Heinkel He 111Z

Heinkel Flugzeugwerke

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

The Heinkel He 111 originated as a German airliner and medium bomber conceived by Siegfried and Walter Günter at Heinkel Flugzeugwerke during 1934. It was often referred to as a wolf in sheep's clothing because, although it was officially introduced as a commercial airliner due to post-First World War restrictions on bomber production in Germany, its design was fundamentally intended to supply the emerging Luftwaffe with a capable heavy bomber.

Widely regarded as one of the most iconic German bombers of World War II, largely owing to the unique extensively glazed "greenhouse" nose on later models, the Heinkel He 111 represented the Luftwaffe's most numerous bomber during the initial war years. It performed effectively until encountering robust fighter resistance in the Battle of Britain, where its defensive weaponry proved insufficient. Throughout the conflict, the He 111 was adapted for multiple roles across all European fronts, serving as a strategic bomber during the Battle of Britain, operating as a torpedo bomber in both the Atlantic and Arctic naval campaigns, and fulfilling duties as a medium bomber and transport aircraft on the Western, Eastern, and Mediterranean theaters.

Despite continuous upgrades and modifications, by the latter stages of World War II, the He 111 had become outdated. The unsuccessful German Bomber B program compelled the Luftwaffe to keep deploying the He 111 in combat roles until war’s end. Production ended in September 1944 as piston-engine bomber manufacturing largely ceased in favor of fighter aircraft development. With Germany’s bomber fleet effectively diminished, the Heinkel He 111 was relegated primarily to logistical support.

Post-war production continued in Spain with the license-built CASA 2.111. Spain acquired a batch of He 111H-16s in 1943 alongside rights to manufacture Spanish variants under licence by Construcciones Aeronáuticas SA. The Spanish version differed mainly by utilizing different engines, eventually incorporating Rolls-Royce Merlin powerplants. These aircraft remained operational until their retirement in 1973.

Conceptualization

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Ernst Heinkel (right) alongside Siegfried Günter

Following Germany's loss in World War I, the Treaty of Versailles prohibited the nation from maintaining an air force. In the early 1930s, Germany began secretly rebuilding its military aviation capabilities, as this effort contravened the treaty's terms. Initial bomber development was covertly presented as a project focused on civilian airliners.

Among those aiming to capitalize on Germany’s rearmament was Ernst Heinkel. He set out to develop the fastest passenger aircraft worldwide, a vision met with doubt by both the German aviation industry and political authorities. Heinkel assigned the project to Siegfried and Walter Günter, relatively new engineers within his firm without prior extensive experience.

In June 1933, Albert Kesselring paid a visit to Heinkel’s facility. At that time, Kesselring headed the Luftwaffe Administration Office; Germany lacked a formal State Aviation Ministry and operated only through an aviation commission known as the Luftfahrtkommissariat. His objective was to establish an air force from the Flying Corps being developed within the Reichswehr, necessitating modern aircraft. Kesselring persuaded Heinkel to relocate his factory from Warnemünde to Rostock, specifically to the coastal "Marienehe" area (currently "Rostock-Schmarl"), and expand production capacity to employ approximately 3,000 workers. This move accelerated development efforts, especially as competing American models like the Lockheed 12, Boeing 247, and Douglas DC-2 entered the market.

The design elements of the He 111 were influenced by the earlier Heinkel He 70. The initial single-engine He 70 Blitz ("Lightning") was produced in 1932 and quickly set multiple speed records. Equipped with a 447 kW (599 hp) BMW VI engine, its standard four-passenger variant achieved speeds up to 380 km/h (240 mph). Featuring an elliptical wing design—previously employed by the Günter brothers on the Bäumer Sausewind prior to joining Heinkel—the aircraft showcased a wing configuration that would become characteristic of their future projects. The Luftwaffe took notice of the He 70 due to its potential dual role as both bomber and transport aircraft.

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; this earned it the nickname Doppel-Blitz ("Double Lightning"). Following the replacement of the He 70 by the Dornier Do 17, Heinkel required a twin-engine plane capable of competing effectively. The company invested roughly 200,000 man-hours in designing the He 111. Compared to its predecessor, the fuselage was extended from 11.7 m (38 ft) to 17.4 m (57 ft), and wingspan increased from 14.6 m (48 ft) to 22.6 m (74 ft).

First flight

The inaugural flight of the He 111 took place on 24 February 1935, with chief test pilot Gerhard Nitschke at the controls. Although he was instructed to avoid landing at the company's factory airfield in Rostock-Marienehe (now known as the Rostock-Schmarl district) due to its limited length, and instead use the central testing site at Erprobungstelle Rechlin, Nitschke disregarded these instructions and returned to Marienehe for landing. He reported that the He 111 handled slow maneuvers effectively and that there was no risk of overshooting the runway. Nitschke also commended its relatively high speed for that era and highlighted its forgiving flight and landing behavior, noting stability during cruising, smooth descent, single-engine operation, and no nose-drop when retracting the landing gear. However, during the second test flight, he identified insufficient longitudinal stability during climbs and full-power flight, along with aileron controls requiring excessive force.

By the close of 1935, prototypes V2 and V4 had been completed bearing civilian registrations D-ALIX, D-ALES, and D-AHAO. Notably, D-ALES became the first He 111A-1 prototype on 10 January 1936 and earned acclaim as the "fastest passenger aircraft worldwide," achieving speeds exceeding 402 km/h (250 mph). The design's maximum speed could have been higher if it had been equipped with the 1,000 hp (750 kW) DB 600 inverted V12 engine—used in Messerschmitt Bf 109s’ tenth through thirteenth prototypes—instead of the initially installed 650 hp (480 kW) BMW VI "upright" V12 liquid-cooled engine.

During World War II, British test pilot Eric Brown evaluated 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 shared his observations of the He 111’s distinctive greenhouse-style nose:

The spacious cockpit area combined with extensive visibility provided by the Plexiglas panels were advantageous features; however, visibility could be severely impaired under certain weather conditions such as bright sunlight or heavy rain due to glare or poor sight lines.

Brown noted that taxiing was straightforward except during rain, when pilots had to slide back a window panel to see clearly while steering. On takeoff, he experienced minimal directional "swing," indicating good balance. For landing, Brown advised maintaining an approach speed above 140 km/h (90 mph) until touchdown to prevent the aircraft from dropping a wing—particularly on the port side.

Competition

During the mid-1930s, Dornier Flugzeugwerke and Junkers vied with Heinkel for contracts issued by the Ministry of Aviation (Reichsluftfahrtministerium, or RLM). The primary rival to Heinkel’s design was the Junkers Ju 86. In 1935, comparative trials were conducted between the He 111 and the Ju 86A. At that stage, the Heinkel was powered by two BMW VI engines, while the Ju 86A utilized a pair of Jumo 205C engines, each delivering 492 kW (660 hp). The He 111's takeoff weight was marginally 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 demonstrated a cruising speed advantage of 285 km/h (177 mph), which was 14 km/h (9 mph) faster than that of the He 111. This competitive balance shifted significantly following the introduction of the DB 600C engine, which boosted the He 111’s power output by 164 kW (220 hp) per engine. Ultimately, both manufacturers secured contracts from the Ministry of Aviation. Junkers accelerated their development and production processes rapidly but incurred substantial financial costs—spending approximately 3,800,000 RM (representing 4½% of annual turnover) during 1934–1935. The Ju 86 gained international exposure through numerous airshows worldwide, aiding sales both domestically and abroad. Meanwhile, Dornier’s Do 17 and Heinkel faced less commercial success in comparison. In terms of production volume, the He 111 dominated with around 8,000 units manufactured, whereas only 846 Ju 86s were built, making the Heinkel bomber the Luftwaffe’s most prevalent model at the onset of World War II.

Design

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

The initial Heinkel He 111 variants from A to L featured a traditional stepped cockpit, equipped with two windscreen-like panels for pilot and co-pilot visibility. Later models starting with the He 111P introduced a fully glazed cockpit characterized by an asymmetrical nose design; the port side exhibited a more pronounced curvature to accommodate the pilot's position, while the bombardier was offset to starboard. This configuration resulted in what is known as a stepless cockpit, a design element common among several German bombers during the war but varying in shape and style. Unlike earlier versions, this cockpit eliminated separate windscreen panels for the pilot; instead, pilots viewed outside through continuous bullet-shaped glazing shared with bombardiers and navigators. The pilot occupied the left seat while the navigator/bomb aimer sat on the right. The navigator could move forward into a prone position for bomb aiming or swivel his seat sideways to access rear compartments. Notably, there was no floor beneath the pilot’s feet—the rudder pedals were mounted on arms—providing excellent downward visibility. The nose glazing incorporated sliding and removable panels to facilitate rapid egress for crew members without requiring retreat into the fuselage.

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View inside Wk Nr 701152 He 111 H-20 looking forward from ventral gunner position; control column and cockpit glazing visible ahead.

Within the fuselage were two principal bulkheads; the cockpit was situated at the front bulkhead’s forward section. The nose housed a rotating machine gun mount positioned off-center to enhance pilot forward visibility. Except for a lower right segment serving as a platform for the bombardier-gunner, the cockpit was fully glazed. The frequently employed Lotfernrohr series bombsight extended through an opening in the cockpit floor into an external protective casing.

Between these bulkheads lay the bomb bay, reinforced with a double-frame structure designed to support bomb loads securely. Behind this bay and before the rear bulkhead was space allocated for Funkgerät communication systems along with dorsal and flexible casemate ventral gunner stations. A hatch embedded in the rear bulkhead provided access to further fuselage compartments held together by multiple stringers. The wing employed a dual-spar construction; stringers formed the fuselage framework onto which skin panels were riveted. Internal frames attached solely to these stringers allowed simpler assembly but reduced structural rigidity.

The wing’s leading edges swept backward aligning with engine nacelles, whereas trailing edges angled slightly forward. Two 700 L (150 imp gal; 180 US gal) fuel tanks were installed between inner main spars near the wing root; oil coolers were mounted at spar heads. Between outer spars rested an additional pair of reserve fuel tanks, each holding approximately 910 L (200 imp gal; 240 US gal). Outboard trailing edges comprised ailerons and flaps, culminating in smoothly contoured wing tips that curved forward into leading edges. Outer leading edge sections included curved "strip nosed" ribs positioned ahead of main spars. Most internal ribs were not solid except those between rear main spar and control surfaces; these solid ribs incorporated lightening holes to reduce weight.

Innovations extended to control systems: a centrally located control column allowed operation from either side of the cockpit—the pilot sat port side but could swing control to starboard if incapacitated. Instrumentation panels were mounted overhead above pilot’s head for unobstructed visibility. Fuel gauges operated electrically; inner wing tanks adjacent to roots supplied fuel first while outer tanks served as reserves. Pilots received warnings when fuel dropped below 100 L (22 imp gal; 26 US gal) remaining. A manual fuel pump could be engaged during electrical failures but delivered only 4.5 L (0.99 imp gal; 1.2 US gal) per minute, necessitating low-speed flight just below 3,048 m (10,000 ft) altitude during such conditions. Handling characteristics at reduced speeds were favorable.

Defensive armament positions included machine guns housed within glass nose sections as well as flexible dorsal, ventral, and lateral fuselage mounts—all providing extensive firing arcs. The nose-mounted machine gun could elevate up to 10° above horizontal and depress by up to 15°, with lateral traverse approximately ±30°. Both dorsal and ventral guns had vertical movement ranges up to ±65°. The dorsal MG131 13 mm (0.51 in) machine gun could traverse laterally by ±40°, while ventral Bola-mount twin MG81Z 7.92 mm (0.312 in) machine guns moved ±45°. Each single MG81 in fuselage waist positions had lateral traverse capability of ±40°, elevating up to +30° and depressing down to −40°.

He 111C

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

The initial prototype, designated He 111 V1 (W.Nr. 713, D-ADAP), completed its maiden flight from Rostock-Marienehe on 24 February 1935. Following this, the civilian-configured V2 and V4 versions appeared in May of the same year. The V2 (W.Nr. 715, D-ALIX) featured a four-seat "smoking compartment" within the bomb bay and an additional six seats positioned in the rear fuselage. In 1936, the V2 entered service with Deutsche Luft Hansa, alongside six other newly manufactured aircraft known collectively as the He 111C. The V4 model was publicly presented to international journalists on 10 January 1936. Nazi propaganda exaggerated the He 111C's capabilities, claiming a top speed of 400 km/h (250 mph), whereas its actual maximum speed was closer to 360 km/h (220 mph). The commercial model He 111 C-0 mirrored the design of the V4 prototype. The first aircraft bore the registration D-AHAO and was named "Dresden". Powered by the BMW VI engine, it could cover distances ranging from 1,000 to 2,000 km (620 to 1,240 mi), depending on fuel load, and reached a maximum velocity of 310 km/h (190 mph). The wingspan for this series measured 22.6 m (74 ft). While the fuselage length was 17.1 m (56 ft) on the He 111 V1, it was extended to 17.5 m (57 ft) in the C models. Some variants replaced the BMW VI with a Jumo 205 diesel engine; however, their top speed remained within the 220 to 240 km/h (140 to 150 mph) range. A modest speed increase occurred when BMW 132 engines were installed.

A recurring issue involved engine powerplants. The He 111 utilized BMW VI engines cooled with glycol, but Germany’s aviation sector did not possess engines exceeding 600 hp. High-quality engines were prioritized for military aircraft, limiting availability for commercial operators like Luft Hansa, which had to rely on BMW VI or BMW 132 power units.

He 111G

The He 111G represented an improved model featuring several distinctions from earlier versions. To streamline manufacturing, its wing leading edge was straightened similarly to bomber variants. Engine options included the BMW 132, BMW VI, DB 600, and DB601A types. Some existing C series aircraft were retrofitted with these new wing designs. Additionally, a BMW 132H engine was incorporated into a so-called Einheitstriebwerk (unitary powerplant) concept. These radial engines were also employed in aircraft such as the Junkers Ju 90 and Focke-Wulf Fw 200 Condor. Both wing assemblies and engines were designed as integrated units that could be rapidly swapped out—an early example of what would later be known as the wartime Kraftei engine modularization system. Among commercial models, the He 111G was both the fastest and most powerful variant produced. The G-0 version utilized the BMW VI 6.0 ZU engine, while later subtypes featured different powerplants: for instance, the G-3 had a BMW 132 engine; the G-4 was equipped with DB600G inverted-vee engines producing 950 hp (710 kW); and the G-5 incorporated DB601B engines capable of reaching speeds up to 410 km/h (250 mph). By early 1937, Lufthansa operated eight G series aircraft, with a peak fleet size of twelve He 111s in total service. These airliners served routes throughout Europe and extended as far as South Africa. The commercial evolution of the Heinkel He 111 concluded with this G series model.

He 111A – D

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A Chinese He 111A re-equipped with radial engines

Initial feedback from test pilot Gerhard Nitschke was positive, highlighting the He 111's commendable flight characteristics and control, despite a tendency for the wing to drop during stalls. Consequently, passenger versions had their wingspan shortened from 25 to 23 m (82 to 75 ft). Military prototypes V1, V3, and V5 featured a wingspan of 22.6 m (74 ft).

Early prototypes suffered from insufficient power, being fitted with 431 kW (578 hp) BMW VI 6.0 V12 inline engines. This was later upgraded to 745 kW (999 hp) through the installation of Daimler-Benz DB 600 engines in the V5 prototype, which served as the foundation for the "B" series.

Only ten He 111 A-0 units, derived from the V3 model, were manufactured; however, they lacked adequate power and were ultimately sold to China. The aircraft was lengthened by approximately 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. Additional defensive armaments included a dorsal gun position atop the fuselage and 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. These modifications increased the aircraft's weight to roughly 8,200 kg (18,100 lb), severely impacting performance. The originally underpowered BMW VI 6.0 Z engines struggled with this added mass, and the extended fuselage compromised the He 111's aerodynamic efficiency, diminishing its previously excellent handling during takeoff and landing.

Pilots reported that the aircraft was challenging to operate and experienced a notable decrease in maximum speed. Following these assessments, production was halted by the Ministry of Aviation. Nevertheless, a visiting Chinese delegation deemed the He 111 A-0 suitable for their requirements and acquired seven units.

The first He 111B took flight in autumn 1936, with initial production commencing that summer at Rostock. Seven pre-production B-0 models were constructed, assigned Werknummern (W.Nr./Works numbers) 1431 through 1437. These B-0 aircraft were equipped with DB 600C engines featuring variable-pitch propellers, delivering an output increase of approximately 149 kW (200 hp). Defensive armament included an MG 15 machine gun positioned in the nose. The B-0 could carry up to 1,500 kg (3,300 lb) of bombs arranged vertically.

Minor upgrades marked the B-1 variant, such as a rotating nose gun mount and a flexible Ikaria turret installed beneath the fuselage. After these improvements, the Reichsluftfahrtministerium (RLM) ordered 300 He 111 B-1s, with deliveries beginning in January 1937. The B-2 variant introduced supercharged DB 600C engines rated at 634 kW (850 hp), or alternatively DB 600G engines producing 690 kW (930 hp). Production of B-2s started in Oranienburg in 1937. The He 111 B-3 served primarily as a trainer model.

Although an order for approximately 255 B-1s was placed, only 28 were completed due to production constraints. With focus shifting towards manufacturing the newer He 111E model, only limited numbers of B-3 trainers were produced. To meet demand, Dornier, Arado Flugzeugwerke, and Junkers contributed to manufacturing the He 111B series at their facilities located in Wismar, Brandenburg, and Dessau respectively.

Compared to its predecessor A series, the B series offered enhanced capabilities: bomb load capacity increased to 1,500 kg (3,300 lb), while maximum speed and operational ceiling rose to around 344 km/h (214 mph) and 6,700 m (22,000 ft) respectively.

Production of the D-1 variant commenced late in 1937; however, its intended powerplant—the DB 600Ga engine rated at 781 kW (1,047 hp)—was redirected to Messerschmitt Bf 109 and Bf 110 production lines. Consequently, Heinkel experimented with Junkers Jumo engines on the He 111 V6 prototype fitted with Jumo 210 G units but found them underpowered. The adoption of the more powerful Jumo 211 A-1 engine producing 745 kW (999 hp) led to cancellation of the D series in favor of concentrating efforts 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 curved leading edge.

The initial pre-production E-0 units were produced in limited quantities, equipped with Jumo 211 A-1 engines paired with retractable radiators and exhaust systems. This model could carry up to 1,700 kg (3,700 lb) of bombs, resulting in a maximum takeoff weight of 10,300 kg (22,700 lb). Enhancements to the Jumo 211 A-1 engines by the development team boosted output to 690 kW (930 hp), which allowed the He 111 E-1 to increase its bomb load capacity to 2,000 kg (4,400 lb) and reach a top speed of 390 km/h (240 mph).

Developed in 1937, the E-1 version utilized Jumo 211A-1 engines and was first produced as the He 111 V6. This variant replaced the original DB 600 engine with Jumo 210 Ga powerplants. The more powerful Jumo 211 A-1 engines, requested by the Ministry of Aviation, were not yet available; consequently, the test aircraft He 111 V10 (D-ALEQ) was outfitted with two oil coolers essential for accommodating the Jumo 211 A-1 units.

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He 111E operated by the Legion Condor

Production of the E-1 series commenced in February 1938, allowing several aircraft to participate in the Spanish Civil War with the Condor Legion starting March of that year. The Reichsluftfahrtministerium (RLM) believed that since the E variant could outrun enemy fighters encountered in Spain, enhancing defensive armament was unnecessary—a misjudgment that became apparent in subsequent years.

The bomb bay within the fuselage initially featured four bomb racks; later 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 mounted 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 future designs.

The E-2 version was never mass-produced and was replaced by the E-3 model, which included minor changes like external bomb racks. This series featured upgraded FuG radio equipment. Power came from Jumo 211 A-3 engines rated at 820 kW (1,100 hp).

The E-4 model incorporated external bomb racks and utilized the empty bomb bay space for an additional 835 L (184 imp gal; 221 US gal) aviation fuel tank along with a 115 L (25 imp gal; 30 US gal) oil tank. While this increased the aircraft's loaded weight, it extended operational range to approximately 1,800 km (1,100 mi). These adaptations enabled the He 111 to undertake both short and long-range missions. Internally, the E-4 retained eight vertically aligned bomb racks capable of holding individual 250 kg (550 lb) bombs. The final E variant, designated He 111 E-5, also powered by the Jumo 211 A-3 engine, kept the 835 L (184 imp gal; 221 US gal) fuel tank on the port side within the bomb bay. Only a limited number of E-4 and E-5 units were manufactured.

The RLM showed interest in equipping heavily loaded bombers with rocket-assisted boosters mounted under their wings to reduce required takeoff distances. These boosters could be jettisoned mid-flight via parachute for recovery and reuse. The development was managed by Hellmuth Walter’s company located in Kiel. Initial static trials and flight tests of the liquid-fueled Walter HWK 109-500 Starthilfe boosters took place in 1937 at Neuhardenberg, piloted by Erich Warsitz aboard a Heinkel He 111E bearing civil registration D-AMUE.

He 111 F

The He 111 underwent a sequence of minor design tweaks early in its development. Notably, the He 111F series introduced a shift from the original elliptical wing shape to wings with straight leading and trailing edges, which simplified manufacturing processes. This new wing design featured a span of 22.6 m (74 ft) and covered an area of 87.60 m² (942.9 sq ft).

Production delays occurred due to Heinkel's limited industrial output, yet 24 F-1 units were exported to Turkey. Additionally, 20 aircraft of the F-2 type were produced. Turkish demand, influenced by the pending tests of the subsequent prototype He 111 V8, led the Ministry of Aviation to commission 40 F-4 models equipped with Jumo 211 A-3 engines. These aircraft entered operational service in early 1938. This fleet was later utilized for transport missions during both the Demyansk Pocket and Battle of Stalingrad. Concurrently, development started on the He 111J variant, which was powered by the DB 600 engine and designed as a torpedo bomber. To accommodate torpedo racks externally, it lacked an internal bomb bay. The Ministry of Aviation ordered modifications to reinstate the bomb bay, resulting in the J-1 variant, which was essentially identical to the F-4 except for its powerplant.

The last model in the F series was the F-5, incorporating bombsight and engines similar to those on the E-5. However, it was not adopted for production because the He 111 P-1 offered superior performance.

He 111 J

The Kriegsmarine showed interest in the He 111 due to its capabilities at low altitudes, leading to the creation of the He 111J variant capable of carrying torpedoes and mines. Despite this, the navy discontinued the project, considering a crew of four excessive. Nonetheless, the RLM proceeded with manufacturing the He 111 J-0; approximately 90 units (some sources cite 60) were produced in 1938 and assigned to Küstenfliegergruppe 806 (Coastal Flying Group). Powered by DB 600G engines, these aircraft could carry a payload up to 2,000 kg (4,400 lb). Early J-0 pre-production models were equipped with DB 600 engines instead of DB 600G, which reduced performance and led to abandonment of the torpedo bomber role. The J variants were subsequently used for training purposes until 1944. Some J-1 models served as experimental platforms for testing radio-guided air-to-ground torpedo missiles developed by Blohm & Voss L 10.

He 111 P

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He 111P releasing bombs over Poland, September 1939

The He 111P featured an updated Daimler-Benz DB 601A-1 liquid-cooled engine and introduced a redesigned nose section with 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 entire front fuselage—a design first trialed on the He 111 V8 in January 1938. These enhancements enabled speeds up to 475 km/h (295 mph) at 5,000 m (16,000 ft), with a cruising speed near 370 km/h (230 mph), although carrying a full bomb load reduced cruising velocity to about 300 km/h (190 mph). The redesign responded to pilot reports highlighting visibility issues.

The pilot’s seat could be elevated so that their eyes rose above the top glazing level; this included a small pivoting windscreen panel allowing better forward visibility during takeoff and landing phases. The dorsal rear gun position featured an enclosed sliding canopy providing near-unobstructed views, while for the first time, a ventral Bodenlafette rear-facing gun emplacement replaced the bulky retractable "dustbin" turret immediately behind the bomb bay; this became standard after its initial flight on He 111 V23 (civil registration D-ACBH).

Junkers manufactured forty He 111Ps at Dessau but faced criticism from their Central Administration in October 1938 regarding inferior external components at various junctions—particularly between tail assembly and rear fuselage—perceived structural weakness, significant wing flexing, and unsatisfactory universal joints attaching wings outboard of engines that had caused failures. The exhaust-gas heaters on each engine were not connected internally due to concerns over carbon monoxide contamination within the fuselage. The fuselage structure was continuous along its length and attached post-construction to the wing center section.

Powered by DB 601 Ba engines delivering 1,175 PS, production aircraft began arriving in Luftwaffe units during autumn 1938. By May 1939, P-1 and P-2 variants entered service featuring improved radio systems; P-1s utilized two DB 601Aa engines rated at 1,150 hp (860 kW), incorporated self-sealing fuel tanks, and included a semi-retractable tailwheel to reduce drag. Armament comprised an MG 15 in the nose and a sliding hood covering the dorsal B-Stand gun position; upgraded FuG III radios and an ESAC-250/III vertical bomb magazine were also introduced. Maximum takeoff weight reached 13,300 kg (29,300 lb).

The P-2 variant added enhanced armor protection along with two MG 15 machine guns mounted on each side waist position and two external bomb racks. It employed FuG IIIaU radios and replaced earlier DB601Aa engines with DB601 A-1s. Standard equipment included Lotfernrohr 7 bombsights—the primary bombsight for German bombers—and optional "field equipment sets" that bolstered defensive armament up to four or five MG15s. Bomb capacity increased via four ESA-250/IX vertical magazines; empty weight stood at 6,202 kg (13,673 lb), loaded weight rose to 12,570 kg (27,710 lb), and maximum range extended to approximately 2,100 km (1,300 mi).

The P-3 retained DB601A-1 powerplants but was specially adapted for land catapult launches (KL-12), featuring a towing hook beneath the cockpit fuselage for cable attachment; only eight units were built without bomb-carrying capability.

The P-4 incorporated numerous modifications from earlier models: it supported diverse jettisonable payloads including two external SC bombs weighing 1,800 kg (4,000 lb), two LMA air-dropped anti-shipping mines, or combinations such as one SC 1,800 kg (4,000 lb) plus four SC 250 kg (550 lb) bombs; alternatively one external SC bomb of 2,500 kg (5,500 lb) could be carried using an ETC Rüstsatz rack. Depending on loadout, an auxiliary fuel tank (835 L) and oil tank (120 L) could replace internal bomb bay space. Defensive armament comprised three MG15 machine guns initially—later augmented by three additional MG15s plus one MG 17 machine gun. Radio equipment included FuG X(10), Peil G V direction finders, and FuBI radios. Increased defensive weaponry raised crew size from four to five members. Empty weight grew to 6,775 kg (14,936 lb), while maximum takeoff weight reached around 13,500 kg (29,800 lb).

Primarily powered by DB601A engines, the P-5 mainly served as a trainer model with at least twenty-four units produced before production ended; it was also equipped with meteorological instruments for Luftwaffe weather reconnaissance roles.

During the Polish Campaign, many He 111 Ps formed a key component of Germany’s Kampfwaffe, alongside Do 17s—especially since technical issues affected Junkers Ju 88 availability. On September 1, 1939, Luftwaffe records reported strength comprising approximately 705 Heinkels alongside some 533 Dorniers.

The P-6 represented the final production version within the P series; however, by 1940 production ceased in favor of H series models as Daimler-Benz engines powering P variants were prioritized for fighter aircraft like Messerschmitt Bf 109s and Bf110s. Remaining P-6 aircraft were redesignated as P-6/R2s and repurposed as heavy glider tugs featuring upgraded DB601N engines.

Details concerning P-7 remain unclear; meanwhile, P-8 reportedly resembled H-5 versions but included dual controls. The P-9 series was manufactured as an export model destined for the Hungarian Air Force, though lack of DB601E engines led to termination of production by summer of 1940.

He 111 H-1 to H-10

File:Bundesarchiv Bild 183-L20414, Torpedoangriff mit Heinkel He 111.jpg

He 111H participating in a torpedo training mission, 10 October 1941

Among the Heinkel models, the H variant was produced in the greatest numbers and engaged in more combat operations during World War II than any other version. Due to uncertainties about the availability and delivery of DB 601 engines, Heinkel opted to use 820 kW (1,100 hp) Junkers Jumo 211 engines instead. Although these engines were somewhat larger and heavier, this was not considered a significant issue for a twin-engine aircraft. When the Jumo powerplants were installed on the P model, it resulted in the He 111 H series. The initial H-1 model was armed with three standard 7.92 mm (0.312 in) MG 15 machine guns and could carry either eight SC 250 250 kg (550 lb) or thirty-two SC 50 50 kg (110 lb) bombs. This armament configuration was retained in the H-2, which entered production in August 1939.

On the brink of war, the P-series was gradually supplanted by the improved H-2, equipped with enhanced Jumo 211 A-3 engines delivering 820 kW (1,100 hp). As of 2 September 1939, records indicate that the Luftwaffe operated a total of 787 He 111 aircraft, with 705 ready for combat deployment; this included approximately 400 H-1 and H-2 units manufactured within just four months. Production of the H-3 variant began in October 1939, powered by the 895 kW (1,200 hp) Jumo 211 D-1 engine. Lessons learned during the Polish Campaign prompted enhancements to defensive weaponry: MG 15s were installed whenever feasible, and some models increased their machine gun count to seven. Additional MG 15s were added at the waist positions, while certain versions featured a belt-fed MG 17 mounted in the tail. Occasionally, a 20 mm (0.79 in) MG FF autocannon was mounted in either the nose or forward gondola compartments.

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 of the H-4 variant commenced on a smaller scale. The H-4 closely resembled the He 111 P-4 but substituted DB 600 engines with Jumo 211D-1 powerplants; some units employed Jumo 211H-1 engines. This model also differed from its predecessor by offering either an internal bomb load capacity of 2,000 kg (4,400 lb) or one or two external racks capable of carrying a single 1,800 kg (4,000 lb) or dual 1,000 kg (2,200 lb) bombs. Since these external racks obstructed internal bomb bay doors, simultaneous use of internal and external bomb storage was not feasible. An externally mounted PVR 1006L bomb rack was installed alongside an 835 L (184 imp gal; 221 US gal) fuel tank occupying space vacated by the internal bomb bay's removal. The PVR 1006L could accommodate a SC 1000 1,000 kg (2,200 lb) bomb. Some H-4s had their PVC racks modified to deploy torpedoes. Subsequent updates enabled the PVC 1006 rack to carry a 2,500 kg (5,500 lb) "Max" bomb; however, more frequently used ordnance included the 1,000 kg (2,200 lb) "Hermann" and 1,800 kg (4,000 lb) "Satans" bombs.

The H-5 series appeared in February 1941 featuring reinforced defensive armament. Similar to the H-4, it retained the PVC 1006 L bomb rack for heavy payloads beneath the fuselage. The initial ten units served as pathfinders assigned to specialized operations and occasionally carried 25 kg (55 lb) flashlight bombs functioning as flares. Additionally, they could transport heavy incendiary devices—either large containers or smaller incendiaries attached to parachutes—and deployed LM A and LM B Naval mines for maritime attacks. After production reached its eightieth aircraft, the PVC rack was replaced by a robust ETC 2000 rack permitting carriage of SC 2500 "Max" bombs externally; this upgrade supported ordnance weighing up to 2,500 kilograms (5,500 lb).

Certain H-3 and H-4 models were outfitted with cable-cutting apparatus designed to neutralize barrage balloon cables; these cutters were mounted forward of both engines and cockpit areas. These modified versions were designated as H-8 but later renamed H8/R2. Due to handling difficulties associated with these features, their production ceased prematurely. The introduction of the H-6 brought several design enhancements: powered by Jumo 211 F-1 engines generating 1,007 kW (1,350 hp), it achieved higher speeds and featured factory-installed upgraded defenses including an optional 20 mm (0.79 in) MG FF cannon in either nose or gondola positions, two MG 15s within the ventral gondola, plus one each on fuselage side windows. Some variants carried tail-mounted MG 17 guns. The performance improvements included an increased climb rate and service ceiling raised to approximately 8,500 m (27,900 ft), although heavy bomb loads reduced this ceiling to around 6,500 m (21,300 ft). The aircraft's weight rose to about 14,000 kg (31,000 lb). Select H-6 units were equipped with Jumo 211F-2 engines that enhanced low-altitude speed to roughly 365 km/h (227 mph), while maximum velocity at an altitude of 6,000 m (20,000 ft) reached approximately 435 km/h (270 mph); however, carrying heavy external ordnance reduced speed by about 35 km/h (22 mph).

Other mid-series variants included the He 111 H-7 and H-8 models which were intended as night bombers rebuilt from existing H-3/H-5 airframes and powered by two Jumo 211F-1 engines each. The planned role for the H-8 involved installation of cable-cutting gear along with barrage balloon deflectors positioned on wing leading edges. However, production of the H-7 never materialized.</ref>

The H-9 variant served primarily as a trainer featuring dual control columns and was constructed by converting an existing H-1 airframe fitted with two Jumo A-1 or D-1 engines.</ref> Similarly designed for training purposes, the H-10 was rebuilt from either an H-2 or H-3 airframe and equipped with full defensive armament consisting of MG 131 and {{cvt{7.92}{mm}{3}}} MG 81Z machine guns; it was powered by two Jumo engines—either A-1s, D-1s or F-2s.</ref>

Later H variants, H-11 to H-20

During the summer of 1942, the H-11 model was introduced, evolving from the H-3 design. This version provided the Luftwaffe with a robust medium bomber featuring enhanced armor protection and updated defensive weaponry. The earlier drum-fed 7.92 mm (0.312 in) MG 15 was replaced by a belt-fed 13 mm (0.51 in) MG 131 mounted in a fully enclosed dorsal position known as the B-Stand, where the gunner was shielded by armoured glass. In the ventral C-Stand or Bola position, the MG 15 was substituted with a belt-fed 7.92 mm (0.312 in) MG 81Z, which offered a significantly higher firing rate. While the beam positions initially retained their MG 15s, the H-11/R1 variant standardized twin MG 81Zs in these locations from November 1942 onward. The internal ESAC bomb racks on the port side could be removed to install an 835 L (184 imp gal; 221 US gal) fuel tank. Many H-11 aircraft were also 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 variant could deliver a maximum payload of 2,000 kg (4,400 lb) over a distance of 2,340 km (1,450 mi). Heinkel produced 230 new units of this type and converted 100 H-3s into H-11s by mid-1943.

File:Fieseler Fi103 debajo de un Heinkel 111.jpg

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

The third widely produced He 111H model was the H-16, which commenced production in late 1942. Its armament largely mirrored that of the H-11, except for the removal of the 20 mm (0.79 in) MG FF cannon; since H-16s were rarely deployed in low-altitude missions, this weapon was replaced by an MG 131 mounted flexibly in the nose A-Stand. Certain aircraft designated He 111 H-16/R1 featured an electrically operated Drehlafette DL 131 turret armed with an MG 131 in place of the dorsal gunner position. The two beam and rear ventral positions were equipped with MG 81Zs as per the H-11 configuration. Equipped with two 1,000 kW (1,300 hp) Jumo 211 F-2 engines, the aircraft reached a top speed of 434 km/h (270 mph) at an altitude of 6,000 m (20,000 ft), had a cruising speed around 390 km/h (240 mph), and could operate up to a service ceiling of 8,500 m (27,900 ft). Communication and navigation during night flights were supported by Funkgerät (FuG) radio systems including FuG 10P, FuG 16, FuBl Z, and APZ 6; some units also featured the FuG 101a radio altimeter. The H-16 maintained eight ESAC internal bomb bays; four of these could be swapped for additional fuel tanks to extend operational range. External weapons could be mounted using ETC 2000 racks positioned over bomb bay openings. The empty weight stood at approximately 6,900 kg (15,200 lb), with a maximum takeoff weight reaching 14,000 kg (31,000 lb). Between late 1942 and late 1943, German manufacturers produced 1,155 H-16s; additionally, upgrades converted 280 H-6s and 35 H-11s to meet H-16 specifications. A number of unspecified H variants were equipped with the FuG 200 Hohentwiel radar system adapted for anti-shipping detection in both day and night operations.

The final significant production model was the H-20, which began manufacturing in early 1944. It was intended to be powered by two 1,305 kW (1,750 hp) Junkers Jumo 213E-1 engines coupled with three-blade Junkers VS 11 wooden variable-pitch propellers; however, this plan seemingly did not reach full implementation. Although the subsequent H-22 variant utilized Jumo 213E-1 engines, the H-20 primarily retained its original Jumo 211F-2 powerplants. Heinkel and licensed manufacturers constructed approximately 550 units through mid-1944, while about 586 H-6 models were upgraded to conform to H-20 standards.

Compared to earlier models like the H-11 and H-16, the H-20—powered by two Jumo 211F-2 engines—featured strengthened armament and enhanced radio communication systems. Its defensive armament included an MG 131 mounted in an A-Stand gun pod at the forward machine gun position. A single electrically powered Drehlafette DL 131/1C (or E) turret was standard in the B-stand position, with additional MG 131 machine guns added later on. Navigational aids incorporated direction-finding equipment such as the Peil G6 for target location and FuBI 2H blind landing gear to assist night operations. Standard radio sets included FuG 10, TZG 10, and FuG 16Z for target navigation purposes. The aircraft was also outfitted with cable-cutters designed to counter barrage balloon defenses. Bomb loads could be carried externally on ETC 1000 racks or internally within four ESAC racks each holding 250 kg (550 lb) bombs. The subvariant H-20/R4 had capacity for twenty externally mounted 50 kg (110 lb) bombs.

He 111Z

File:Me321+He111Z.jpg

An He 111Z towing a Me 321 glider

The He 111Z Zwilling (meaning twin) was an innovative configuration that combined two He 111 aircraft. This concept was originally developed to serve as a tow vehicle for the Messerschmitt Me 321 glider. The initial modification involved converting four He 111 H-6 models, resulting in an aircraft featuring twin fuselages and powered by five engines. Flight trials took place 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 departing from Regensburg-Obertraubling (Germany) in May 1944

A total of ten units were manufactured, with five constructed by modifying existing H-6 airframes. The two fuselages were connected by a central wing section measuring approximately 6.15 m (20.2 ft) in length. Propulsion was provided by five Junkers Jumo 211F engines, each delivering around 1,000 kW (1,300 hp) of power. Fuel storage capacity totaled 8,570 L (1,890 imp gal; 2,260 US gal), which could be extended through the addition of four external 600 L (130 imp gal; 160 US gal) drop tanks. This aircraft was capable of towing either a Gotha Go 242 or a Messerschmitt Me 321 Gigant glider for durations up to ten hours at cruising speeds. Remarkably, it could remain airborne even if the three central engines ceased functioning. Plans for the He 111 Z-2 and Z-3 variants envisioned their use as heavy bombers with a bomb load capacity of 1,800 kg (4,000 lb) and an operational range near 4,000 km (2,500 mi). Additionally, the ETC racks allowed for mounting up to four more 600 L (130 imp gal; 160 US gal) drop tanks.

The He 111 Z-2 variant was designed to carry four Henschel Hs 293 anti-ship missiles, guided via the FuG 203b Kehl III control system. With this armament, the aircraft’s range was approximately 1,094 km (680 mi), and it could reach speeds of about 314 km/h (195 mph). Its maximum bomb carrying capability was around 7,200 kg (15,900 lb). To enhance engine performance, the five Jumo 211F-2 units were slated for upgrades with Hirth TK 11 superchargers. Defensive weaponry matched that of the He 111H-6 model but included an additional rotating turret equipped with a single 20 mm (0.79 in) MG 151/20 cannon mounted on the center wing section.

In terms of crew arrangement, only the port fuselage housed the pilot and flight controls; the starboard fuselage contained essential equipment and flight controls only. The total crew complement consisted of seven personnel: pilot, first mechanic, radio operator, and gunner located in the port fuselage; observer, second mechanic, and gunner positioned in the starboard fuselage.

The Z-3 model was intended as a reconnaissance platform featuring extra fuel tanks to extend its operational radius to about 6,000 km (3,700 mi). Production was planned for 1944 but coincided with the cessation of bomber manufacturing efforts. Consequently, these extended-range versions never entered service. Operational deployment plans included participation in a proposed invasion of Malta in 1942 and involvement in airborne assaults targeting Soviet cities such as Astrakhan and Baku within the Caucasus region during the same year. However, during the Battle of Stalingrad, their use was discontinued due to inadequate airfield infrastructure. Later in 1943, He111Z aircraft contributed to evacuating German forces and equipment from the Caucasus area and attempted to deliver reinforcements during the Allied invasion of Sicily.

Operationally, the He 111Z struggled with insufficient thrust when towing fully loaded Me 321 gliders. Some units were equipped with rocket pods to provide additional takeoff power; however, this modification was not universally applied across all aircraft. These pods included two rockets mounted beneath each fuselage and one under each wing, adding roughly 500 kg (1,100 lb) to the aircraft’s weight. After takeoff, these rocket units were jettisoned via parachute.

The combat record of the He 111Z is limited. On March 14, 1944, one example towing a Gotha Go 242 was intercepted and downed by RAF fighters over France. Throughout that year, eight additional units were either destroyed during combat or eliminated 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 growing demand, 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 proposed that Ernst Heinkel associate his name with this plant. Consequently, "Ernst Heinkel GmbH" was founded with a capital stock of Template:Reichsmark, of which Heinkel held a Template:Reichsmark share. The factory itself was state-owned and constructed by the German government. Within the first year of wartime production at this site, 452 He 111s and 69 Junkers Ju 88s were completed. By September 1939, total Luftwaffe production of the He 111 reached 808 units. According to Heinkel's personal accounts, an additional 452 aircraft were produced in 1939 alone, culminating in a total of 1,260. Throughout the early 1940s, production endured significant setbacks 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

He 111 at an early wing assembly stage

The Ju 88, a competitor to the He 111, dramatically increased output to 1,816 aircraft—approximately twenty-six times more than the previous year. Substantial losses had also been suffered in earlier conflicts over the Balkans and Eastern Fronts. To address these shortfalls, production of the He 111 was raised to 950 units in 1941. This figure climbed further to 1,337 in 1942. Meanwhile, Ju 88 production surpassed these numbers significantly, exceeding 3,000 units that year, with bomber variants accounting for 2,270. In 1943, production of the He 111 rose again to reach 1,405 aircraft. However, Ju 88 output remained higher at approximately 2,160 units for that year. Despite Allied bombing campaigns in 1944—including the intensive Big Week offensive—Heinkel’s production lines continued operating without interruption. By late 1944's third quarter, a total of 756 Heinkel He 111s had been manufactured alongside 3,013 Ju 88s (of which about 600 were bombers). Between 1939 and 1944 combined, production tallied at 5,656 Heinkel He 111s compared to a total of 9,122 Ju 88s.

As strategic circumstances shifted and the Luftwaffe adopted a defensive posture, bomber manufacturing including that of the Heinkel was halted. The final month of Heinkel production was September 1944; during this period, output included 118 bombers alongside other types: specifically, there were also builds of 21 Junkers Ju 87s, 74 Junkers Ju 188s, three Junkers Ju 388s, and eighteen Arado Ar 234s. No Heinkel He 177 models were produced at this time and only two additional Heinkel He 111 units were completed.

Quarterly production figures from 1942 to 1944

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

Exports

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

Operational history

Main article: Heinkel He 111 operational history

Throughout its service with the Luftwaffe, the Heinkel He 111 operated as a medium bomber across the European theatre until around 1943. After losing air superiority, it was increasingly reassigned to transport duties.

From the year 1950 onward, Spain supplemented its German-manufactured He 111 fleet with licence-built CASA 2.111 aircraft. Remarkably, some German-built examples remained active until as late as 1958.

Variants

He 111 A-0

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

He 111 B-0

Early production batch similar to A-0 but powered by DB600Aa engines.

He 111 B-1

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

He 111 B-2

Variant of B-1 fitted with DB600GG engines and additional radiators installed beneath each engine nacelle under the wings. Later versions incorporated DB600Ga engines and removed wing surface coolers.

He 111 B-3

Modified B-1 adapted for training roles.

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 model notable for integrating FuG X or FuG10 radios designed for extended range operations. Auxiliary systems included direction-finding Peil G V and FuBI radio blind landing aids.

He 111 E-0

Pre-production type resembling B-0 but powered by Jumo211 A-1 engines.

He 111 E-1

Production aircraft with Jumo211 A-1 powerplants; prototypes initially used Jumo210G engines replacing original DB600 units.

He 111 E-2

Non-produced design intended to utilize Jumo211 A-1 and A-3 engines.

He111E-3

Bomber production model similar to E-2 but standardized with Jumo211 A-3 engines.

He111E-4

Featured half of its 2,000 kg (4,400 lb) bomb load carried externally.

He111E-5

Equipped with several internal auxiliary fuel tanks.

He111F-0

Pre-production type resembling E-5 but incorporating a newly designed wing with straight taper instead of curved and powered by Jumo211 A-1 engines.

He111F-1

Production bomber variant of which twenty-four were exported to Turkey.

He111F-2

Twenty units built based on F-1 but outfitted with upgraded wireless equipment.

He111F-3

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

He111F-4

Limited production staff communications aircraft equipped similarly to G-5 models.

He111F-5

Not produced as the P variant was deemed superior.

He111G-0

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

He111G-3 (V14)

Fitted with BMW132Dc radial engines.

He111G-4 (V16)

Equipped with DB600G engines.

He111G-5

Four units built with DB600Ga engines for export to Turkey.

He111J-0

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

He111J-1

Production torpedo bomber with ninety built but later converted back to bomber role.

He111K

Export variant of He 111 A designated for China.

He 111 L

Alternate designation for civil transport variant G‑3.

He 111 P‑0

Pre-production model featuring new straight wing design, glazed nose section, DB601Aa engines, and ventral Bodenlafette gondola gunner position replacing previous "dust-bin" style mounts.

He 111 P‑1

Production version armed defensively with three MG15 machine guns.

He 111 P‑2

Equipped with FuG10 radio replacing FuG IIIaU and increased defensive armament to five MG15 guns.

He 111 P‑3

Dual-control trainer powered by DB601 A‑1 engines.

He 111 P‑4

Added extra armor plating and three additional MG15 machine guns plus provisions for two external bomb racks. Powered by DB601 A‑1 engines. Internal bomb bay replaced by an fuel tank of approximately 835 L (184 imp gal; 221 US gal) capacity plus a 120 L (26 imp gal; 32 US gal) oil tank.

He 111 P‑5

Trainer variant producing around twenty-four examples fitted with DB601A powerplants.

He 111 P‑6

Some equipped with DB601N engines prioritized for Messerschmitt Bf109 fighters.

He 111 P‑6/R2

Field conversion kit /Rüstsatz2 applied during later war years converting surviving aircraft into glider tugs.

He 111 P‑7

Project never realized in production form.

He 111 P‑8

Existence and production uncertain.

He 111 P‑9

Intended export model for Hungarian Air Force lacking DB601E engines—limited numbers built and used mainly as tow planes within Luftwaffe service.

He 111 H‑0

Pre-production type similar to P‑2 but fitted with Jumo211A‑1 engines initiating standard use of Junkers Jumo211 series in H-series aircraft.

He 111 H‑1

Production model equipped initially with FuG IIIaU radios later upgraded to FuG10 communications.

He 111 H‑2

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

He 111 H‑3

Similar to H‑2 but powered by Jumo211 A‑3 engines and armament increased up to seven machine guns including belt-fed MG17 in tail position on some variants plus occasional installation of MG FF cannon in nose or front gondola.

He 111 H‑4

Powered by Jumo211D initially then switched late in production to Jumo211F engines with two external bomb racks plus optional PVC1006L racks for torpedo carriage.

He 111 H‑5

Similar externally bomb-carrying variant replacing internal bomb bay with fuel tank designed as extended-range torpedo bomber.

He 111 H‑6

Torpedo bomber capable of carrying two LT F5b torpedoes externally powered by Jumo211F‑1 engines armed with six MG15 guns plus optional MG FF cannon in nose or forward gondola positions.

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

He 111 H‑7

Night bomber configuration based on H‑6 removing tail MG17 turret and ventral gondola adding armored plating plus Kuto-Nase barrage balloon cable cutters installed.

He 111 H‑8

Reconstructed from H‑3 or H‑5 frames featuring balloon cable-cutting fender powered by Jumo211D‑1 engines.

/R2 field conversion removed balloon cable cutters adapting H‑8 into glider tugs.

He 111 H‑9

Derived from H‑6 fitted specifically with Kuto-Nase balloon cable cutters.

He 111 H‑10

Resembling H‑6 but equipped 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 variants.

He 111 H‑11

Featured fully enclosed dorsal gun turret along increased defensive armament and armor fitted with Jumo211 F‑2 powerplants.

/R1 field kit added twin 7.92 mm (0.312 in) MG81Z twin-gun mounts at waist positions.

/R2 kit converted H–11 into glider tug configuration.

He 111 H–12

Modified for deployment of Hs293A guided missiles including FuG203b Kehl transmitter removal of ventral gondola.

He 111 H–14

Pathfinder role equipped with FuG FuMB 4 Samos radar and FuG16 radio systems.

/R1 glider tug version of H–14.

He 111 H–15

Intended as launch platform for Blohm & Voss BV246 glide bomb project.

He 111 H–16

Powered by Jumo211 F–2 engines featuring enhanced defensive armament comprising MG131 machine guns, twin MG81Zs and an MG FF cannon.

/R1 version added power-operated dorsal MG131 turret.

/R2 conversion adapted it as a glider tug.

/R3 variant modified into pathfinder role.

He 111 H–18

Night operation pathfinder based on H–16/R3.

He 111 H–20 series featured armament like H–16 but some had power-operated dorsal turrets;

/R1 could carry sixteen paratroopers equipped with jump hatch;

/R2 served as cargo transporter and glider tug;

/R3 functioned as night bomber;

/R4 capable of carrying twenty 50 kg (110 lb) SC50 bombs.

Based on H–20/Rüstsatz 1 (/R1) kit;

/H–21 fitted with Jumo213 engines;

/H–22 re-designated modified versions used for air-launching V–1 flying bombs;

/H–23 based on /Rüstsatz 1 kit powered by Jumo213 A–1 units.

High-altitude bomber project designated He 111 R.

"U" designation was misleading propaganda applied to Heinkel He119 reconnaissance bomber which set an FAI speed record in November1937 only identified properly post-war by Allies.

"Z" series

- Z–1 combined two He 111 airframes joined via new central wing panel housing fifth Jumo211 engine used as glider tug for Messerschmitt Me321;

- Z–2 long-range bomber variant based on Z–1;

- Z–3 long-range reconnaissance variant derived from Z–1.

- CASA produced heavily modified licensed versions known as CASA2·11 serving domestically until1973;

- Army Type98 Medium Bomber was evaluation/proposed production version considered by Imperial Japanese Army Air Service.

Operators

File:Captured He 111 in Libya 1942.jpg

A Heinkel He 111H bomber abandoned 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 aircraft 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 in 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 utilized several captured He 111s throughout World War II.

Template:Country data Spanish State

• Spanish Air Force.

File:Heinkel He-111 in Turkish service.jpg

Heinkel He 111F operated by Turkey

Turkey

• Turkish Air Force acquired 24 He 111F-1 models starting in 1937 and continued their use until 1944.

Template:UK

• Royal Air Force employed various captured versions during and following the conflict to assess their capabilities and limitations.

United States

• United States Army Air Forces operated multiple captured examples post-war. One H-20 – 23 is possibly the aircraft exhibited at the RAF Museum Hendon, though missing the Drehlafette DL 131 turret.

Civil operators

Template:Flagcountry

• Central Air Transport Corporation (CATC) flew one ex-military He 111A modified with Wright Cyclone radial engines.

Template:Country data Nazi Germany

• Deutsche Luft Hansa operated a fleet of twelve Heinkel He 111s.

Template:Flagcountry

• A single converted bomber was used by an unidentified civilian operator in Romania. The aircraft bore the registration YR-PTP, though its factory or works number remains unknown.

Surviving aircraft

File:He1110986.JPG

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

Globally, five original German-manufactured Heinkel He 111s survive on public display or within museum collections (excluding partial components):

• 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 largely intact He 111 P-2 (5J+CN), Werknummer 1526 from the 5.Staffel/Kampfgeschwader 54 (KG 54—Bomber Wing), is preserved at the Royal Norwegian Air Force Museum located at Gardermoen Airport as part of the Norwegian Armed Forces Aircraft Collection. The "5J" Geschwaderkennung code is commonly associated with either I. Gruppe/KG 4 or KG 100, while B3 was KG54's wartime identifier.
• The Heinkel He 111 H-20 troop transport (Stammkennzeichen NT+SL), Wk Nr 701152, is displayed at the Royal Air Force Museum London, Hendon. Captured by USAAF personnel in France near war’s end, it remained in Britain after their departure and was incorporated into RAF holdings.
• An Heinkel He 111 H-2 (Stammkennzeichen of 6N+NH), Wk Nr 2320, was recovered from Norway’s Jonsvatnet lake in September of 2004 and subsequently transported to Germany for restoration. This aircraft belonged to the unit designated as the first Staffel of Kampfgeschwader 100, abandoned when ice on the lake began melting in late winter of approximately early World War II period.
• In recent years, specifically in 2019, a CASA-built version designated as a CASA 2.111B intended for restoration at the Kent Battle of Britain Museum is believed to be a refurbished Heinkel He 111 H-16.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, no. 42, September 1996, 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, no. 43, October 1996, 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, no. 44, November 1996, pp. 19–21. (French)
• Arraez Cerda, Juan. Les Heinkel He 111H-16 de fabrication espagnole (dernière partie). Avions: Toute l'aéronautique et son histoire, no. 45, December 1996, pp. 4–6. (French)
• de Zeng, H.L., Stanket, D.G., and Creek, E.J. Bomber Units of the Luftwaffe 1933–1945: A Reference Source, Volume 1. London: Ian Allan Publishing, 2007.
• de Zeng, H.L., Stanket, D.G., and Creek, E.J. Bomber Units of the Luftwaffe 1933–1945: A Reference Source, Volume 2. London: Ian Allan Publishing, 2007.
• Kober, Franz. Heinkel He 111 Over all Fronts. Atglen, Pennsylvania: Schiffer Military History, 1992.
• Marchand, Alain. Le Heinkel 111 français (I). Le Fana de l'Aviation, no. 58, September 1974, pp. 12–16. (French) (Translated title: The French Heinkel 111, Part 1)
• Smith, J. Richard and Kay, Anthony L. German Aircraft of the Second World War. Annapolis, Maryland: US Naval Institute Press, 2002.

External links

• Information on an Heinkel He 111 crash site in Norway
• Archived footage of the Heinkel He 111 (D-AMUE) equipped with Walter RATO rocket boosters; this is the third video in a series of nine
• YouTube video from 1997 showing 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; downed in 1940 and retrieved from a northern Swedish lake in 2008