Heinkel He 111
He 111A-0
Ten aircraft built based on He 111V3, two used for trials at Rechlin, rejected by Luftwaffe, all 10 were sold to China. He 111B-0
Pre-production aircraft, similar to He 111A-0, but with DB600Aa engines. He 111B-1
Production aircraft as B-0, but with DB600C engines. Defensive armament consisted of a flexible Ikaria turret in the nose A Stand, a B Stand with one DL 15 revolving gun-mount and a C Stand with one MG 15. He 111B-2
As B-1, but with DB600GG engines, and extra radiators on either side of the engine nacelles under the wings. Later the DB 600Ga engines were added and the wing surface coolers withdrawn. He 111B-3
Modified B-1 for training purposes. He 111C-0
Six pre-production aircraft. He 111D
In late 1937, the D-1 series entered production. However, the DB 600Ga engine with 781 kW (1,047 hp) planned for this variant was instead allocated to Messerschmitt Bf 109 and Bf 110 production lines. Heinkel then opted to use Junkers Jumo engines, and the He 111 V6 was tested with Jumo 210 G engines, but was judged underpowered. However, the improved 745 kW (999 hp) Jumo 211 A-1 powerplant prompted the cancellation of the D series altogether and concentration on the design of the E series. He 111D-0
Pre-production aircraft with DB600Ga engines. He 111D-1
Production aircraft, only a few built. Notable for the installation of the FuG X, or FuG 10, designed to operate over longer ranges. Auxiliary equipment contained direction finding Peil G V and FuBI radio blind landing aids. He 111E
The pre-production E-0 series were built in small numbers. Fitted with Jumo 211 A-1 engines loaded with retractable radiators and exhaust systems. The variant could carry 1,700 kg (3,748 lb) of bombs giving it a take off weight of 10.300 kg (22,707 lbs). The development team for the Jumo 211 A-1 engines managed to increase engine power to 930 hp (690 kW), subsequently the He 111 E-1s bomb load capacity increased to 2,000 kg (4,410 lb) and a top speed of 242 mph (390 km/h). The E-1 variant with Jumo 211A-1 engines was developed in 1937, the He 111 V6 being the first production variant. The E-1 had its original powerplant, the DB 600 replaced with the Jumo 210 Ga engines. The more powerful Jumo 211 A-1 engines desired by the Ministry of Aviation were not yet ready for installation. Another trial aircraft, He 111 V10 (D-ALEQ) was to be fitted with two oil coolers necessary for the Jumo 211 A-1 installation. The E-1s came off the production line in February 1938, in time for a number of these aircraft to serve in the Condor Legion during the Spanish Civil War in March 1938. The RLM thought that because the E variant could outrun enemy fighters in Spain, there was no need to upgrade the defensive weaponry, which would prove to be a mistake in later years. The fuselage bomb bay used four bomb racks, in later versions eight modular standard bomb racks designed to carry one SC 250 kg (550 lb) bomb or four SC 50 kg (110 lb) bombs each in nose up orientation. These modular standard bomb racks were a common feature on the first generation of Luftwaffe bombers, but it turned out that they limited the ordnance selection to bombs of only two sizes. These racks were abandoned in later designs. The E-2 series was not produced, and was dropped in favour of producing the E-3 with only a few modifications, such as external bomb racks. Its design features were distinguished by improved FuG radio systems. The E-3 series was equipped with the Jumo 211 A-3 for the duration of the series which packed 1,100 hp (820 kW). The E-4 variant was fitted with external bomb racks also and the empty bomb bay space was filled with an 835 L (221 US gal) tank for aviation fuel and a further 115 L (30 US gal) oil tank. This increased the loaded weight but increased range to 1,800 km (1,130 mi). The modifications allowed the He 111 to perform both long- and short-range missions. The E-4s eight internal vertically aligned bomb racks could each carry a 250 kg (550 lb) bomb.[31] The last E Variant, the He 111 E-5, was powered by the Jumo 211 A-3, and retained the 835 L (221 US gal) fuel tank on the port side of the bomb bay. Only a few of the E-4 and E-5 were built. The RLM had acquired an interest in rocket boosters fitted for the sake of simplicity below the wings of a heavily loaded bomber to cut down the length of runway needed for takeoff. Once in the air the booster canisters would be jettisoned by parachute for reuse. The firm of Hellmuth Walter, at Kiel, handled this development. The first standing trials and tests flights of the Walter HWK 109-500 Starthilfe liquid-fueled boosters were held in 1937 at Neuhardenberg with test pilot Erich Warsitz at the controls of Heinkel He 111E bearing civil registration D-AMUE. He 111E-0
Pre-production aircraft, similar to B-0, but with Jumo 211 A-1 engines. He 111E-1
Production aircraft with Jumo 211 A-1 powerplants. Prototypes were powered by Jumo 210G as which replaced the original DB 600s. He 111E-2
Non production variant. No known variants built. Designed with Jumo 211 A-1s and A-3s. He 111E-3
Production bomber. Same design as E-2, but upgraded to standard Jumo 211 A-3s. He 111E-4
Half of 2,000 kg (4,410 lb) bomb load carried externally. He 111E-5
Fitted with several internal auxiliary fuel tanks. He 111F
The He 111 design quickly ran through a series of minor design revisions. One of the more obvious changes started with the He 111F models, which moved from the elliptical wing to one with straight leading and trailing edges, which could be manufactured more efficiently. The dimensions of the new design had a wing span of 22.6m (74 ft 1¾in) and an area of 87.60m² (942.90 ft). Heinkel's industrial capacity was limited and production was delayed. Nevertheless, 24 machines of the F-1 series were exported to Turkey. Another 20 of the F-2 variant were built. The Turkish interest, prompted by the fact the tests of the next prototype, He 111 V8, was some way off, prompted the Ministry of Aviation to order 40 F-4s with Jumo 211 A-3 engines. These machines were built and entered service in early 1938. This fleet was used as a transport group during the Demyansk Pocket and Battle of Stalingrad. At this time, development began on the He 111J. It was powered by the DB 600 and was intended as a torpedo bomber. As a result, it lacked an internal bomb bay and carried two external torpedo racks. The Ministry of Aviation gave an order for the bomb bay to be retrofitted; this variant became known as the J-1. In all but the powerplant, it was identical to the F-4. The final variant of the F series was the F-5, with bombsight and powerplants identical to the E-5. The F-5 was rejected as a production variant owing to the superior performance of the He 111 P-1. He 111F-0
Pre-production aircraft similar to E-5, but with a new wing of simpler construction with a straight rather than curved taper, and Jumo 211 A-1 engines. He 111F-1
Production bomber, 24 were exported to Turkey. He 111F-2
Twenty were built. The F-2 was based on the F-1, differing only in installation of optimised wireless equipment. He 111F-3
Planned reconnaissance version. Bomb release equipment replaced with RB cameras. It was to have Jumo 211 A-3 powerplants. He 111F-4
A small number of staff communications aircraft were built under this designation. Equipment was similar to the G-5. He 111F-5
The F-5 was not put into production. The already available on the P variant showed it to be superior. He 111G-0
Pre-production transportation aircraft built, featured new wing introduced on F-0. He 111G-3
Also known as V14, fitted with BMW 132Dc radial engines. He 111G-4
Also known as V16, fitted with DB600G engines. He 111G-5
Four aircraft with DB600Ga engines built for export to Turkey. He 111J
The He 111's low-level performance attracted the interest of the Kriegsmarine. The result was the He 111J, capable of carrying torpedoes and mines. However, the navy eventually dropped the program as they deemed the four-man crew too expensive in terms of manpower. The RLM nevertheless continued production of the He 111J-0. Some 90 (other sources claim 60) were built in 1938 and were then sent to Küstenfliegergruppe 806 (Coastal Flying Group). Powered by the DB 600G engines, it could carry a 2,000 kg (4,410 lb) payload. But few of the pre-production J-0s were fitted with the powerplant. Instead, the DB 600 was used, performance deteriorated and the torpedo bomber was not pursued. The J variants were used in training schools until 1944. Some J-1s were utilised used as test beds for Blohm & Voss L 10 (de) radio-guided air-to-ground torpedo missiles. He 111J-0
Pre-production torpedo bomber similar to F-4, but with DB600CG engines. He 111J-1
Production torpedo bomber, 90 built, but re-configured as a bomber. He 111L
Alternative designation for the He 111G-3 civil transport aircraft. He 111P-0
Pre-production aircraft featured new straight wing, new glazed nose, DB601Aa engines, and a ventral Bodenlafette gondola for gunner (rather than "dust-bin" on previous models). He 111P-1
Production aircraft, fitted with three MG 15s as defensive armament. He 111P-2
Had FuG 10 radio in place of FuG IIIaU. Defensive armament increased to five MG 15s. He 111P-3
Dual control trainer fitted with DB601 A-1 powerplants. He 111P-4
Fitted with extra armour, three extra MG 15s, and provisions for two externally mounted bomber racks. Powerplants consisted of DB601 A-1s. The internal bomb bay was replaced with an 835 L fuel tank and a 120 L oil tank.[42] Some H-4s were also fitted with Jumo 211H-1s. He 111P-5
The P-5 was a pilot trainer. Some 24 examples were built. The variant was powered by DB 601A engines. He 111P-6
Some of the P-6s were powered by the DB 601N engines. The Messerschmitt Bf 109 received these engines, as they had greater priority. He 111P-6/R2
Equipped with /Rüstsätz 2 field conversions later in war of surviving aircraft to glider tugs. He 111P-7
Never built. He 111P-8
Its existence and production is in doubt. He 111P-9
It was intended for export to the Hungarian Air Force, by the project founder for lack of DB 601E engines. Only a small number were built, and were used in the Luftwaffe as towcraft.
He 111H in flight.
[Source: Bundesarchiv]
He 111H-0
Pre-production aircraft similar to P-2 but with Jumo 211A-1 engines, pioneering the use of the Junkers Jumo 211 series of engines for the H-series as standard. He 111H-1
Production aircraft. Fitted with FuG IIIaU and later FuG 10 radio communications. He 111H-2
This version was fitted with improved armament. Two D Stands (waist guns) in the fuselage giving the variant some five MG 15 Machine guns. He 111H-3
Similar to H-2, but with Jumo 211 A-3 engines. Like the H-2, five MG 15 machine guns were standard. One A Stand MG FF cannon could be installed in the nose and an MG 15 could be installed in the tail unit. He 111H-4
Fitted with Jumo 211D engines, late in production changed to Jumo 211F engines, and two external bomb racks. Two PVC 1006L racks for carrying torpedoes could be added. He 111H-5
Similar to H-4, all bombs carried externally, internal bomb bay replaced by fuel tank. The variant was to be a longer range torpedo bomber. He 111H-6
Torpedo bomber, could carry two LT F5b torpedoes externally, powered by Jumo 211F-1 engines, had six MG 15s and one MG FF cannon in forward gondola. He 111H-7
Designed as a night bomber. Similar to H-6, tail MG 17 removed, ventral gondola removed, and armoured plate added. Fitted with Kuto-Nase barrage balloon cable-cutters. He 111H-8
The H-8 was a rebuild of H-3 or H-5 aircraft, but with balloon cable-cutting fender. The H-8 was powered by Jumo 211D-1s. He 111H-8/R2
Equipped with /Rüstsätz 2 field conversion of H-8 into glider tugs, balloon cable-cutting equipment removed. He 111H-9
Based on H-6, but with Kuto-Nase balloon cable-cutters. He 111H-10
Similar to H-6, but with 20 mm MG/FF cannon in ventral gondola, and fitted with Kuto-Nase balloon cable-cutters. Powered by Jumo 211 A-1s or D-1s. He 111H-11
Had a fully enclosed dorsal gun position and increased defensive armament and armour. The H-11 was fitted with Jumo 211 F-2s. He 111H-11/R1
As H-11, but equipped with /Rüstsätz 1 field conversion kit, with two 7.92 mm (.312 in) MG 81Z twin-gun units at waist positions. He 111H-11/R2
As H-11, but equipped with /Rüstsätz 2 field conversion kit, for conversion to a glider tug. He 111H-12
Modified to carry Hs 293A missiles, fitted with FuG 203b Kehl transmitter, and ventral gondola deleted. He 111H-14
Pathfinder, fitted with FuG FuMB 4 Samos and FuG 16 radio equipment. He 111H-14/R1
Glider tug version. He 111H-15
The H-15 was intended as a launch pad for the Blohm & Voss BV 246. He 111H-16
Fitted with Jumo 211 F-2 engines and increased defensive armament of MG 131 machine guns, twin MG 81Zs, and a MG FF cannon. He 111H-16/R1
As H-16, but with MG 131 in power-operated dorsal turret. He 111H-16/R2
As H-16, but converted to a glider tug. He 111H-16/R3
As H-16, modified as a pathfinder. He 111H-18
Based on H-16/R3, was a pathfinder for night operations. He 111H-20
Defensive armament similar to H-16, but some aircraft feature power-operated dorsal turrets. He 111H-20/R1
Could carry sixteen paratroopers, fitted with jump hatch. He 111H-20/R2
Was a cargo carrier and glider tug. He 111H-20/R3
Was a night bomber. He 111H-20/R4
Could carry twenty 50 kg (110 lb) SC 50 bombs. He 111H-21
Based on the H-20/R3, but
with Jumo 213 engines. He 111H-22
Re-designated and modified H-6, H-16, and H-21's used to air launch V1 flying-bombs. He 111H-23
Based on H-20/Rüstsätz 1 (/R1) field conversion kit, but with Jumo 213 A-1 engines. He 111R
High altitude bomber project. He 111U
A spurious designation applied for propaganda purposes to the Heinkel He 119 high-speed reconnaissance bomber design which set an FAI record in November 1937. True identity only becomes clear to the Allies after World War II. He 111Z Zwilling
The He 111Z Zwilling was a design that entailed the mating of two He 111s. The design was originally conceived to tow the Messerschmitt Me 321 glider. Initially, four He 111 H-6s were modified. This resulted in an aircraft with two fuselages and five engines. They were tested at Rechlin in 1941, and the pilots rated them highly. A batch of 10 were produced and five were built from existing H-6s. The machines were joined by a center wing formed by two sections 6.15 m (20 ft) in length. The powerplants were five Junkers Jumo 211F engines producing 1,000 kW (1,340 hp) each. The total fuel capacity was 8,570 L (2,260 US gal). This was increased by adding of four 600 L (160 US gal) drop tanks. The He111Z could tow a Gotha Go 242 glider or Me 321 for up to 10 hours at cruising speed. It could also remain airborne if the three central powerplants failed. The He 111 Z-2 and Z-3 were also planned as heavy bombers carrying 1,800 kg (3,970 lb) of bombs and having a range of 4,000 km (2,500 mi). The ETC installations allowed for a further four 600 L (160 US gal) drop tanks to be installed. The He 111 Z-2 could carry four Henschel Hs 293 anti-ship missiles, which were guided by the FuG 203b Kehl III missile control system. With this load, the He 111Z had a range of 1,094 km (680 mi) and a speed of 314 km/h (195 mph). The maximum bombload was 7,200 kg (15,870 lb). To increase power, the five Jumo 211F-2 engines were slated to be fitted with Hirth TK 11 superchargers. Onboard armament was the same as the He 111H-6, with the addition of one 20 mm MG 151/20 in a rotating gun-mount on the center section. The layout of the He 111Z had the pilot and his controls in the port fuselage only. The controls themselves and essential equipment were all that remained in the starboard section. The aircraft had a crew of seven; a pilot, first mechanic, radio operator and gunner in the port fuselage, and the observer, second mechanic and gunner in the starboard fuselage. The Z-3 was to be a reconnaissance version and would have had additional fuel tanks, increasing its range to 6,000 km (3,730 mi). Production was due to take place in 1944, just as bomber production was being abandoned. The long-range variants obvioulsly failed to come to fruition. The He 111Z was to have been used in an invasion of Malta in 1942 and as part of an airborne assault on the Soviet cities of Astrakhan and Baku in the Caucasus in the same year. During the Battle of Stalingrad their use was cancelled due to insufficient airfield capacity. Later in 1943, He111Zs helped evacuate German equipment and personnel from the Caucasus region, and during the Allied invasion of Sicily, attempted to deliver reinforcements to the island. During operations, the He 111Z did not have enough power to lift a fully loaded Me 321. Some He 111s were supplemented by rocket pods for extra takeoff thrust, but this was not a fleet-wide action. Two rockets were mounted beneath each fuselage and one underneath each wing. This added 500 kg (1,100 lb) in weight. The pods were then released by parachute after takeoff. The He 111Z's operational history was minimal. One such machine was caught by RAF fighter aircraft over France on 14 March 1944. The He 111Z was towing a Gotha Go 242, and was shot down. Eight were shot down or destroyed on the ground in 1944. He 111Z-1
Two He 111airframes coupled together by a new central wing panel possessing a fifth Jumo 211 engine, used as a glider tug for Messerschmitt Me 321. He 111Z-2
Long-range bomber variant based on Z-1. He 111Z-3
Long-range reconnaissance variant based on Z-1. CASA 2.111
The Spanish company CASA also produced a number of heavily modified He 111s under licence for indigenous use. These models were designated CASA 2.111 and served until 1973. Army Type 98 Medium Bomber
Evaluation and proposed production of the He 111for the Imperial Japanese Army Air Service
Ten aircraft built based on He 111V3, two used for trials at Rechlin, rejected by Luftwaffe, all 10 were sold to China. He 111B-0
Pre-production aircraft, similar to He 111A-0, but with DB600Aa engines. He 111B-1
Production aircraft as B-0, but with DB600C engines. Defensive armament consisted of a flexible Ikaria turret in the nose A Stand, a B Stand with one DL 15 revolving gun-mount and a C Stand with one MG 15. He 111B-2
As B-1, but with DB600GG engines, and extra radiators on either side of the engine nacelles under the wings. Later the DB 600Ga engines were added and the wing surface coolers withdrawn. He 111B-3
Modified B-1 for training purposes. He 111C-0
Six pre-production aircraft. He 111D
In late 1937, the D-1 series entered production. However, the DB 600Ga engine with 781 kW (1,047 hp) planned for this variant was instead allocated to Messerschmitt Bf 109 and Bf 110 production lines. Heinkel then opted to use Junkers Jumo engines, and the He 111 V6 was tested with Jumo 210 G engines, but was judged underpowered. However, the improved 745 kW (999 hp) Jumo 211 A-1 powerplant prompted the cancellation of the D series altogether and concentration on the design of the E series. He 111D-0
Pre-production aircraft with DB600Ga engines. He 111D-1
Production aircraft, only a few built. Notable for the installation of the FuG X, or FuG 10, designed to operate over longer ranges. Auxiliary equipment contained direction finding Peil G V and FuBI radio blind landing aids. He 111E
The pre-production E-0 series were built in small numbers. Fitted with Jumo 211 A-1 engines loaded with retractable radiators and exhaust systems. The variant could carry 1,700 kg (3,748 lb) of bombs giving it a take off weight of 10.300 kg (22,707 lbs). The development team for the Jumo 211 A-1 engines managed to increase engine power to 930 hp (690 kW), subsequently the He 111 E-1s bomb load capacity increased to 2,000 kg (4,410 lb) and a top speed of 242 mph (390 km/h). The E-1 variant with Jumo 211A-1 engines was developed in 1937, the He 111 V6 being the first production variant. The E-1 had its original powerplant, the DB 600 replaced with the Jumo 210 Ga engines. The more powerful Jumo 211 A-1 engines desired by the Ministry of Aviation were not yet ready for installation. Another trial aircraft, He 111 V10 (D-ALEQ) was to be fitted with two oil coolers necessary for the Jumo 211 A-1 installation. The E-1s came off the production line in February 1938, in time for a number of these aircraft to serve in the Condor Legion during the Spanish Civil War in March 1938. The RLM thought that because the E variant could outrun enemy fighters in Spain, there was no need to upgrade the defensive weaponry, which would prove to be a mistake in later years. The fuselage bomb bay used four bomb racks, in later versions eight modular standard bomb racks designed to carry one SC 250 kg (550 lb) bomb or four SC 50 kg (110 lb) bombs each in nose up orientation. These modular standard bomb racks were a common feature on the first generation of Luftwaffe bombers, but it turned out that they limited the ordnance selection to bombs of only two sizes. These racks were abandoned in later designs. The E-2 series was not produced, and was dropped in favour of producing the E-3 with only a few modifications, such as external bomb racks. Its design features were distinguished by improved FuG radio systems. The E-3 series was equipped with the Jumo 211 A-3 for the duration of the series which packed 1,100 hp (820 kW). The E-4 variant was fitted with external bomb racks also and the empty bomb bay space was filled with an 835 L (221 US gal) tank for aviation fuel and a further 115 L (30 US gal) oil tank. This increased the loaded weight but increased range to 1,800 km (1,130 mi). The modifications allowed the He 111 to perform both long- and short-range missions. The E-4s eight internal vertically aligned bomb racks could each carry a 250 kg (550 lb) bomb.[31] The last E Variant, the He 111 E-5, was powered by the Jumo 211 A-3, and retained the 835 L (221 US gal) fuel tank on the port side of the bomb bay. Only a few of the E-4 and E-5 were built. The RLM had acquired an interest in rocket boosters fitted for the sake of simplicity below the wings of a heavily loaded bomber to cut down the length of runway needed for takeoff. Once in the air the booster canisters would be jettisoned by parachute for reuse. The firm of Hellmuth Walter, at Kiel, handled this development. The first standing trials and tests flights of the Walter HWK 109-500 Starthilfe liquid-fueled boosters were held in 1937 at Neuhardenberg with test pilot Erich Warsitz at the controls of Heinkel He 111E bearing civil registration D-AMUE. He 111E-0
Pre-production aircraft, similar to B-0, but with Jumo 211 A-1 engines. He 111E-1
Production aircraft with Jumo 211 A-1 powerplants. Prototypes were powered by Jumo 210G as which replaced the original DB 600s. He 111E-2
Non production variant. No known variants built. Designed with Jumo 211 A-1s and A-3s. He 111E-3
Production bomber. Same design as E-2, but upgraded to standard Jumo 211 A-3s. He 111E-4
Half of 2,000 kg (4,410 lb) bomb load carried externally. He 111E-5
Fitted with several internal auxiliary fuel tanks. He 111F
The He 111 design quickly ran through a series of minor design revisions. One of the more obvious changes started with the He 111F models, which moved from the elliptical wing to one with straight leading and trailing edges, which could be manufactured more efficiently. The dimensions of the new design had a wing span of 22.6m (74 ft 1¾in) and an area of 87.60m² (942.90 ft). Heinkel's industrial capacity was limited and production was delayed. Nevertheless, 24 machines of the F-1 series were exported to Turkey. Another 20 of the F-2 variant were built. The Turkish interest, prompted by the fact the tests of the next prototype, He 111 V8, was some way off, prompted the Ministry of Aviation to order 40 F-4s with Jumo 211 A-3 engines. These machines were built and entered service in early 1938. This fleet was used as a transport group during the Demyansk Pocket and Battle of Stalingrad. At this time, development began on the He 111J. It was powered by the DB 600 and was intended as a torpedo bomber. As a result, it lacked an internal bomb bay and carried two external torpedo racks. The Ministry of Aviation gave an order for the bomb bay to be retrofitted; this variant became known as the J-1. In all but the powerplant, it was identical to the F-4. The final variant of the F series was the F-5, with bombsight and powerplants identical to the E-5. The F-5 was rejected as a production variant owing to the superior performance of the He 111 P-1. He 111F-0
Pre-production aircraft similar to E-5, but with a new wing of simpler construction with a straight rather than curved taper, and Jumo 211 A-1 engines. He 111F-1
Production bomber, 24 were exported to Turkey. He 111F-2
Twenty were built. The F-2 was based on the F-1, differing only in installation of optimised wireless equipment. He 111F-3
Planned reconnaissance version. Bomb release equipment replaced with RB cameras. It was to have Jumo 211 A-3 powerplants. He 111F-4
A small number of staff communications aircraft were built under this designation. Equipment was similar to the G-5. He 111F-5
The F-5 was not put into production. The already available on the P variant showed it to be superior. He 111G-0
Pre-production transportation aircraft built, featured new wing introduced on F-0. He 111G-3
Also known as V14, fitted with BMW 132Dc radial engines. He 111G-4
Also known as V16, fitted with DB600G engines. He 111G-5
Four aircraft with DB600Ga engines built for export to Turkey. He 111J
The He 111's low-level performance attracted the interest of the Kriegsmarine. The result was the He 111J, capable of carrying torpedoes and mines. However, the navy eventually dropped the program as they deemed the four-man crew too expensive in terms of manpower. The RLM nevertheless continued production of the He 111J-0. Some 90 (other sources claim 60) were built in 1938 and were then sent to Küstenfliegergruppe 806 (Coastal Flying Group). Powered by the DB 600G engines, it could carry a 2,000 kg (4,410 lb) payload. But few of the pre-production J-0s were fitted with the powerplant. Instead, the DB 600 was used, performance deteriorated and the torpedo bomber was not pursued. The J variants were used in training schools until 1944. Some J-1s were utilised used as test beds for Blohm & Voss L 10 (de) radio-guided air-to-ground torpedo missiles. He 111J-0
Pre-production torpedo bomber similar to F-4, but with DB600CG engines. He 111J-1
Production torpedo bomber, 90 built, but re-configured as a bomber. He 111L
Alternative designation for the He 111G-3 civil transport aircraft. He 111P-0
Pre-production aircraft featured new straight wing, new glazed nose, DB601Aa engines, and a ventral Bodenlafette gondola for gunner (rather than "dust-bin" on previous models). He 111P-1
Production aircraft, fitted with three MG 15s as defensive armament. He 111P-2
Had FuG 10 radio in place of FuG IIIaU. Defensive armament increased to five MG 15s. He 111P-3
Dual control trainer fitted with DB601 A-1 powerplants. He 111P-4
Fitted with extra armour, three extra MG 15s, and provisions for two externally mounted bomber racks. Powerplants consisted of DB601 A-1s. The internal bomb bay was replaced with an 835 L fuel tank and a 120 L oil tank.[42] Some H-4s were also fitted with Jumo 211H-1s. He 111P-5
The P-5 was a pilot trainer. Some 24 examples were built. The variant was powered by DB 601A engines. He 111P-6
Some of the P-6s were powered by the DB 601N engines. The Messerschmitt Bf 109 received these engines, as they had greater priority. He 111P-6/R2
Equipped with /Rüstsätz 2 field conversions later in war of surviving aircraft to glider tugs. He 111P-7
Never built. He 111P-8
Its existence and production is in doubt. He 111P-9
It was intended for export to the Hungarian Air Force, by the project founder for lack of DB 601E engines. Only a small number were built, and were used in the Luftwaffe as towcraft.
He 111H in flight.
[Source: Bundesarchiv]
Pre-production aircraft similar to P-2 but with Jumo 211A-1 engines, pioneering the use of the Junkers Jumo 211 series of engines for the H-series as standard. He 111H-1
Production aircraft. Fitted with FuG IIIaU and later FuG 10 radio communications. He 111H-2
This version was fitted with improved armament. Two D Stands (waist guns) in the fuselage giving the variant some five MG 15 Machine guns. He 111H-3
Similar to H-2, but with Jumo 211 A-3 engines. Like the H-2, five MG 15 machine guns were standard. One A Stand MG FF cannon could be installed in the nose and an MG 15 could be installed in the tail unit. He 111H-4
Fitted with Jumo 211D engines, late in production changed to Jumo 211F engines, and two external bomb racks. Two PVC 1006L racks for carrying torpedoes could be added. He 111H-5
Similar to H-4, all bombs carried externally, internal bomb bay replaced by fuel tank. The variant was to be a longer range torpedo bomber. He 111H-6
Torpedo bomber, could carry two LT F5b torpedoes externally, powered by Jumo 211F-1 engines, had six MG 15s and one MG FF cannon in forward gondola. He 111H-7
Designed as a night bomber. Similar to H-6, tail MG 17 removed, ventral gondola removed, and armoured plate added. Fitted with Kuto-Nase barrage balloon cable-cutters. He 111H-8
The H-8 was a rebuild of H-3 or H-5 aircraft, but with balloon cable-cutting fender. The H-8 was powered by Jumo 211D-1s. He 111H-8/R2
Equipped with /Rüstsätz 2 field conversion of H-8 into glider tugs, balloon cable-cutting equipment removed. He 111H-9
Based on H-6, but with Kuto-Nase balloon cable-cutters. He 111H-10
Similar to H-6, but with 20 mm MG/FF cannon in ventral gondola, and fitted with Kuto-Nase balloon cable-cutters. Powered by Jumo 211 A-1s or D-1s. He 111H-11
Had a fully enclosed dorsal gun position and increased defensive armament and armour. The H-11 was fitted with Jumo 211 F-2s. He 111H-11/R1
As H-11, but equipped with /Rüstsätz 1 field conversion kit, with two 7.92 mm (.312 in) MG 81Z twin-gun units at waist positions. He 111H-11/R2
As H-11, but equipped with /Rüstsätz 2 field conversion kit, for conversion to a glider tug. He 111H-12
Modified to carry Hs 293A missiles, fitted with FuG 203b Kehl transmitter, and ventral gondola deleted. He 111H-14
Pathfinder, fitted with FuG FuMB 4 Samos and FuG 16 radio equipment. He 111H-14/R1
Glider tug version. He 111H-15
The H-15 was intended as a launch pad for the Blohm & Voss BV 246. He 111H-16
Fitted with Jumo 211 F-2 engines and increased defensive armament of MG 131 machine guns, twin MG 81Zs, and a MG FF cannon. He 111H-16/R1
As H-16, but with MG 131 in power-operated dorsal turret. He 111H-16/R2
As H-16, but converted to a glider tug. He 111H-16/R3
As H-16, modified as a pathfinder. He 111H-18
Based on H-16/R3, was a pathfinder for night operations. He 111H-20
Defensive armament similar to H-16, but some aircraft feature power-operated dorsal turrets. He 111H-20/R1
Could carry sixteen paratroopers, fitted with jump hatch. He 111H-20/R2
Was a cargo carrier and glider tug. He 111H-20/R3
Was a night bomber. He 111H-20/R4
Could carry twenty 50 kg (110 lb) SC 50 bombs. He 111H-21
Based on the H-20/R3, but
with Jumo 213 engines. He 111H-22
Re-designated and modified H-6, H-16, and H-21's used to air launch V1 flying-bombs. He 111H-23
Based on H-20/Rüstsätz 1 (/R1) field conversion kit, but with Jumo 213 A-1 engines. He 111R
High altitude bomber project. He 111U
A spurious designation applied for propaganda purposes to the Heinkel He 119 high-speed reconnaissance bomber design which set an FAI record in November 1937. True identity only becomes clear to the Allies after World War II. He 111Z Zwilling
The He 111Z Zwilling was a design that entailed the mating of two He 111s. The design was originally conceived to tow the Messerschmitt Me 321 glider. Initially, four He 111 H-6s were modified. This resulted in an aircraft with two fuselages and five engines. They were tested at Rechlin in 1941, and the pilots rated them highly. A batch of 10 were produced and five were built from existing H-6s. The machines were joined by a center wing formed by two sections 6.15 m (20 ft) in length. The powerplants were five Junkers Jumo 211F engines producing 1,000 kW (1,340 hp) each. The total fuel capacity was 8,570 L (2,260 US gal). This was increased by adding of four 600 L (160 US gal) drop tanks. The He111Z could tow a Gotha Go 242 glider or Me 321 for up to 10 hours at cruising speed. It could also remain airborne if the three central powerplants failed. The He 111 Z-2 and Z-3 were also planned as heavy bombers carrying 1,800 kg (3,970 lb) of bombs and having a range of 4,000 km (2,500 mi). The ETC installations allowed for a further four 600 L (160 US gal) drop tanks to be installed. The He 111 Z-2 could carry four Henschel Hs 293 anti-ship missiles, which were guided by the FuG 203b Kehl III missile control system. With this load, the He 111Z had a range of 1,094 km (680 mi) and a speed of 314 km/h (195 mph). The maximum bombload was 7,200 kg (15,870 lb). To increase power, the five Jumo 211F-2 engines were slated to be fitted with Hirth TK 11 superchargers. Onboard armament was the same as the He 111H-6, with the addition of one 20 mm MG 151/20 in a rotating gun-mount on the center section. The layout of the He 111Z had the pilot and his controls in the port fuselage only. The controls themselves and essential equipment were all that remained in the starboard section. The aircraft had a crew of seven; a pilot, first mechanic, radio operator and gunner in the port fuselage, and the observer, second mechanic and gunner in the starboard fuselage. The Z-3 was to be a reconnaissance version and would have had additional fuel tanks, increasing its range to 6,000 km (3,730 mi). Production was due to take place in 1944, just as bomber production was being abandoned. The long-range variants obvioulsly failed to come to fruition. The He 111Z was to have been used in an invasion of Malta in 1942 and as part of an airborne assault on the Soviet cities of Astrakhan and Baku in the Caucasus in the same year. During the Battle of Stalingrad their use was cancelled due to insufficient airfield capacity. Later in 1943, He111Zs helped evacuate German equipment and personnel from the Caucasus region, and during the Allied invasion of Sicily, attempted to deliver reinforcements to the island. During operations, the He 111Z did not have enough power to lift a fully loaded Me 321. Some He 111s were supplemented by rocket pods for extra takeoff thrust, but this was not a fleet-wide action. Two rockets were mounted beneath each fuselage and one underneath each wing. This added 500 kg (1,100 lb) in weight. The pods were then released by parachute after takeoff. The He 111Z's operational history was minimal. One such machine was caught by RAF fighter aircraft over France on 14 March 1944. The He 111Z was towing a Gotha Go 242, and was shot down. Eight were shot down or destroyed on the ground in 1944. He 111Z-1
Two He 111airframes coupled together by a new central wing panel possessing a fifth Jumo 211 engine, used as a glider tug for Messerschmitt Me 321. He 111Z-2
Long-range bomber variant based on Z-1. He 111Z-3
Long-range reconnaissance variant based on Z-1. CASA 2.111
The Spanish company CASA also produced a number of heavily modified He 111s under licence for indigenous use. These models were designated CASA 2.111 and served until 1973. Army Type 98 Medium Bomber
Evaluation and proposed production of the He 111for the Imperial Japanese Army Air Service
Sources:
Gunston, Bill & Wood, Tony - Hitler's Luftwaffe
, 1977, Salamander Books Ltd., London
WikiPedia - Heinkel He 111
Gunston, Bill & Wood, Tony - Hitler's Luftwaffe
, 1977, Salamander Books Ltd., LondonWikiPedia - Heinkel He 111
