional 20 mm (0.79 in) MG 151/20 cannon mounted on a rotating turret situated on the central wing section.

Flight controls and the cockpit were located exclusively in the port fuselage; the starboard fuselage contained only essential systems and controls. The crew consisted of seven members: pilot, first mechanic, radio operator, and gunner in the port fuselage; observer, second mechanic, and gunner in the starboard fuselage.

The Z-3 model was intended as a reconnaissance platform featuring extra fuel tanks to extend its range to 6,000 km (3,700 mi). Production was scheduled for 1944 but coincided with the cessation of bomber manufacturing. Consequently, these extended-range variants never entered service. Operational plans included deployment during the proposed invasion of Malta in 1942 and participation in airborne assaults on Astrakhan and Baku within the Caucasus region that same year. However, during the Battle of Stalingrad, their use was halted due to limited airfield infrastructure. In late 1943, He 111Z aircraft assisted in evacuating German troops and equipment from the Caucasus and attempted reinforcement deliveries during the Allied invasion of Sicily.

In service, the He 111Z lacked sufficient power to fully lift a loaded Me 321 glider. Some units were augmented with rocket pods to provide additional thrust during takeoff; however, this modification was not widely implemented across all aircraft. Each rocket pod housed two rockets beneath each fuselage and one under each wing, adding approximately 500 kg (1,100 lb) to overall weight. These pods were jettisoned via parachute after takeoff.

The operational record of the He 111Z was limited. On March 14, 1944, one aircraft towing a Gotha Go 242 was intercepted and downed by RAF fighters over France. During that year, eight units were either destroyed in combat or eliminated while on the ground.

Production

File:Bundesarchiv Bild 101I-774-0011-34, Produktion von Flugzeug Heinkel He 111 P-4.jpg

He 111 manufacturing in 1939

To fulfill the required quantities, Heinkel established a manufacturing facility in Oranienburg. Construction commenced on 4 May 1936, and precisely one year later, the initial He 111 emerged from the assembly line. The Luftwaffe's Ministry of Aviation administration proposed that Ernst Heinkel associate his name with the plant. Consequently, "Ernst Heinkel GmbH" was formed with a capital stock of Template:Reichsmark, of which Heinkel held a Template:Reichsmark share. The factory itself was constructed by and remained property of the German government. During the first year of World War II, this facility produced 452 He 111s alongside 69 Junkers Ju 88s. By September 1939, German production for the Luftwaffe totaled 808 He 111 aircraft. According to Heinkel's own accounts, an additional 452 units were built in 1939, bringing the total to 1,260. The production in the early 1940s faced significant attrition during the Battle of Britain, resulting in the loss of 756 bombers.

File:Bundesarchiv Bild 101I-774-0013-06, Produktion von Heinkel He 111.jpg

An He 111 during early wing assembly

The Ju 88, a competitor to the He 111, escalated its output to 1,816 planes—approximately twenty-six times more than the previous year. Substantial losses were also experienced in the prior year across the Balkans and Eastern Front theaters. To offset these losses, He 111 production rose to 950 units in 1941. This figure climbed further to 1,337 in 1942. Meanwhile, Ju 88 manufacturing exceeded even these numbers with over 3,000 units produced in that year alone, including 2,270 bomber variants. In 1943, Heinkel increased He 111 production to 1,405 aircraft; nevertheless, Ju 88 production remained higher at around 2,160 units for the same period. Despite Allied bombing campaigns in 1944—including Big Week—Heinkel's production continued unabated. By late 1944’s third quarter, a total of 756 Heinkel He 111s had been completed while Junkers produced approximately 3,013 Ju 88s with about 600 being bomber models. Between 1939 and 1944, overall output amounted to 5,656 Heinkel He 111s compared to Junkers’ total of roughly 9,122 Ju 88s. As strategic circumstances shifted defensively for the Luftwaffe, bomber manufacturing—including that of the Heinkel—was halted. The final month of production for the He 111 was September 1944 when only 118 bombers were completed. Additionally produced were 21 Junkers Ju 87 dive bombers, 74 Junkers Ju 188 aircraft, three Junkers Ju 388 models, and eighteen Arado Ar 234 jet bombers. No Heinkel He 177 heavy bombers were manufactured during this period and only two more Heinkel He 111s were built.

Quarterly output from 1942 to 1944

Year	1942				1943				1944
Quarter	Q1	Q2	Q3	Q4	Q1	Q2	Q3	Q4	Q1	Q2	Q3	Q4
Units Produced	301	350	356	330	462	340	302	301	313	317	126	0

Exports

In 1937, the Turkish Air Force acquired 24 He 111 F-1 bombers. Additionally, Turkey placed an order for four He 111 G-5 models. China procured 12 He 111 A-0 aircraft at a price of 400,000 Reichsmark (RM). These planes were disassembled and shipped by sea. Other accounts suggest that China only received six He 111 K units (the export variant of the He 111 A), delivered in 1936. After the conclusion of the Spanish Civil War, the Spanish Air Force took possession of 59 surviving He 111 bombers, with an additional six acquired between 1941 and 1943. Bulgaria was supplied with one He 111 H-6, while Romania received a total of 10 E-3s, 32 H-3s, and 10 H-6s. Slovakia was given two H-10s and three H-16s. Hungary obtained three He 111Bs and between 12 and 13 other He 111s by May 6, 1941. Although a further order for 80 P-1s was placed, only 13 were delivered. Towards late 1944, twelve He 111 H models were supplied. Japan had been scheduled to receive 44 He 111Fs; however, this contract was cancelled in 1938.

Operational history

Main article: Heinkel He 111 operational history

Throughout its service in the Luftwaffe, the Heinkel He 111 operated as a medium bomber throughout the European theatre until air superiority was lost in 1943, after which it was reassigned primarily to transport duties.

From 1950 onwards, Spain supplemented its German-manufactured He 111 fleet with locally produced CASA 2.111 aircraft built under license. Remarkably, some German-made Heinkel bombers remained operational in Spain until as late as 1958.

Variants

He 111 A-0

Ten units constructed based on the He 111 V3 prototype; two served in testing at Rechlin but were rejected by the Luftwaffe. All ten were sold to China.

He 111 B-0

Pre-production models resembling A-0 but powered by DB600Aa engines.

He 111 B-1

Production series similar to B-0 but equipped with DB600C engines. Defensive armament included a flexible Ikaria turret in the nose (A Stand), a B Stand with one DL15 revolving gun mount, and a C Stand armed with one MG15.

He 111 B-2

Identical to B-1 but fitted with DB600GG engines and additional radiators mounted beneath the wings beside engine nacelles; later models replaced these with DB600Ga engines and removed wing surface coolers.

He 111 B-3

Adapted B-1 variant designed for training.

He 111 C-0

Six pre-production aircraft.

He 111 D-0

Pre-production units powered by DB600Ga engines.

He 111 D-1

Limited production featuring FuG X or FuG10 radios for extended range operations and auxiliary navigation aids including Peil G V direction finder and FuBI blind landing equipment.

He 111 E-0

Pre-production type similar to B-0 but utilizing Jumo 211 A-1 engines.

He 111 E-1

Production model powered by Jumo 211 A-1 engines; prototypes initially used Jumo210G engines replacing original DB600 units.

He 111 E-2

Non-produced variant designed for Jumo211 A-1 and A-3 engines.

He 111 E-3

Production bomber variant equipped with standard Jumo211 A-3 engines.

He111 E-4

Half of its 2,000 kg (4,400 lb) bomb capacity was carried externally.

He111 E-5

Incorporated several internal auxiliary fuel tanks.

He111 F-0

Pre-production aircraft resembling E-5 but with simplified straight-taper wings and powered by Jumo211 A-1 engines.

He111 F-1

Production bomber version; twenty-four units exported to Turkey.

He111 F-2

Twenty built, differing from F-1 mainly by upgraded wireless equipment.

He111 F-3

Planned reconnaissance model replacing bomb release gear with RB cameras and intended to use Jumo211 A-3 powerplants.

He111 F-4

Limited production of staff communication aircraft similar in equipment to G-5 variant.

He111 F-5

Not produced due to superiority of existing P variants.

He111 G-0

Pre-production transport aircraft featuring new wing design introduced on F-0.

He111 G-3

Also known as V14, fitted with BMW132Dc radial engines.

He111 G-4

Also called V16, equipped with DB600G engines.

He111 G-5

Four units built with DB600Ga engines for Turkish export.

He111 J-0

Pre-production torpedo bomber similar to F-4 but powered by DB600CG engines.

He111 J-1

Production torpedo bomber with ninety built but often converted back into standard bombers.

He111 K

Export version of He111 A intended for China.

He111 L

Alternate designation for civil transport variant based on G-3.

He111 P-0

Pre-production featuring new straight wing design, glazed nose section, DB601Aa engines, and ventral Bodenlafette gondola for gunner instead of previous "dust-bin" style.

He111 P-1

Production model armed defensively with three MG15 machine guns.

He111 P-2

Equipped with FuG10 radio replacing FuG IIIaU and increased defensive armament to five MG15s.

He111 P-3

Trainer variant featuring dual controls and DB601 A-1 powerplants.

He111 P-4

Added extra armor plating along with three additional MG15 machine guns and capability for two external bomb racks. Powered by DB601 A-1 engines with internal bomb bay replaced by an fuel tank (835 L) and oil tank (120 L). Some H-series H-4 models were also equipped with Jumo211H-1 engines.

He111 P-5

Pilot trainer version with approximately twenty-four built powered by DB601A engines.

He111 P-6

Some units used DB601N powerplants which were prioritized for Messerschmitt Bf109 production.

He111 P-6/R2

Field modification under /Rüstsatz2 kit converting surviving aircraft into glider tugs late in the war.

He111 P-7

Never reached production stage.

He111 P-8

Existence and production remain uncertain.

He111 P-9

Intended export model for Hungarian Air Force lacking DB601E engines availability—few produced and used within Luftwaffe primarily as towcraft.

He111 H-0

Pre-production similar to P2 but powered by Jumo211A‑1 engines marking introduction of Junkers Jumo211 series as standard for H-series.

He111 H‑1

Production variant equipped initially with FuG IIIaU then later FuG10 radios.

He111 H‑2

Enhanced armament including two D Stands (waist guns) totaling five MG15 machine guns.

He111 H‑3

Similar to H‑2 but powered by Jumo211 A‑3 engines allowing up to seven machine guns including belt-fed MG17 in tail position and occasionally an MG FF cannon mounted in nose or front gondola.

He111 H‑4

Powered by Jumo211D engines initially then switched to Jumo211F late in production along with two external bomb racks capable of carrying PVC1006L torpedo racks.

He111 H‑5

Similar to H‑4 but all bombs carried externally as internal bay replaced by fuel tank designed for extended range torpedo bombing missions.

He111 H‑6

Torpedo bomber variant able to carry two LT F5b torpedoes externally powered by Jumo211F‑1 engines armed with six MG15s plus optional MG FF cannon in nose or forward gondola positions.

Modified H‑6 equipped with Heinkel HeS‑11 jet engine mounted underneath.

He111 H‑7

Night bomber configuration similar to H‑6 but without tail MG17 or ventral gondola and fitted with armored plating plus Kuto-Nase barrage balloon cable cutters.

He111 H‑8

Rebuilt from H‑3 or H‑5 airframes fitted with balloon cable-cutting fenders powered by Jumo211D‑1 engines.

H‑8/R2 field conversion removing balloon cutters converting aircraft into glider tugs under /Rüstsatz2 kit.

H‑9 based on H‑6 but equipped specifically with Kuto-Nase balloon cable cutters.

H‑10 resembled H‑6 fitted with 20 mm (0.79 in) MG/FF cannon in ventral gondola plus Kuto-Nase cable cutters powered by Jumo211 A‑1 or D‑1 engines.

H‑11 featured fully enclosed dorsal turret along increased defensive weaponry and armor fitted with Jumo211F‑2 powerplants.

/Rüstsatz kits allowed conversions such as /R1 adding twin MG81Z guns at waist positions or /R2 converting aircraft into glider tugs.

/H12 modified for carrying Hs293A guided missiles equipped with FuG203b Kehl transmitter removing ventral gondola.

/H14 pathfinder model equipped with FuG FuMB 4 Samos radar and FuG16 radios;
/H14/R1 glider tug conversion.

/H15 designed as launch platform for Blohm & Voss BV246 glide bomb;

/H16 featured Jumo211F‑2 engines plus enhanced machine guns including MG131 turrets;
/R variants included glider tug (/R2) and pathfinder (/R3) conversions;

/H18 derived from /R3 optimized for night operations;

/H20 series maintained similar armament as /H16 sometimes fitted with power-operated dorsal turrets;

/H20/R variants included paratrooper carrier (/R1), cargo/glider tug (/R2), night bomber (/R3), or bomb carrier (/R4) capable of carrying twenty 50 kg (110 lb) SC50 bombs;

/H21 based on /H20/R3 but powered by Jumo213 engines;

/H22 re-designated modified versions used for air-launching V–1 flying bomb;

/H23 based on /H20/Rüstsatz 1 kit fitted with Jumo213 A–1 powerplants;

/R high-altitude bomber project;

/U designation falsely applied during propaganda campaigns referring instead to Heinkel He 119, a high-speed reconnaissance aircraft that set an Fédération Aéronautique Internationale record in November 1937—true identity revealed post-war;

/Z–series consisted of two coupled He 111 airframes sharing a central wing panel housing a fifth Jumo211 engine

Z–1 served as glider tug for Messerschmitt Me 321;
Z–2 configured as long-range bomber;
Z–3 adapted for long-range reconnaissance;

/CASA 2.111 Spanish license-built heavily modified versions used domestically until retirement in 1973;

/Army Type 98 Medium Bomber was an evaluation and proposed production version considered by the Imperial Japanese Army Air Service;

Operators

File:Captured He 111 in Libya 1942.jpg

A Heinkel He 111H bomber, left behind by the Luftwaffe in North Africa and later seized by the Royal Air Force

Military operators

Bulgaria

• Bulgarian Air Force

Template:Flagcountry

• Chinese Nationalist Air Force

Template:CZS

• Czechoslovak Air Force operated a single example after World War II.

Template:Country data Nazi Germany

• Luftwaffe

Template:Country data Kingdom of Hungary

• Royal Hungarian Air Force

File:Bundesarchiv Bild 101I-622-2960-35A, Flugzeug Heinkel He 111.jpg

Heinkel He 111H serving with the Romanian Air Force

Template:Country data Kingdom of Romania

• Royal Romanian Air Force

Template:Flagcountry

• Slovak Air Force

Template:Country data Soviet Union

• Soviet Air Forces operated several captured He 111s during the conflict.

Template:Country data Spanish State

• Spanish Air Force.

File:Heinkel He-111 in Turkish service.jpg

Heinkel He 111F in service with Turkey

Turkey

• Turkish Air Force utilized 24 He 111F-1 models, receiving the initial batch in 1937 and continuing their use until 1944.

Template:UK

• Royal Air Force employed various captured variants during and following the war for evaluation to analyze their capabilities and limitations.

United States

• United States Army Air Forces operated multiple captured examples post-war. One H-20 – 23 might be the aircraft currently exhibited at the RAF Museum Hendon, though without the Drehlafette DL 131 turret.

Civil operators

Template:Flagcountry

• Central Air Transport Corporation (CATC) flew a single former military He 111A modified with Wright Cyclone radial engines.

Template:Country data Nazi Germany

• Deutsche Luft Hansa operated a fleet of twelve aircraft.

Template:Flagcountry

• An unidentified civilian operator flew one converted bomber registered as YR-PTP. The factory or works number remains unknown.

Surviving aircraft

File:He1110986.JPG

He 111 H-20 configured as a troop transport at RAF Hendon

There are five surviving original German-manufactured Heinkel He 111s displayed or preserved globally (excluding major parts):

• The He 111 E-1 "Pedro" (code 25+82), Wk Nr 2940 featuring the traditional cockpit design is exhibited at the Museo del Aire in Madrid, Spain.
• A nearly complete He 111 P-2 (5J+CN), Werknummer 1526 from the 5.Staffel/Kampfgeschwader 54 (KG 54—Bomber Wing) is part of the collection at the Royal Norwegian Air Force Museum located at Oslo Airport, Gardermoen, within the Norwegian Armed Forces Aircraft Collection. The code "5J" on this aircraft is typically associated with either I. Gruppe/KG 4 or KG 100, whereas B3 was KG54's wartime code.
• The Heinkel He 111 H-20 (Stammkennzeichen NT+SL), Wk Nr 701152, configured as a troop transport, is exhibited at the Royal Air Force Museum London, Hendon. This aircraft was captured by USAAF airmen in France near war’s end and remained in Britain after their departure, later entering RAF custody.
• In September of 2004, an Heinkel He 111 H-2 (Stammkennzeichen code: 6N+NH), Wk Nr 2320 was recovered from Jonsvatnet lake in Norway and has since been transported to Germany for restoration efforts. This aircraft belonged to the unit known as the first Staffel of Kampfgeschwader 100, having been abandoned when ice on the lake began melting late in the year of 1940.
• A CASA 2.111B undergoing restoration at the Kent Battle of Britain Museum as of recent years is thought to be a refurbished Heinkel He 111 H-16 variant.Template:Failed verification

Specifications (He 111 H-16)

File:Heinkel He 111 H-1 3-view line drawing.svg

Heinkel He 111 H-1

In popular culture

Main article: Aircraft in fiction § Heinkel He 111

See also

• German re-armament

Bibliography

• (Including early developments and test flights of the Heinkel He 111 fitted with rocket boosters)

Further reading

• Arraez Cerda, Juan. Les Heinkel He 111 espagnols (1ère partie). Avions: Toute l'aéronautique et son histoire, September 1996, no. 42, pp. 36–39. (French; translated title: Spanish Heinkel He 111s)
• Arraez Cerda, Juan. Les Heinkel He 111H-16 de fabrication espagnole (2ème partie). Avions: Toute l'aéronautique et son histoire, October 1996, no. 43, pp. 22–27. (French; translated title: Spanish Production of Heinkel He 111H-16s)
• Arraez Cerda, Juan. Les Heinkel He 111H-16 de fabrication espagnole (3ème partie). Avions: Toute l'aéronautique et son histoire, November 1996, no. 44, pp. 19–21. (French)
• Arraez Cerda, Juan. Les Heinkel He 111H-16 de fabrication espagnole (dernière partie). Avions: Toute l'aéronautique et son histoire, December 1996, no. 45, pp. 4–6. (French)
• de Zeng, H.L.; Stanket, D.G.; Creek, E.J. Bomber Units of the Luftwaffe 1933–1945: A Reference Source, Volume 1. Ian Allan Publishing, London, UK, 2007.
• de Zeng, H.L.; Stanket, D.G.; Creek, E.J. Bomber Units of the Luftwaffe 1933–1945: A Reference Source, Volume 2. Ian Allan Publishing, London, UK, 2007.
• Kober, Franz. Heinkel He 111 Over all Fronts. Schiffer Military History, Atglen, Pennsylvania, 1992.
• Marchand, Alain. Le Heinkel 111 français (I). Le Fana de l'Aviation, September 1974, no. 58, pp. 12–16. (French; translated title: The French Heinkel 111, Part 1)
• Smith, J. Richard; Kay, Anthony L. German Aircraft of the Second World War. US Naval Institute Press, Annapolis, Maryland, 2002.

External links

• Detailed article on an Heinkel He 111 crash site located in Norway
• Archived video footage of the Heinkel He 111 (D-AMUE) equipped with Walter RATO rocket boosters; this is the third of nine available films Archived 26 October 2016 at the Wayback Machine
• YouTube video from 1997 showcasing the Commemorative Air Force’s CASA-built Heinkel He 111 powered by Merlin engines
• Virtual restoration view of the Heinkel He 111 H3 WNr 6830; shot down in 1940 and recovered from a northern Swedish lake in 2008 Archived 4 May 2024 at the Wayback Machine