Heinkel He 112

Heinkel

Industry	Aerospace, Defense
Founded	1922
Founder	Ernst Heinkel
Headquarters	Germany
Products	Aircraft, including Heinkel He 112 fighter aircraft

Template:More footnotes needed Template:Infobox aircraft

The Heinkel He 112 represents a German fighter aircraft crafted by Walter and Siegfried Günter. It was among four contenders vying for the Luftwaffe fighter contract initiated in 1933, ultimately ranking second to the Messerschmitt Bf 109. Although only a limited quantity served briefly with the Luftwaffe, additional units were manufactured for foreign operators, totaling approximately 100 completed airframes.

Design and development

During the early 1930s, German authorities began commissioning new aircraft, initially focusing on training and utility aircraft. As one of Germany’s most seasoned manufacturers, Heinkel secured orders for several two-seat models such as the He 45, He 46, and He 50. The company also pursued single-seat fighter projects, culminating with the He 49 and its successor, the enhanced He 51. Combat evaluations of the He 51 during the Spanish Civil War revealed that speed outweighed maneuverability in importance. This insight influenced the Luftwaffe's decision to phase out He 51s from frontline fighter duties in favor of the Bf 109.

In October 1933, a letter from Hermann Göring solicited aircraft manufacturers to consider designing a "high-speed courier aircraft," effectively a covert call for a new fighter model. Each company was tasked with producing three prototypes for evaluation. By spring of 1935, prototypes from Arado and Focke-Wulf were ready; BFW's arrived in March, followed by Heinkel’s He 112 in April.

Despite Germany’s official ban on military aircraft development in early May 1934, the Reichsluftfahrtministerium (RLM) issued a request for a new single-seat monoplane fighter under the pretense of developing a 'sports plane'. The Technisches Amt specified requirements that submissions needed to fulfill: a) fully metal construction, b) monoplane design, c) retractable landing gear, d) maximum speed of at least 400 km/h (250 mph) at an altitude of 6,000 m (20,000 ft), e) capability to operate at full throttle for ninety minutes at 6,000 m (20,000 ft), f) ability to reach 6,000 m (20,000 ft) within seven minutes and service ceiling at 10,000 m (33,000 ft), g) compatibility with a Junkers Jumo 210 engine, h) armament consisting of either two fixed 7.92mm machine guns or one 20mm cannon, and i) wing loading below 100 kg/m².

In February 1934, contracts were granted to three companies—Arado, Bayerische Flugzeugwerke (BFW), and Heinkel—to develop prototypes for this competition. A fourth manufacturer, Focke-Wulf, received its contract over six months later in September 1934. The competing prototypes included the Arado Ar 80, Focke-Wulf Fw 159, Heinkel He 112, and Messerschmitt Bf 109. Anticipating the announcement, Heinkel had started its design work in late 1933. The project was led by Siegfried and Walter Günter—renowned for their work on the He 111—who developed the He 112 design. Its maiden flight occurred in September 1935.

Heinkel's design

The design of the Heinkel aircraft was chiefly developed by the Günter twins, Walter and Siegfried, whose influence shaped the majority of Heinkel's creations. Their work on Projekt 1015 began in late 1933, initially presented as a courier plane utilizing the BMW XV inline engine. Although the official request was issued on 2 May, development had already started, and by 5 May, the project was renamed the He 112.

The He 112 drew heavily from their earlier creation, the He 70 Blitz ("Lightning"). Originally designed as a swift single-engine aircraft carrying four passengers for Lufthansa, the Blitz itself was inspired by the renowned Lockheed Model 9 Orion mail plane. Like many civilian aircraft of its era, it was adapted for military purposes, primarily serving as a two-seat bomber with a focus on reconnaissance missions during the Spanish conflict. The Blitz introduced several innovative construction methods to Heinkel, being the company’s first low-wing monoplane, featuring retractable landing gear, an all-metal monocoque structure, and an elliptical, reverse-gull wing design that influenced subsequent models. Given that the Blitz nearly fulfilled the new fighter specifications on its own, it was logical for the Günter brothers to base their work extensively on this existing framework.

Ernst Heinkel’s submission for the He 112 was essentially a downsized variant of the He 70, a rapid mail carrier sharing many characteristics such as an all-metal frame—including an oval fuselage cross-section—and two spar monoplane wings covered with flush rivets and stressed metal skin. The aircraft featured similarly inverted semi-elliptical gull wings and retractable landing gear. The wide undercarriage track resulted from outward retraction at the low point of the wing’s gull bend, providing excellent ground handling capabilities during takeoff and landing. The cockpit was open, with a fuselage spine extending behind the headrest into a deep-section fuselage to offer pilots superior visibility while taxiing and to accommodate those accustomed to flying biplanes by enhancing sightlines.

Prototypes

The initial prototype, designated V1, was completed on 1 September 1935. Although Technisches Amt specifications mandated fitting competing aircraft with the Junkers Jumo 210, this engine was unavailable at the time. Consequently, a 518 kW (695 hp) Rolls-Royce Kestrel V engine was installed instead. The V1 featured relatively large wings and weighed more than its competitors; however, this larger wing area distributed weight more evenly, resulting in reduced wing loading. This configuration improved turning performance but also increased drag beyond expectations and slowed roll rates.

Completed in November, the second prototype V2 utilized a 480 kW (640 hp) Jumo 210C engine paired with a three-blade propeller but remained largely identical to V1 otherwise. Analysis of flight data from V1 revealed that excessive drag stemmed mainly from the large and thick wings. To address this, the Günter brothers designed a new set of smaller, thinner wings with an elliptical shape. As an interim solution, V2’s wings were shortened by 1.010 m (3 ft 3.8 in) to meet competition requirements against the Bf 109. Although this adjustment caused the He 112 to slightly exceed specified wing loading limits, it was considered acceptable since the Bf 109 surpassed them by an even greater margin. During spin testing, however, V2 experienced stability issues and ultimately crashed when test pilot Gerhard Nitschke ejected after losing control.

The third prototype, V3, flew for the first time in January. While closely resembling V2 and powered by the same engine model, V3 incorporated minor modifications including a larger radiator, an extended fuselage spine, and an enlarged vertical stabilizer. Additionally, it replaced multiple exhaust stacks with a single cover over exhaust ports and featured adaptations enabling armament installation within the cowling. V3 became the first prototype armed with two 7.92 mm (0.312 in) MG17 machine guns. Subsequently, it received further upgrades such as a sliding canopy and fully elliptical wings. Originally intended to undergo testing alongside V2, V3 was reassigned to Heinkel in early 1937 for rocket propulsion experiments. During one test flight, a rocket explosion destroyed the aircraft; nevertheless, it was rebuilt incorporating significant changes including an enclosed cockpit.

The competition

In October 1935, the RLM initiated evaluation trials for the contender aircraft at Reichlin. The He 112's thick high-lift wing profile combined with its open cockpit created greater aerodynamic drag than the Bf 109, which negatively impacted its performance despite both using the same engine model. While the Bf 109 prototype achieved a maximum speed of 467 km/h (290 mph), the He 112 lagged behind at 440 km/h (270 mph). The He 112, however, exhibited superior ground handling and wing loading characteristics. The other entrants, the Arado Ar 80 and the parasol-winged Focke-Wulf Fw 159, suffered from significant issues and underperformed relative to both the Bf 109 and He 112, leading to their early elimination from serious consideration. At the conclusion of the initial trials, the aircraft were deemed sufficiently comparable, resulting in contracts awarded to both Messerschmitt and Heinkel to produce ten prototypes each for further evaluation and competitive testing.

Initially, the He 112 was regarded as the preferred option over the Bf 109 until the arrival of the Bf 109 V2 on 21 March shifted perspectives. Early versions of all competing aircraft had been powered by the Rolls-Royce Kestrel engine due to unavailability of the intended Jumo engine; however, the Bf 109 V2 featured the Jumo engine. From this point forward, it began surpassing the He 112 in nearly every performance category, including when compared to the Jumo-powered He 112 V2 introduced on 15 April.

The He 112 maintained an advantage in turning ability thanks to its larger wing area, but across all altitudes the Bf 109 was faster and demonstrated significantly improved agility and aerobatic performance. During spin testing on 2 March, the Bf 109 V2 completed maneuvers without incident, whereas the He 112 V2 crashed. After repairs, it returned in April but suffered another crash and was subsequently written off. The original V1 was then returned to Heinkel on 17 April and equipped with clipped wings from the V2.

Meanwhile, news reached Germany that Supermarine had secured a contract for mass production of the Spitfire. This aircraft was markedly more advanced than any German design at that time, causing considerable concern within Luftwaffe leadership. Consequently, time became as critical a factor as performance quality in selecting a winning design, prompting the RLM to favor any practical model ready for production. The Bf 109 emerged as this design due not only to superior capabilities but also because it was easier to manufacture given its simpler construction and fewer complex curves. On 12 March, RLM issued a directive titled Bf 109 Priority Procurement signaling clear preference for this aircraft. Despite this, some factions within RLM continued backing Heinkel’s design, leading to contracts being awarded for ten "zero series" planes from both manufacturers.

Testing extended through October by which time several additional zero series units had been delivered. By late September, four He 112s were undergoing evaluation but none matched Bf 109 performance levels. From October onward, records indicate that the Bf 109 was effectively chosen as the competition’s victor. Although no precise date is documented, according to Stormy Life, Ernst Udet personally informed Heinkel in 1936 that series production of the Bf 109 had commenced. Udet reportedly advised him: "Pawn your crate off on the Turks or Japanese or Romanians—they'll snap it up." With numerous air forces seeking modern replacements for biplanes and older early-1930s designs, prospects for export sales appeared promising.

Prototypes

Heinkel anticipated receiving orders for more units beyond the initial three prototypes and swiftly responded to the contract for ten zero series aircraft. This batch was designated as the "He 112 A-0" series.

The first example of this updated model, V4, was finalized in June 1936. It incorporated a redesigned elliptical wing, a more powerful 210D engine equipped with a two-speed supercharger delivering 510 kW (680 hp) at takeoff, and a reduced-size tailplane. Similar to the V3, it retained two fuselage-mounted 7.92 mm (0.312 in) MG 17 machine guns; however, unlike the V3, it added two wing-mounted 20 mm (0.79 in) Oerlikon MG FF cannons, which earned it the nickname kanonenvogel (meaning cannon bird).

The V5 prototype was developed by engineer Wernher von Braun, later renowned for his work on the V-2 rocket. This variant featured an auxiliary rocket engine and first took flight in early 1937, demonstrating the viability of rocket propulsion in aircraft.

By July, both V5 and V6 were completed. The V5 mirrored the V4 configuration, powered by the Jumo 210D engine. Conversely, V6 served as the pattern aircraft for A series production, incorporating the 210C engine instead of the more potent but less readily available 210D. Aside from a radiator modification—which did not carry over to subsequent A-0 models—no other changes were made. After a forced landing on 1 August, V6 was repaired and rejoined V4 for testing in October.

The final A-0 prototype, V8, was finished in October and marked a significant departure by adopting the Daimler-Benz DB 600Aa engine alongside a three-bladed, fully adjustable all-metal propeller. This engine represented a major upgrade, producing 716 kW (960 hp) at takeoff with a displacement of 33.9 L (2,069 in³) and weighing 686 kg (1,510 lb), compared to the Jumo 210D’s output of 680 PS (500 kW) from 19.7 L (1,202 in³) at roughly the same weight. The V8 primarily functioned as a test platform for this new powerplant and its cooling system adaptations. The DB engine’s dry liner design resulted in less efficient heat transfer, shifting more cooling responsibility to oil rather than water and necessitating revisions to the cooling arrangement.

In March 1937, this aircraft was assigned to rocket propulsion trials at Peenemünde. After completing these tests during that summer, it returned to the factory for conversion back to a conventional configuration. Later that year it was deployed to Spain but sustained heavy damage on 18 July 1938. Following repairs, it resumed flight four months afterward; its subsequent history remains undocumented.

Production models

Template:Unreferenced section By this stage, the prototype phase had effectively concluded, and Heinkel proceeded with manufacturing the A-0 series as production-line units. The designation system was modified by appending a production number, resulting in six subsequent aircraft named He 112 A-01 through A-06. These all featured the 210C engine and were essentially the same as the V6 prototype, except for differences in the radiator design.

These planes were employed in a variety of roles similar to those of the earlier V series. The A-01 took to the skies in October 1936 and served as the basis for a future carrier-capable 112 C-0 variant. It was ultimately lost during rocket propulsion trials. The A-02 flew in November before joining the earlier V models at Rechlin-Lärz Airfield for further evaluation as part of the competition. Both A-03 and A-04 were finalized in December; A-03 functioned as a demonstration aircraft, piloted by Heinkel's team at multiple airshows and exhibitions, while A-04 remained at Heinkel for assorted testing purposes.

The final two units of the A-0 batch, A-05 and A-06, were finished in March 1937. These were both delivered to Japan as the initial pair within an order of 30 aircraft for the Imperial Japanese Navy.

Prototypes

File:Heinkel He 112 D-IGSI 02.png

Prototype V9 D-IGSI

In October 1936, the RLM altered its directives concerning the zero-series He 112s, instructing Heinkel to complete any ongoing A-0 airframes before transitioning to a revised design. This directive allowed Heinkel to enhance the aircraft substantially, resulting in a near-complete redesign named the He 112B. At this juncture, it evolved into a contemporary fighter capable of competing directly with the Bf 109.

The He 112B featured a reworked and shortened rear fuselage, a redesigned vertical stabilizer and rudder, along with a fully enclosed cockpit topped by a bubble-style canopy. Unlike later bubble canopies that typically consisted of two parts with most sliding rearward, the He 112B’s canopy comprised three sections—the center portion slid backward over a fixed rear segment. Despite additional framing, visibility remained excellent for its era. The armament was standardized on this model: two 7.92 mm (.312 in) MG 17 machine guns mounted in the cowling sides with 500 rounds each, complemented by two wing-mounted 20 mm MG FF cannons carrying 60 rounds apiece. For targeting assistance, the cockpit was equipped with the new Revi 3B reflector gunsight.

The first B-series airframe completed was V7 in October 1936. V7 utilized the DB 600Aa engine identical to that fitted in the A-series V8 and retained the original larger wing design from V1. This wing was subsequently replaced by a smaller one; however, instead of adopting the clipped wings from earlier V models, a new single-spar fully elliptical wing was introduced. This wing configuration became standard across all B-series aircraft. In April 1937, V7 was assigned to von Braun for additional rocket experimentation and survived these trials before returning in summer to Rechlin, where it served as a test platform.

Following this, V9 took flight in July 1937, powered by a 680 PS (500 kW) Jumo 210D engine. V9 is often regarded as the definitive B-series prototype since V7’s DB 600Aa installation was experimental. The entire surface featured flush riveting along with several aerodynamic enhancements. The radiator design changed once more to a semi-retractable type aimed at reducing drag during flight. Additionally, weight reduction efforts brought empty weight down to 1,617 kg (3,565 lb).

These improvements enabled V9 to achieve a top speed of 485 km/h (301 mph) at an altitude of 4,000 m (13,120 ft), and 430 km/h (270 mph) at sea level—approximately 20 km/h (10 mph) faster than the contemporary Bf 109B. Nonetheless, since mass production of the Bf 109 had already commenced by then, the RLM saw no requirement for another similar fighter. It is also notable that operational pilots generally found it difficult to reach these speeds in practice, seldom exceeding around 418 km/h (260 mph).

The RLM had placed orders for an additional six He 112s, so prototype production continued accordingly. V10 was initially intended to be equipped with Junkers’ new Jumo 211A engine (rated at 670 kW / 960 hp), designed to rival the DB 600; however, due to unavailability of that engine, V10 instead received an upgraded DB 601Aa powerplant delivering 876 kW (1,175 hp). This upgrade propelled V10 to speeds of up to 570 km/h (350 mph) and significantly enhanced climb performance. Similarly, V11 was slated for Jumo 211A installation but ultimately utilized the DB 600Aa.

The final prototype, V12, originated from an airframe removed from early B-1 series production lines (which had commenced by then). It replaced its Jumo 210D engine with an improved fuel-injected version—the Jumo 210Ga—offering takeoff power of 522 kW (700 hp) and sustained output of 503 kW (675 hp) at an altitude of approximately 4,700 m (15,420 ft). This engine also reduced fuel consumption rates, thereby extending operational range. The enhanced performance rendered V12 as the template for forthcoming B-2 series manufacturing.

Despite numerous variants and experimental powerplants installed across prototypes, aside from engine types all B models remained consistent in design. Due to widespread shortages affecting German engines during this period and concerns that advanced variants might face export restrictions, multiple versions were developed featuring different engines: Jumo 210C powering the He 112 B-0; Jumo 210D fitted to B-1; and Jumo 210Ga installed in B-2 models.

Production models

To promote the He 112, the V9 prototype was extensively demonstrated during the latter half of 1937, flown by aviators from various countries. It also toured numerous European locations, participating in air displays and exhibitions. This promotional campaign successfully generated interest, leading to multiple orders. Nevertheless, a range of issues resulted in only a limited number of these aircraft being delivered.

The initial order originated from the Imperial Japanese Navy, which sought a rapidly ascending interceptor capable of countering Tupolev SB bombers operating over China. After observing the V9 in flight, Japan promptly ordered 24 He 112Bs, with an option for an additional 48 units. The first four planes were dispatched in December 1937, followed by another eight in spring, with assurances that the remainder would arrive by May. However, before full delivery, the Luftwaffe unexpectedly requisitioned twelve of these aircraft to reinforce its strength amid the Sudetenland Crisis. These planes were handed back to Heinkel in November, but dissatisfied with the aircraft’s demanding maintenance and inferior agility compared to fighters such as the Mitsubishi A5M, the Japanese declined to accept them at that stage, leaving Heinkel with unsold inventory.

In November 1937, an Austrian delegation headed by Generaloberst Alexander Löhr, commander of the Luftstreitkräfte (Austrian Air Force), inspected the aircraft. Test pilot Hans Schalk conducted comparative flights between the Bf 109 and He 112V9. Although performance was deemed similar, Schalk noted that the Heinkel offered more balanced control forces and superior equipment options. Consequently, Austria placed an order for 42 He 112Bs on 20 December. Pending licensing approval for the MG FF cannon, these planes were configured without cannons but equipped with six THM 10/I bomb racks carrying small 10 kg (22 lb) anti-personnel bombs. Due to budget constraints—the He 112B costing Template:Reichsmark—the order was later cut to 36 units. However, none were delivered following Austria’s annexation during the March 1938 Anschluss.

The Spanish Air Force was highly impressed by the He 112’s performance during evaluations amid their civil conflict and proceeded to purchase twelve aircraft in early 1938, subsequently increasing the order by an additional six (some sources mention five). The initial shipment included two aircraft in November, six more in January, and the remainder arriving in April.

In April, Yugoslavia appeared poised to become another operator by placing an order for thirty units but eventually canceled it and opted to manufacture alternative designs under license.

Finland also emerged as a prospective buyer. Between January and March 1938, renowned Finnish pilot Gustaf Erik Magnusson visited Germany to observe new aerial tactics; having undertaken similar trips to France, he was eager to study German pilot training methods. During a visit to Heinkel’s Marienehe facility, he flew the He 112 and regarded it as the finest aircraft he had piloted. In May, Heinkel sent a He 112 B-1 to Finland for an airshow where multiple pilots—including Magnusson—flew it over a week-long period. Despite favorable impressions from all pilots involved, the high acquisition cost led the Suomen Ilmavoimat to continue operating the more affordable Fokker D.XXI.

A comparable disappointment affected sales efforts targeting the Dutch Air Force, which intended to procure thirty-six fighters for two new squadrons. A He 112 B-1 arrived for evaluation on 12 July and demonstrated superior performance among competitors. Nevertheless, the Dutch chose to acquire domestically produced (albeit outdated) Koolhoven F.K.58 fighters instead. Ultimately, these F.K.58s were never delivered due to factory destruction caused by bombing on 10 May 1940.

Conversely, prospects seemed brighter with Hungary. In June 1938, three pilots from the Magyar Királyi Honvéd Légierö (Royal Hungarian Home Defense Air Force or MKHL) visited Heinkel to examine V9 firsthand. Impressed by their observations, Hungary placed an order for thirty-six aircraft on 7 September and expressed interest in licensed local production. Political complications meant that only three planes were delivered and licensed manufacturing never materialized.

The final—and arguably most successful—customer for the He 112B was Romania. The Forţã Aeronauticã Regalã Românã (Royal Romanian Air Force) initially ordered twenty-four units in April 1939 and increased this figure to thirty on 18 August. Deliveries commenced in June and concluded by 30 September.

By this stage, with hostilities underway and more advanced models available—including Heinkel’s own He 100—interest in acquiring further He 112s had waned completely. Production ceased after manufacturing a total of ninety-eight aircraft, eighty-five of which belonged to the B series.

Initial rocket propulsion trials

In 1931, the Army Weapons Office's testing facility at Kummersdorf assumed responsibility for liquid-fuel rockets research. By 1932, Wernher von Braun had developed a rocket utilizing a high concentration of spirit combined with liquid oxygen. Von Braun aimed to explore the feasibility of an aircraft powered by a rocket propulsion system. Initially, the idea met resistance from senior officials within the Army High Command and the Reich Air Ministry (RLM), who dismissed it as unrealistic. Many critics argued that an aircraft propelled by rear thrust would suffer a shift in its center of gravity, causing it to overturn; however, Ernst Heinkel supported the concept and provided an He 112 fuselage without wings for static testing.

By 1936, von Braun commenced experimental trials. Later that year, Erich Warsitz, recognized as one of the era’s most skilled and technically knowledgeable test pilots, was seconded by the RLM to collaborate with von Braun and Heinkel. The RLM allocated Neuhardenberg, a vast field approximately 70 kilometers east of Berlin, designated as a reserve airfield in wartime, for these experiments. Since Neuhardenberg lacked permanent structures, temporary marquees were erected to shelter the aircraft. In spring 1937, the Kummersdorf group relocated to Neuhardenberg and continued static tests using the He 112 fuselage. In June 1937, Erich Warsitz conducted the first flight tests of the He 112 equipped with a rocket engine. Although the test ended with a wheels-up landing and a fire damaging the fuselage, it demonstrated that controlled flight was achievable.

Meanwhile, Hellmuth Walter at Kiel was commissioned by the RLM to develop an alternative rocket engine for the He 112. Consequently, two distinct rocket propulsion systems were tested at Neuhardenberg: von Braun’s engine utilized alcohol and liquid oxygen, while Walter’s design employed hydrogen peroxide activated by a calcium permanganate catalyst. Unlike von Braun’s combustion flame, Walter’s engine generated thrust through a chemical reaction producing hot vapors, enabling high speeds. Later flights favored Walter’s rocket motor due to its greater reliability, simpler operation, and reduced risk to pilot Erich Warsitz and the aircraft itself. After completing tests with both engines, the temporary facilities at Neuhardenberg were dismantled at the end of 1937, coinciding with construction activities at Peenemünde.

Condor Legion

When it became evident that the He 112 was losing out to the Bf 109 in competitive evaluations, Heinkel proposed rearming prototype V6 with 20 mm cannons for experimental purposes. The aircraft was disassembled and transported to Spain on 9 December, where it joined Versuchsjagdgruppe 88—a unit within the Condor Legion focused on testing new fighter aircraft—alongside three V-series Bf 109s also undergoing trials.

Wilhelm Balthasar, who would later distinguish himself as a Battle of Britain ace, flew the He 112 during attacks against an armored train and an armored car. Other pilots also operated the aircraft; however, after its engine seized during a landing attempt in July, it was declared damaged beyond repair.

During the annexation of the Sudetenland, all serviceable fighters were mobilized for duty. A shipment of He 112Bs originally intended for the Japanese Navy was requisitioned but remained unused during this crisis before being sent to Japan to fulfill contractual obligations.

The Japanese ultimately declined to adopt the He 112 as a frontline fighter but accepted thirty units for training purposes. Additionally, V11 equipped with its DB 600Aa engine was utilized for evaluation tests.

Spain

The Spanish government initially acquired 12 He 112B aircraft, later increasing the fleet to 19. These He 112s were intended to provide high-altitude escort for Fiat fighters during the early phases of the Civil War, as the Fiat models exhibited significantly inferior performance at altitude. Ultimately, the He 112 achieved only a single aerial victory in its fighter role and was subsequently reassigned to ground-attack missions.

During World War II, when Allied forces launched operations in North Africa, Spanish units stationed in Morocco intercepted stray aircraft from both Allied and German sides. None of these encounters resulted in any losses. In 1943, an He 112 from Grupo nº27 engaged the trailing aircraft of a formation of 11 Lockheed P-38 Lightnings, forcing one down in Algeria after they had re-entered French territory following a crossing into Spanish Morocco. By 1944, these planes were mostly grounded due to fuel shortages and maintenance difficulties.

Hungary

Following the restrictions imposed by the Treaty of Trianon, Hungary faced stringent limits on its armed forces. In August 1938, the military was reorganized, and with Austria's annexation by Germany, Hungary found itself increasingly influenced by German interests.

A primary objective was to modernize the Hungarian Air Force (Magyar Királyi Honvéd Légierő or MKHL) rapidly. Among several contenders, the He 112B emerged as the preferred choice. On 7 September, Hungary placed an order for 36 aircraft. However, production at Heinkel was just ramping up, with Japan and Spain ahead in the delivery queue, causing delays for Hungarian deliveries. Attempts to expedite their order were unsuccessful.

Due to Germany's declared neutrality in the Hungarian-Romanian Transylvania dispute, the initial order was canceled at the start of 1939. Additionally, German authorities refused to license the 20 mm MG FF cannon for Hungarian use, likely as political leverage. This refusal did not pose a major issue since Hungary planned to equip their planes with locally developed 20 mm Danuvia cannons instead.

The V9 prototype was dispatched to Hungary as a demonstrator after touring Romania, arriving on 5 February 1939. It underwent evaluation flights over the following week. On 14 February, its propeller was replaced with a three-bladed Junkers design (licensed from Hamilton). During comparative testing against a CR.32 that day, V9 crashed. Subsequently, on 10 March, a new He 112 B-1/U2 arrived to substitute V9 and was flown by various fighter units. Hungarian pilots soon expressed dissatisfaction with the underpowered Jumo 210Ea engine, noting a maximum speed of only 430 km/h (270 mph).

With Japanese and Spanish orders fulfilled, prospects improved for Hungary; however, Romania's subsequent order pushed them further back in line. Concerned that their aircraft might never arrive from Germany, Hungary sought a license for local production. In May, Budapest's Manfréd Weiss company obtained manufacturing rights, and on 1 June placed an order for 12 planes. Heinkel agreed to provide a Jumo 210Ga-powered model as a pattern.

In reality, no He 112 B-2 models were delivered; instead, two additional B-1/U2s equipped with Jumo 210Ea engines were sent. Upon arrival in Hungary, the original 7.92 mm (.312 in) MG 17 machine guns were replaced with domestic 8 mm (.315 in) Gebauer 1939.M machine guns and bomb racks were installed—similar to configurations initially ordered by Austria. Meanwhile, efforts continued to secure licenses for more powerful engines such as the Junkers Jumo 211A or DB 600Aa.

On 30 March 1939, the He 100 V8 set a new world absolute speed record but was mistakenly referred to as the He 112U in reports about this achievement. Inspired by this publicity, Hungarian authorities decided to switch production focus toward this "new version" of the Heinkel fighter featuring advanced engines. In August, MKHL's commander-in-chief recommended adopting the He 112 as Hungary's standard fighter—likely referring to earlier variants rather than the "112U."

Engine supply issues soon became critical. It became evident that no production aircraft would reach Hungary and that wartime restrictions prevented export of engines like the Jumo 211 or DB 601 from Germany. Even export for locally assembled airframes was denied.

By September negotiations with German authorities over engine manufacturing licenses stalled completely; consequently, MKHL instructed Manfréd Weiss to halt preparations for full-scale production. The license was formally revoked in December. Subsequently, Hungary procured Italian fighters such as the Fiat CR.32 and Reggiane Re.2000. The Reggiane model was adapted into the MÁVAG Héja, which served as MKHL’s primary fighter early in World War II. Starting October 1942, variants of the Messerschmitt Bf 109 (F-4 and G) replaced earlier types as MKHL’s mainstay.

Despite these setbacks, three He 112 B-1/U2 aircraft remained operational within Hungarian service. In summer 1940 tensions with Romania over Transylvania escalated again; MKHL was placed on alert on 27 June. On 21 August, these Heinkels were deployed forward to Debrecen airfield to safeguard a critical railway corridor. A peaceful settlement was reached shortly afterward at Vienna on 30 August; the Heinkels returned home within days.

By 1941 these aircraft were nominally assigned to defend Manfréd Weiss facilities but primarily served training roles. When Allied bombing raids began in spring of 1944, all Heinkels were unfit for flight and apparently destroyed during a major attack on Budapest-Ferihegy airport on 9 August.

In mid-1939—likely influenced by difficulties with Heinkel deliveries—plans emerged to shift production toward an indigenous design: the Weiss Manfréd WM-23 Ezüst Nyíl ("Silver Arrow"). Its wing design bore some resemblance to that of the Heinkel with elliptical planform and slight inverted-gull wings, though constructed of wooden structures covered with plywood rather than metal. The fuselage combined plywood skinning over a welded steel tube frame and utilized a Weiss Manfréd WM K-14B engine—a licensed version of the Gnome-Rhône Mistral-Major radial producing approximately 768 kW (1,030 hp). Armament included two upper cowling-mounted 12.7 mm Gebauer 1940.M GKM machine guns plus two wing-mounted eight-millimeter Gebauer models.

Thanks to its more powerful engine, performance tests showed that WM-23 outpaced the Heinkel significantly while exhibiting excellent acceleration and maneuverability. However, progress was slow due to Hungary’s relative inexperience in fighter development and technical challenges such as vibration problems requiring resolution. Only one prototype was completed before the program was terminated following its crash on 21 April 1942 caused by severe vibrations leading to an aileron failure. Instead of continuing WM-23 development efforts, focus shifted toward producing existing designs like the MÁVAG Héja and later adopting the Messerschmitt Bf 109G variant for frontline service.

Japan

The Imperial Japanese Navy acquired a total of twelve Heinkel He 112B-0 fighters, which they designated as both the Heinkel A7He1 and the Navy Type He Air Defense Fighter. These A7He1 aircraft were briefly operated during the Second Sino-Japanese War, but they were withdrawn from service prior to the attack on Pearl Harbor in December 1941, replaced by the Mitsubishi A6M Zero. Despite their retirement, the Allies mistakenly believed the A7He1 remained in Japanese use and consequently assigned it the reporting name Jerry during World War II.

Romania

File:He112FARR.jpg

A Heinkel He 112 painted in ARR Romanian colors at Focșani airport near the end of 1942.

Germany regarded Romania as a crucial source of war supplies, especially oil and grain. Throughout the mid-1930s, Germany intensified efforts to secure Romania as an ally through a combination of incentives and pressures—often described as a "carrot and stick" strategy. The incentives included favorable trade agreements covering various goods; by the late 1930s, approximately half of Romania's trade was with Germany. The pressures manifested in Germany supporting Romania's adversaries during regional disputes.

On 26 June 1940, the Soviet Union issued a 24-hour ultimatum demanding Romania return Bessarabia and surrender northern Bukovina, despite northern Bukovina never having been part of Russia. Germany’s ambassador advised Romania’s king to comply, which he did. Subsequently, in August, Bulgaria, with backing from both Germany and the Soviet Union, reclaimed southern Dobruja. Later that month, German and Italian foreign ministers met Romanian officials in Vienna to deliver an ultimatum requiring Romania to cede northern Transylvania to Hungary.

Romania's strategic position worsened as its regional allies were absorbed by Germany, while promises of support from larger powers like Britain and France proved hollow—evidenced by their inaction during the German-Soviet Invasion of Poland. Eventually, the king was deposed and replaced by a pro-German government.

Once firmly within Germany’s sphere of influence, Romania received strong support for military rearmament in anticipation of war. The primary focus was on modernizing its air force, the ARR. At that time, its fighter fleet comprised just over 100 Polish-built PZL P.11 aircraft—mainly P.11b models or locally produced f variants—and 30 more advanced PZL P.24E fighters. Although cutting-edge when acquired in the mid-1930s, these planes were outdated by 1940.

In April 1939, the ARR was offered Bf 109 fighters once German production demands were met; meanwhile, it could immediately receive 24 completed He 112Bs. Enthusiastically accepting this offer, Romania increased its order to 30 units.

Later that month, Romanian pilots traveled to Heinkel for conversion training on the He 112. The training progressed slowly due to the He 112’s advanced design compared to the PZL P.11. Upon completion, these pilots ferried their new aircraft back to Romania themselves. Deliveries—all B-1 or B-2 variants—occurred between July and October. Two aircraft were lost: one in a fatal training accident in Germany on 7 September and another that sustained minor landing damage during delivery but was repaired at SET facilities in Romania.

Upon arrival, these He 112s underwent competitive testing against the domestically designed IAR 80 prototype. The IAR 80 proved superior in nearly every aspect. Additionally, tests highlighted several shortcomings of the He 112, such as its underpowered engine and inadequate speed. Consequently, production orders for further He 112s were canceled while the IAR 80 entered immediate production.

By mid-September, enough He 112s had arrived to equip Escadrila (Squadrons) 10 and 11, which formed Grupul 5 vânãtoare (5th Fighter Group) within Flotila 1 Vânătoare (1st Fighter Flotilla) tasked with defending Bucharest. In October, these squadrons were renamed as the 51st and 52nd but remained part of the same group. Since these pilots had not undergone Heinkel training, they initially trained on Nardi FN.305 monoplanes before transitioning to He 112s; this process continued until spring 1940 when an additional He 112 B-2 was delivered to replace one lost previously.

During tensions with Hungary, Hungarian reconnaissance missions using Ju 86 and He 70 aircraft repeatedly violated Romanian airspace. Attempts by Romania’s slower PZL P.11 fighters from the 2nd Fighter Flotilla failed to intercept them effectively. To address this gap, six He 112s were deployed to Someșeni airfield near Cluj and another six to Nușfalău airfield to support operations in Transylvania.

On 28 August, a Romanian He 112 engaged and damaged a Hungarian Ca.135bis bomber under disputed circumstances. Hungarian sources claim their bomber was conducting training within Hungarian airspace when it was attacked by a Romanian fighter that intruded into Hungarian territory; despite damage sustained, it landed safely near Debrecen. This event provoked outrage among Hungarian aviators. Conversely, Romanian accounts state that Hungarian planes entered Romanian airspace first; during interception over Săcueni, Locotenent Nicolae Polizu-Micșunești fired upon the bomber with his cannon rounds forcing it down near Berveni north of Carei. The bomber crew—Captain Ghenos Janosz and Lieutenant Toldes Gyula—were captured.

When Germany prepared its invasion of the USSR in 1941, Romania joined forces aiming to reclaim territories lost earlier. The ARR’s Gruparea Aerienă de Luptă (Air Combat Group) operated alongside Luftflotte 4. Prior to hostilities commencing on June 22nd, Grupul 5 Vânãtoare relocated to Moldavia where about twenty-four Heinkels remained operational; three stayed at Pipera base undergoing repairs while two others had been lost in accidents; whereabouts of remaining aircraft are unclear. On June 15th they moved again to Foscani-North airfield in northern Moldavia.

At war’s outbreak on June 22nd, Heinkels took off at approximately 10:50 am supporting an attack by Potez 63 bombers from Grupul 2 bombardament targeting Soviet airfields at Bolgrad and Bulgãrica. Despite encountering some anti-aircraft fire over Bolgrad, their strike successfully destroyed several Soviet planes on the ground. However, near Bulgãrica they faced about thirty I-16 fighters while only twelve Heinkels were airborne for escort duty. The ensuing dogfight had mixed outcomes: Sublocotenent Teodor Moscu downed one I-16 still taking off and struck another during a head-on pass causing it to crash into the Danube River; Moscu’s aircraft sustained damage including punctured fuel tanks but he managed a safe landing at Bârlad airfield where repairs returned his plane to service. Among bombers involved in this mission, three out of thirteen were lost.

In subsequent days, Heinkels primarily conducted ground-attack sorties where their heavy armament was valued over aerial combat capabilities. Typical missions commenced before dawn with strafing runs on Soviet airbases followed later by search-and-destroy operations targeting artillery positions and rail transport.

Losses mounted rapidly—not mainly due to enemy action but because aircraft flew an average of three sorties daily without sufficient maintenance support—a logistical challenge affecting all ARR units at that time. By July 29th readiness reports indicated only fourteen flyable Heinkels with eight more repairable. Consequently, on August 13th aircraft from the depleted 52nd Squadron merged into the fully staffed 51st Squadron; personnel from the former joined with those flying IAR-80s in Squadron 42 before receiving new IAR-80 fighters themselves. An August evaluation criticized the Heinkel for its lack of power and slow speed once again.

The frontline role for the remaining Heinkels continued briefly with limited combat engagement until after Odessa fell on October 16th—the point at which Romanian offensive operations effectively ceased—and most aircraft were deemed surplus for front-line duties. Fifteen remained stationed at Odessa while others returned to Romania mainly for training purposes though records suggest minimal use thereafter. On November first, Squadron 51 relocated to Tatarka then back to Odessa on November twenty-fifth conducting coastal patrol missions throughout this period until returning to Pipera base on July first, 1942 when it stood down after a year-long deployment.

On July nineteenth one Heinkel conducted Romania’s first-ever night interception mission against Soviet bombers preparing nocturnal attacks on Bucharest; shortly thereafter Squadron 51 reequipped with Bf 110 night fighters becoming Romania's sole night fighter unit.

By 1943 the IAR-80 had become obsolete prompting ARR’s transition toward newer fighters such as the Bf 109G model. Meanwhile, surviving Heinkels found renewed purpose as advanced trainers under control of Corpul 3 Aerian (3rd Air Corps), given their inline engines and general configuration resembled newer German fighters facilitating pilot transition training. Several additional accidents destroyed some airframes during this period but they remained active in this capacity through late 1944—even after Romania switched allegiance joining Allied forces.

See also

Bibliography

• Bernád, Dénes. Heinkel He 112 in Action. Carrollton, Texas: Squadron/Signal Publications, 1996.
• Fleischer, Seweryn. Heinkel 112 (Wydawnictwo Militaria 164) (in Polish). Warszawa, Poland: Wydawnictwo Militaria, 2002. ISBN 83-7219-145-X.
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• Heinkel, Ernst. Stormy Life. Boston: E.P. Dutton, 1956.
• Hirsch, R.S. Heinkel 100, 112 (Aero Series 12). Fallbrook, California: Aero Publishers, 1967. ISBN 0-8168-0544-X.
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Further reading

• Arraez Cerda, Juan, Les Heinkel He 112 hongrois, Avions: Toute l'aéronautique et son histoire, April 1996, no. 37, pp. 7–13, (French), translated title: The Hungarian Heinkel He 112s
• Avram, Valeriu & Tudor, Vasile, Les Heinkel 112 roumains, Avions: Toute l'aéronautique et son histoire, May 1996, issue 38, pages 41–46, (French), translated title: The Romanian Heinkel He 112s
• Bernad, Dénes, Deux aspects méconnus de la carrière du Heinkel He 112, Avions: Toute l'aéronautique et son histoire, July 1996, no. 40, pp. 32–35, (French), translated title: Two Little-known Aspects of the Career of the Heinkel He 112
• Harvey, James, Sharks of the Air: Willy Messerschmitt and How He Built the World's First Operational Jet Fighter, Casemate, 2011, ISBN 978-1612000237
• Ledet, Michel, Le Heinkel He 112 (1^e partie), Avions: Toute l'aéronautique et son histoire, January 1996, issue 34, pp. 23–28 (French)
• Ledet, Michel, Le Heinkel He 112 (2^e partie), Avions: Toute l'aéronautique et son histoire, February 1996, no. 35, pages 8–15 (French)
• Ledet, Michel, Le Heinkel He 112 (3^e partie), Avions: Toute l'aéronautique et son histoire, March 1996, issue 36, pp. 7–13 (French)

External links

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