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===French campaign===
===French campaign===
The [[French Campaign]] opened on 10 May 1940. The He 111 ''Geschwader'' encountered scattered and uncoordinated Allied fighter resistance over the [[Netherlands]] and [[Belgium]]. On 14 May 1940 He 111s of KG 54 undertook the [[Rotterdam Blitz]] in which large portions of the city were destroyed after the 111s had dropped some 100 tons of bombs. The Dutch surrendered early the following morning.<ref>Mackay 2003, p. 53.</ref> Most units suffered light to moderate losses in the early stages. The exception was KG 27 which suffered the heaviest losses of the He 111 ''Geschwader'' over the French sectors. By the end of the first day seven He 111s were missing, two were written off and five damaged.<ref>Mackay 2003, pp. 56-57.</ref> The He 111s supported the dash to the [[English Channel]] and helped defeat the French forces at [[Sedan]], the Allied counter-offensive at the [[Battle of Arras]] and assisted German siege forces during the [[Battle of Dunkirk]]. During the Sedan breakthrough 3,940 sorties were flown against French positions by German bomber formations, the bulk of which were equipped with the He 111. The result was a French collapse that made the pincer move of ''[[Fall Gelb]]'' possible.<ref>Hooton Vol 1 2007, p. 65.</ref>
The [[French Champagne]] opened on 10 May 1940. The He 111 ''Geschwader'' encountered scattered and uncoordinated Allied fighter resistance over the [[Netherlands]] and [[Belgium]]. On 14 May 1940 He 111s of KG 54 undertook the [[Rotterdam Blitz]] in which large portions of the city were destroyed after the 111s had dropped some 100 tons of bombs. The Dutch surrendered early the following morning.<ref>Mackay 2003, p. 53.</ref> Most units suffered light to moderate losses in the early stages. The exception was KG 27 which suffered the heaviest losses of the He 111 ''Geschwader'' over the French sectors. By the end of the first day seven He 111s were missing, two were written off and five damaged.<ref>Mackay 2003, pp. 56-57.</ref> The He 111s supported the dash to the [[English Channel]] and helped defeat the French forces at [[Sedan]], the Allied counter-offensive at the [[Battle of Arras]] and assisted German siege forces during the [[Battle of Dunkirk]]. During the Sedan breakthrough 3,940 sorties were flown against French positions by German bomber formations, the bulk of which were equipped with the He 111. The result was a French collapse that made the pincer move of ''[[Fall Gelb]]'' possible.<ref>Hooton Vol 1 2007, p. 65.</ref>
The He 111 with its heavier bomb load was also tasked with the destruction of the French rail network in the [[Reims]] and [[Amiens]] regions. Their attacks were instrumental in preventing French reinforcements and retreats. Any French counter against the German forces left flank was impossible as a result.<ref>Mackay 2003, pp. 60-63.</ref> With the conclusion of ''Fall Gelb'' the He 111 units prepared for ''[[Fall Rot]]''. Some 600 He 111s and Do 17s took part in ''Operation Paula'' which was aimed at the final destruction of French air power in and aroun [[Paris]]. The resulting combats and bombing destroyed what remained of the ''[[Armee de l'Air]]''. From that point He 111 losses were light, with occasional exceptions.<ref>Mackay 2003, pp. 62-64.</ref> The He 111 had performed well. Though losses were substantially higher than in any campaign before it. This was mainly due to its light defensive. armament. This would be exposed during the Battle of Britain.
The He 111 with its heavier bomb load was also tasked with the destruction of the French rail network in the [[Reims]] and [[Amiens]] regions. Their attacks were instrumental in preventing French reinforcements and retreats. Any French counter against the German forces left flank was impossible as a result.<ref>Mackay 2003, pp. 60-63.</ref> With the conclusion of ''Fall Gelb'' the He 111 units prepared for ''[[Fall Rot]]''. Some 600 He 111s and Do 17s took part in ''Operation Paula'' which was aimed at the final destruction of French air power in and aroun [[Paris]]. The resulting combats and bombing destroyed what remained of the ''[[Armee de l'Air]]''. From that point He 111 losses were light, with occasional exceptions.<ref>Mackay 2003, pp. 62-64.</ref> The He 111 had performed well. Though losses were substantially higher than in any campaign before it. This was mainly due to its light defensive. armament. This would be exposed during the Battle of Britain.


Revision as of 01:48, 8 January 2009

He 111
Role Medium bomber
Manufacturer Heinkel Flugzeugwerke
First flight 24 February 1935
Introduction 1935
Retired 1945 (Luftwaffe)
Primary user Luftwaffe
Produced 1935 – 1944
Number built 7,300 estimated
Variants CASA 2.111

The Heinkel He 111 was a German aircraft designed by Siegfried and Walter Günter in the early 1930s in violation of the Treaty of Versailles. Often described as a "Wolf in sheep's clothing", it masqueraded as a transport aircraft, but its purpose was to provide the Luftwaffe with a fast medium bomber. Due to this it is perhaps the most famous symbol of the German bomber force (Kampfwaffe) due its distinctive "Greenhouse" nose. The Heinkel became the most numerous and primary Luftwaffe bomber during the early stages of the Second World War. It faired well in all the early campaigns suffering modest losses until the Battle of Britain, when its weak defensive armament left it exposed. Nevertheless, as a combat aircraft it proved capable of sustaining heavy damage and remaining airborne. As the war progressed the He 111 took on the mantle of "workhorse", and was used in a variety of roles on every front in the European Theatre throughout the war. It was used in every conceivable role; as a strategic bomber during the Battle of Britain, a torpedo bomber during the Battle of the Atlantic, a medium bomber and a transport aircraft on the Western Front, Eastern Front and Mediterranean and North African Fronts. Despite being constantly upgraded it became obsolete during the latter part of the war. But the failure of the Luftwaffe to design and produce a worthy successor meant the He 111 continued to be produced until 1944, when piston-engined bomber production was largely halted, in favour of fighter aircraft.

The design of the Heinkel endured after the war in the CASA 2.111. Its airframe was produced in Spain under license by Construcciones Aeronáuticas SA. The design differed significantly in powerplant only. The Heinkel's descendant continued in service until 1973, when it was retired.

Design

Wolf in sheep's clothing

He 111 production in 1939

In the early 1930s, Ernst Heinkel decided to build the world's fastest passenger plane, a lofty goal met by more than a little skepticism by the German aircraft industry and its newly evolving political leadership. Heinkel entrusted the development to Siegfried and Walter Günter, fairly new to the company and untested.

The aircraft was superior to the already fast Lockheed 9 Orion that their design was competing against. The first example of their soon-to-be-famous Heinkel He 70 Blitz (“Lightning”) rolled off the line in 1932 and immediately started breaking records. In its normal four-passenger version, its speed reached 234 mph (380 km/h), even though it was powered by only a single 600 hp (447 kW) BMW VI engine.[1] The elliptical wing, which the Günther brothers had already used in the Bäumer Sausewind sports plane before they joined Heinkel, became a feature in many subsequent designs the brothers developed. The design immediately garnered the interest of the Luftwaffe, which was looking for an aircraft with dual bomber/transport capabilities for military service.[2]

The future Heinkel He 111 was a more powerful twin-engine version of the Blitz, producing an aircraft that had many of the Blitz's features, including its elliptical inverted gull wing, small rounded control surfaces, and BMW engines. With location of the engines the only notable change in appearance, the new He 111 design was often called the Doppel-Blitz (“Double Lightning”). The appearance of the Dornier Do 17 had raised the bar even higher, and now that it had displaced the He 70, Heinkel needed a twin-engine design to match their competitors.[1]

The only difference besides the double powerplant system was the fuselage length, which was extended by 11.7 metres to just over 57 feet (from 38ft 4.5 inches). The wingspan was also expanded to 74ft (22.6m), an increase of some 26ft.[1]

Basic design

The design of the He 111A-L initially had a conventional stepped cockpit. The introduction of the P variant meant that the He 111P and following production variants would be fitted with a fully glazed nose. The stepped cockpit now merged into the glaze nose which housed the pilot, bomb aimer, and navigator.[3]

The fuselage contained two major bulkheads. The cockpit was at the front of the first bulkhead The nose was fitted with a rotating machine gun mounting which was off-set to allow the pilot a better field of forward vision. The cockpit was fully glazed, with the exception of the lower right section which acted as a platform for the bomb aimer/gunner to be positioned. The bomb sight penetrated through the cockpit floor into a protective "housing" cover on the external side of the cockpit area.[3]

Between the forward and rear bulk head was the bomb-bay, which was constructed with a double-frames to strengthen it for carrying the bomb load. The space between the bomb-bay and rear bulkhead was used up by radio equipment and contained the dorsal and ventral gunners positions. The rear bulkhead itself contained a hatch which lead to the rest of the fuselage which was held together by a series of stringers.[3]

Inside Wk Nr 701152 He 111 H-20. Looking forward to the first bulkhead from the position of the ventral gunners position. The control column and cockpit glazing is visible in the central background

The wings leading edges were swept back to a point inline with the engine naclles while the trailing edges were angled forward slightly. The wing contained two 700 litre fuel tanks between the inner wing main spars, while at the head of the man spare the oil coolers were fitted. Between the outer spares a second pair of reserve fuel tanks were located carrying an individual capacity of 910 litres of fuel.[3] The trailing outer edges were formed by the ailerons and flaps, which were met by smooth wing tips which curved forward into the leading edge. The outer leading edge sections were installed in the shape of a curved "strip nosed" rib, which was positioned ahead of the main spar. Most of the interior ribs were not solid, with the exception of the ribs located between the rear main spar and the flap and ailerons. This was of solid construction, though even they had lighting holes.[3]

The control systems also had some innovations. The control column was centrally placed and the pilot sat on the port side of the cockpit. The column had a extension arm fitted and had the ability to be swung over to the starboard side in case the pilot was incapacitated. The control instruments were located above the pilots head in the ceiling which allowed viewing and did not block the pilots vision.[4] The fuel instruments were electrified. The He 111 used the inner fuel tanks closest to the wing root. The outer tanks acted as reserve tanks. The pilot would be alerted to the fuel level when the tank had 100 litres left. A manual pump was available in case of electrical or power failure, but the delivery rate of just 4.5 litres demanded that the pilot fly at the lowest possible speed and just below 10,000 feet. Fortunately the He 111 responded handled well at low speeds.[4]

Test flight

The first He 111 flew on 24 February 1935, and was piloted by Chief Test Pilot Gerhard Nitschke. Nitschke had ben ordered not to land at the company's factory airfield at Rostock-Marienehe, but at Rechlin, as the runway at the factory was considered too small. He ignored ths orders and landed back at Marienehe. He said that the He 111 performed slow manoeuvres well and that there was no danger of overshooting the runway.[5] By the end of 1935 prototypes V2-V4 had been produced under civilian registrations D-ALIX, D-ALES and D-AHAO. D-ALES became the first prototype of the He 111A-1. On 10 January 1936, and received recognition as the "fastest aircraft in the world", as its speed exceeded 250 mph.[6] However this was incorrect, the fastest aircraft at that time was Macchi M.C.72 which broke the record in 1934. The design would have achieved a greater total speed had the DB 600 engines of 1,000hp been added.[2]

Test flights of captured variants

During the war test pilot Eric Brown evaluated many Luftwaffe aircraft. Among them was a He 111H-1 of Kampfgeschwader 26 which force landed at the Firth of Forth on 9 February 1940. Brown described his impression of the He 111s unique greenhouse nose:

The overall impression of space within the cockpit area and the great degree of visual sighting afforded by the plexiglass panelling were regarded as positive factors, with one important provision in relation to weather conditions. Should either bright sunshine or rainstorms be encountered, the pilot's visibility could be damgerously compromised either by glare throwback or lack of good sighting.[7]

Taxiing was easy and was only complicated by rain, when the pilot had to slide back the window panel and look out to establish direction. On take off Brown reported very little "swing" and the aircraft was well balanced. On landing Brown noted that approach speed should be above 90mph and should be held until touch down. This was to avoid a tendency by the He 111 to drop a wing, especially on the port side.[7]

Early variants

He 111 A - D

A formation of He 111Hs, circa 1940-41

The first prototype, He 111 V1 (W.Nr. 713, D-ADAP), first flew from Rostock-Marienehe on 24 February 1935.[8] It was followed by the civilian-equipped V2 and V4 in May 1935. The V2 (W.Nr. 715, D-ALIX) used the bomb bay as a four-seat "smoking compartment", with another six seats behind it in the rear fuselage. V2 entered service with Lufthansa in 1936, along with five newly-built versions known as the He 111 C.

The initial reports from the test pilot, Gerhard Nitschke, were favourable. It flight performance and handling were impressive although it dropped its wing in the stall. As a result the passenger variants had their wings reduced from 25 to 23 metres. The military aircraft, the V1, V3 and V5 spanned just 22.6 metres[8].

The first prototypes were underpowered, as they were equipped with 578 hp BMW VI 6.0 six-cylinder in-line engines. This was eventually increased to 999 hp with the fitting of the DB (Daimler-Benz) 600 engines into the V5, which became the prototype of the "B" series.[8]

Only ten He 111 A-0 models based on the V3 were built, but they proved to be underpowered and were eventually sold to China. The type had been lengthened by 1.2 metres due to the added 7.92 mm MG 15 machine gun in the nose. Another gun position was installed on top of the fuselage, and another in a ventral position, which could retract. The bomb compartment was divided into two compartments and could carry 1,500 lbs of bombs. The problem with these additions was that the weight of the aircraft reached 8,200kg. The He 111's performance was seriously reduced; in particular, the BMW VI 6.0 Z engines were not now powerful enough. The increased length also altered the 111's aerodynamic strengths and reduced its excellent handling on takeoffs and landings.[9] The crews found the aircraft difficult to fly, and its top speed was reduced significantly. Production was shut down after the pilots reports reached the RLM. However, a Chinese delegation was visiting Germany and they considered the He 111 A-0 fit for their needs and purchased seven machines.[10]

The first He 111B made its maiden flight in the autumn of 1936. After improvements, the Reichsluftfahrtministerium (RLM—Air Ministry) ordered 300 He 111B-1s; the first were delivered in January 1937. The B-2 variant had its engines upgraded to the supercharged 850 hp DB 600C, or in some cases, the 925 hp 600G. The B-2 began to roll off the production lines at the Heinkel works in Oranienburg in 1937.[11] In late 1937, the D-1 series entered production. However, the DB600Ga engine with 1,047 hp planned for this variant was instead allocated to the Bf 109 and Bf 110 production lines. Heinkel then opted to use Jumo engines, and the He 111 V6 was tested with Jumo 210 G engines, but was vastly underpowered. However, the improved 999 hp Jumo 211 A-1 powerplant prompted the cancellation of the D series altogether and concentration on the design of the E series.[12]

He 111 E

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. In a way, the positive performance influenced later variants. The Luftwaffe believed that because the E variant could outrun enemy fighters, there was no need to upgrade the defensive weaponry, which would prove a mistake from the Battle of Britain onward. The fuselage bomb bay used four bomb racks, in later versions eight modular standard bomb racks designed to carry one SC 250, 250 kg bomb or four SC50, 50 kg bombs each in nose up orientation (which resulted in the bombs doing a flip as they were dropped out of the aircraft). These modular standard bomb racks were a common feature on the first generation of Luftwaffe bombers (including the Junkers Ju 52), but it turned out that they limited the ordnance selection to bombs of only two sizes. Since they had to be built strongly enough to carry heavy bombs without contributing to the structural integrity of the aircraft, these racks were abandoned in later designs. The E-3 series was produced with only a few modifications, such as external bomb racks.

He 111E of the Condor Legion. Note the early variants conventional "stepped" cockpit

The E-4 variant was fitted with external bomb racks also and the empty bombay space was filled with a 835 litre tank for aviation fuel and a further 115 litre oil tank. This increased the loaded weight to nearly 11 tons, but increased its range to 1,800 km (1,125 miles). The modifications allowed the He 111 to perform both long and short range missions.[13]

He 111 F

The He 111 design quickly ran though a series of minor design versions to fix one sort of problem or another. One of the more obvious changes started with the He 111 F models, which moved from the elliptical wing to one with straight leading and trailing edges, which could be manufactured more efficiently. The thirty machines of the F-1 series, fitted with DB 600 engines, were exported to Turkey. The Turkish interest, prompted by the fact the tests of the next prototype, He 111 V8, was some way off, prompted the RLM t 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.[14] At this time, development began on the He 111 J. 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 RLM 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.[12]

He 111 J

The He 111's low-level performance attracted the interest of the Kriegsmarine. The navy believed the He 111 would make an excellent torpedo bomber, and as a result, the He 111 J was produced. The J was capable of carrying torpedoes and mines. The Kriegsmarine eventually dropped the program as they deemed the four man crew too expensive in terms of manpower. The RLM however, had progressed too far with the development, and continued to build the He 111 J-0. Some 90 were built in 1938 and were then sent to Küstenfliegergruppe 806.[15]

He 111 P

He 111P dropping bombs over Poland, September 1939

The He 111 P incorporated the updated Daimler-Benz DB 601 and featured a newly designed nose section, including an asymmetric Ikaria nose mounting for an MG 15 machine gun that replaced the 'stepped' cockpit with a roomier and aerodynamically favourable glazed "dome" over the front of the aircraft. These improvements allowed the aircraft to reach 475 km/h at 5000 m and a cruise speed of 370 km/h, although a full bombload reduced this figure to 300 km/h.[12] The design was implemented in 1937 because pilot reports indicated problems with visibility. [12] The pilot's seat could actually be elevated, with the pilot's eyes above the level of the upper glazing, complete with a small pivoted windscreen panel, to get the pilot's head above the level of the top of the "glass tunnel" for a better forward view for take-offs and landings.

The new design was powered by the DB 601 Ba engine with 1,175 PS and reduced the length of the aircraft by 1.1 metres.[12] The He 111Ps DB601 powerplant exhaust pipes had a second outlet on the top of the engine which pumped hot air back into the aircraft to warm crews.[16].It was designated as P-0, and the first production lines reached their units in the autumn of 1938. In May 1939 the P-1 and P-2 went into service with improved radio equipment. The P-2, like the later P-4 was given stronger armour and two MG 15 machine guns on either side of the fuselage and two external bomb racks.[12]

Many of the He 111 Ps served during the Polish Campaign. With the Junkers Ju 88 experiencing technical difficulties, the He 111 and the Dornier Do 17 formed the backbone of the Kampfwaffe. On 1 September 1939, Luftwaffe records indicate the Heinkel strength at 705 (along with 533 Dorniers).[17]

The P-6 variant was the last production model of the He 111 P series. In 1940, the RLM abandoned further production of the P series in favour of the H versions, mostly because the P-series' Daimler-Benz engines were sorely needed for Messerschmitt Bf 109 and Bf 110 fighter production. The remaining P-6s were redesignated P-6/R2s and used as heavy glider tugs.[18]

Later variants

He 111H, the main variant

The H variant of the He 111 series was more widely produced and saw more action during the Second World War than any other Heinkel variant. Owing to the uncertainty surrounding the delivery and availability of the DB 601 engines, Heinkel began tests with the 1,100 hp (820 kW) Junkers Jumo 211 powerplants. The somewhat larger size and greater weight of the Jumo 211 engines were unimportant considerations for a twin engine design, and the Jumo was used on almost all early-war bomber designs. When the Jumo was fitted to the P model it became the He 111 H.

He 111H on a torpedo training exercise, 10 October 1941

The He 111H-1 was fitted with a standard set of three MG MG 15 machine guns and eight SC 250kg or 32 SC 50kg. The same armament was used in the H-2 which started production in August 1939.[19] The P-series was gradually replaced on the eve of war with the new the H-2, powered by improved Jumo 211 A-3 engines of 1,100hp.[19] A count on 2 September 1939 revealed that the Luftwaffe had a total of 787 He 111s in service, with 705 combat ready, including 400 H-1 and H-2s that had been produced in a mere four months.[20] Production of the H-3, powered by the 1,200 hp Jumo 211 D-1, began in October 1939.The experiences during the Polish Campaign lead to an increase in defensive armament. MG 17s were fitted whenever possible and the number of machine guns was increased to seven. Normally one MG would be installed in the nose, one in the ventral position, dorsal position and one in each waist window position. The two waist positions received an additional MG 15 or 17. On some Heinkels a permanent belt-fed MG 17 was installed in the tail.[19]

After the Battle of Britain, smaller scale production of the H-4s began. The H-4 was virtually identical to the He 111P-4 with the DB 600s swapped for the Jumo 211D-1s.[21] This variant also differed from the H-3 in that could either carry 2,000 kg of bombs internally or mount one or two external racks to carry one 1,800 kg or two 1,000 kg bombs. As these external racks blocked the internal bomb bay doors, a combination of internal and external storage was not possible. The H-5 series followed in February 1941, with heavier defensive armament.[22] A PVR 1006L bomb rack was fitted externally and a 835 litre fuel tank added. The PVR 1006L was capable of carrying a SC1,000kg bomb. Some H-4s had their PVC racks modified to drop torpedoes.[21]Later modifications enabled the PVC 1006 to carry a 2,500kg "Max" bomb. But 1,000kg "Hermann" or 1,800kg "Satans" were used more widely.[23] Some H-3 and H-4s were equipped with barrage balloon cable cutting equipment in the shape of cutter installations forward of the engines and cockpit. They were designated H-8, but later named H8/R2. These aircraft were difficult to fly and the production stopped. The H-6 initiated some all around improvements in design. The Jumo 211 F-1 engine of 1,350 hp increased its speed while the defensive armament was upgraded with one MG FF in the nose position, one MG 15 in the ventral Gun turret, and in each of the fuselage side windows (optional). Some H-6 variants carried tail-mounted MG 17 defensive armament.[24]

In the summer of 1942, the H-11, based on the H-3 was introduced. With the H-11, the Luftwaffe had at its disposal a powerful medium bomber with heavier armour and revised defensive armament. The 7.92mm drum-fed MG 15 was replaced with a belt-fed 13mm MG 131 in the now fully enclosed dorsal position (B-Stand); the gunner in the latter was now protected with armored glass. The single MG 15 in the ventral C-Stand was also replaced, with a belt-fed 7.92mm Mauser MG 81Z twin-barelled machine gun with much higher rate of fire. The beam positions originally retained the single MG 15s, but the H-11/R1 replaced these with twin MG 81Z as well; this latter arrangement was standardized in November 1942. The port internal ESAC bomb racks could be removed, and an 835 liter (220.6 gallon) fuel tanks installed in its place.[25] Many H-11s were equipped with a new PVC rack under the fuselage, which carried five 250 kg (551.1 lbs) bombs. Additional armor plating was fitted around crew spaces, some of it on the lower fuselage and could be jettisoned in emergency situations. Powerplants were consisted of two 1340 HP Junkers Jumo 211F-2 engines, allowing this variant to carry a 2,000 kg (4409.2 lbs) payload to a range of 2340 km (1,454 miles). Heinkel built 230 new aircraft of this type and converted 100 H-3s to H-11s by the summer of 1943.[25]

The third large-scale production standard model of the He 111H was the H-16, entering production in late 1942. Armament was as on the H-11, with some differences. The 2cm Rheinmetall MG FF was deleted, as the H-16s were seldom employed on low-level missions, was replaced with a single 13mm Rheinmetall MG 131 heavy machine gun in a flexible installation in the nose (A-Stand). On some aircraft, designated He 111H-16/R1, the dorsal position was replaced by DL 131 electrically-powered turret, armed with a 13mm MG 131. The two beam and the aft ventral positions were provided with 7.92mm Mauser MG 81Z twin-barelled machine guns, as on the H-11. The two 1340 Jumo 211 F-2 provided a maximum speed of 434 km/h (270 mph) at 6,000 m (19,685 feet); cruising speed was 390 km/h (242 mph), service ceiling was 8500 m (27,900 feet).[26] FuG 10P, FuG 16, FuBl Z and APZ 6 were fitted for communication and navigation at night, while some aircraft received the FuG 101a radar altimeter. The H-16 retained its eight ESAC internal bomb cells; four bomb cells, as on previous versions could be replaced by a fuel tank to increase range. ETC 2000 racks could be installed over the bomb cell openings for external weapons carriage. Empty weight was 6,900 kg (15,211 lbs) and 14,000 kg (30,864 lbs) full loaded for take off. German factories built 1,155 H-16s between the end of 1942 and the end of 1943; in addition, 280 H-6s and 35 H-11s were updated to H-16 standard.[26]

Tha last major production variant was the H-20, which entered into production in early 1944. It was powered by two 1750 HP Junkers Jumo 213E-1 engines, turning three bladed, Junkers VS 11 wooden variable pitch propellers. Heinkel and its licenses built 550 H-20s through the summer of 1944, while 586 H-6s were upgraded to H-20 standard.[27]

One of the most interesting variants was a glider tug, the He 111 Z, standing for Zwilling or twin. It was built from two 111 H-6s joined together with a connecting wing and a fifth engine and used to tow the giant Messerschmitt Me 321 or tow Gotha Go 242 gliders. Ten He 111 Zs were built, and all served until destroyed.

At 14,000 kg take-off weight (carrying 2,000 kg of bombs internally), the He 111H achieved a top speed of 405 km/h at 6 km, improving to 435 km/h without the bomb load and at 50% fuel load. Still, this was considerably slower than the newer Junkers Ju 88 which entered service in 1940, so the He 111 was gradually withdrawn from the bomber role. The He 111 became a jack-of-all-trades as the war progressed, carrying out missions not even imagined when the war started.

Nevertheless, the He 111 had to be kept in production until 1944 because the RLM failed to provide a successor: the He 177 Greif heavy bomber was plagued by engine problems, and the Bomber B program was eventually abandoned. The vast majority of the 7,300 He 111s produced would be the H models, largely identical to the first H introduced in 1939.

He 111Z

The He 111Z was a design that enatailed the merging of two He 111s. The design was originally conceived to tow the Messerschmitt Me 321 glider. Initially four He 111H-6s were modified. This resulted in a twin-fuselage, five-engined aircraft. They were tested at Rechlin, and the pilots rated them highly.[28] A batch of ten were entered into production and five were built from existing H-6s. The machines were joined by a centre wing formed by two sections 6.15 metres in length. The powerplants were five Jumo 211F engines at 1,340 hp each. Total fuel capacity was 8.250 litres. It could two a Gotha Go 242 glider or Me 321 for up to ten hours at cruising speed. It could also keep airborne if the three centralised powerplants failed. The He 11Z-2s and Z-3s were also planned as heavy bombers carrying 1,800kg of bombs and having a range of 4,000 km. The Z-3 was to be a reconnaissance version and was to have additional fuel tanks increasing its range to 6,000km. Production was due to take place in 1944, just as bomber production was being abandoned. The long-range variant designs failed to come to fruition.[29] 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 Astrakhan and Baku in the caucus in the same year. During the Battle of Stalingrad their use was cancelled due to insufficient airfield capacity. Later in 1943 it helped evacuate German equipment and personnel from the Caucasus region and during the Allied invasion of Sicily attempted to deliver reinforcements to the island.[30]

List of variants

  • He 111 A-0: 10 aircraft built based on He 111 V3, two used for trials at Rechlin, rejected by Luftwaffe all 10 were sold to China.
  • He 111 B-0: Pre-production aircraft, similar to He 111 A-0, but with DB600Aa engines.
  • He 111 B-1: Production aircraft as B-0, but with DB600C engines, and defensive armament of three 7.92 mm MG 15.
  • He 111 B-2: As B-1, but with DB600G engines, and extra radiators on either side of the engine nacelles under the wings.
  • He 111 C-0: Six pre-production aircraft build.
  • He 111 D-0: Pre-production aircraft with DB600Ga engines.
  • He 111 D-1: Production aircraft, only a few built.
  • He 111 E-0: Pre-production aircraft, similar to B-0, but with Jumo 211A-1 engines.
  • He 111 E-1: Production aircraft up to 2,000 kg bomb load.
  • He 111 E-3: Production bomber.
  • He 111 E-4: Half of 2,000 kg bomb load carried externally.
  • He 111 E-5: Fitted with several internal auxiliary fuel tanks.
  • He 111 F-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 211A-3 engines.
  • He 111 F-1: Production bomber, small number build for export to Turkey.
  • He 111 F-4: Production bomber for use with Luftwaffe.
  • He 111 G-0: Pre-production transportation aircraft built, featured new wing introduced on F-0.
  • He 111 G-3: Also known as V14, fitted with BMW 132Dc radial engines.
  • He 111 G-4: Also known as V16, fitted with DB600G engines.
  • He 111 G-5: Four aircraft with DB600Ga engines built for export to Turkey.
  • He 111 J-0: Pre-production torpedo bomber similar to F-4, but with DB600CG engines.
  • He 111 J-1: Production torpedo bomber, 90 built, but re-configured as a bomber.
  • He 111 L: Alternative designation for the He 111G-3 civil transport aircraft.
  • He 111 P-0: Pre-production aircraft featured new straight wing, new glazed nose, Db601Aa engines, and a ventral gondola for gunner (rather than ‘dust-bin’ on pervious models.)
  • He 111 P-1: Production aircraft, fitted with three 7.92 mm MG 15 for defensive armament.
  • He 111 P-2: Had FuG 10 radio in place of FuG III.
  • He 111 P-3: Dual control trainer.
  • He 111 P-4: Fitted with extra armour, three extra MG 15’s, and provisions for two externally mounted bomber racks.
  • He 111 P-6: Fitted with DB 601N engines.
  • He 111 P-6/R2: Conversions later in war of surviving aircraft to glider tugs.
  • He 111 H-0: Pre-production aircraft similar to P-2 but with Jumo 211 engines.
  • He 111 H-1: Production aircraft.
  • He 111 H-2: This version was fittwed with improved armament.
  • He 111 H-3: Similar to P-4, but with Jumo 211A-3 engines.
  • He 111 H-4: Fitted with Jumo 211D engines, late in production changed to Jumo 211F engines, and two external bomb racks.
  • He 111 H-5: Similar to H-4, all bombs carried externally, internal bomb bay replaced by fuel tank
  • He 111 H-6: Torpedo bomber, could carry two LT F5b torpedoes externally, powered by Jumo 211F-1 engines, had six MG 15’s and one MG/FF 20 mm cannon in forward gondola.
  • He 111 H-8: Similar to H-3 or H-5 aircraft, but with balloon-cable cutting fender.
  • He 111 H-8/R2: Conversion of H-8 into glider tugs, balloon-cutting equipment removed.
  • He 111 H-10: Similar to H-6, but with 20 mm MG/FF in ventral gondola, and fitted with Kuto-Nase balloon-cable-cutters.
  • He 111 H-11: Had a fully enclosed dorsal gun position and increased defensive armament and armour.
  • He 111 H-11/R1: As H-11, but with two MG 81Z twin-gun units at beam positions.
  • He 111 H-11/R2: As H-11, but converted to a glider tug.
  • He 111 H-12: Modified for carry Hs 293A missiles, fitted with FuG 203b Kehl transmitter, and ventral gondola deleted.
  • He 111 H-14: Pathfinder, fitted with FuG Samos and FuG 351 Korfu radio equipment.
  • He 111 H-14/R1:Glider tug version.
  • He 111 H-15: Torpedo bomber.
  • He 111 H-16: Fitted with Jumo 211F-2 engines and increased defensive armament of 13 mm MG 131’s, twin 7.92 mm MG 81Z’s, and a 20 mm MG/FF cannon.
  • He 111 H-16/R1: As H-16, but with 13 mm MG131 in power operated dorsal turret.
  • He 111 H-16/R2: As H-16, but converted to a glider tug.
  • He 111 H-16/R3: As H-16, modified as a pathfinder.
  • He 111 H-18: Based on H-16/R3, was a pathfinder for night operations.
  • He 111 H-20: Defensive armament similar to H-16, but some aircraft feature power operated dorsal turrets.
  • He 111 H-20/R1: Could carry 16 paratroopers, fitted with jump hatch.
  • He 111 H-20/R2: Was a cargo carrier and glider tug.
  • He 111 H-20/R3: Was a night bomber.
  • He 111 H-20/R4: Could carry 20 50 kg bombs.
  • He 111 H-21: based on the H-20/R3, but with Jumo 213E-1 engines.
  • He 111 H-22: Re-designated and modified H-6, H-16, and H-21’s used to air launch V-1 flying-bombs.
  • He 111 H-23: Based on H-20/R1, but with Jumo 213A-1 engines.
  • He 111 R: High altitude bomber project.
  • He 111 Z-1: Two He 111 airframes coupled together by a fifth engine, used a glider tug for Me 321.
  • He 111 Z-2: Long-range bomber project based on Z-1.
  • He 111 Z-3: Long-range reconnaissance project based on Z-1.
CASA 2.111
The Spanish company CASA also produced a number of heavily modified He 111s under license for indigenous use. These models were designed CASA 2.111 and served until 1975.

Operational history

Polish campaign

Five He 111 Geschwader were committed to the German invasion of Poland. Kampfgeschwader 1, Kampfgeschwader 4, Kampfgeschwader 26, Kampfgeschwader 27 and Kampfgeschwader 53. All, with the exception of KG 4 were committed to Luftflotte 1 under the command of Generalfeldmarschall Albert Kesselring. KG 4 operated under Luftflotte 4.[31] The He 111 provided medium-high altitude interdiction and ground support missions for the German Army. The He 111 participated in the Battle of the Bzura when the Polish Army Poznań and Army Pomorze were virtually destroyed by aerial assault.[32] It also participated extensively in the Siege of Warsaw. During the campaign the Luftwaffe had anticipated that its bombers would be able to defend themselves adequately. PZL P.11s "for all their limited firepower and aerodynamic limitations, were capable of handing out severe punishment when able to engage the bombers without interference".[33]

Norwegian campaign

The Heinkel formed the backbone of the Kampfwaffe in Operation Weserübung, the invasions of Denmark and Norway. KG 4, KG26 and KGr 100 were committed. The occupation of Denmark took less than 24 hours with minimal casualties and no aerial losses. The He 111s first task along with the Luftwaffe in general was to offset British Naval superiority in the North Sea. He 111s of KG 26 were to support the German Naval Task Force of the Heavy cruiser Blücher, heavy cruiser Lützow, light cruiser Emden, three E-Boats and eight minesweepers with 2,000 men to Oslo. KG 26 were unable to prevent the sinking of Blücher at the Battle of Drøbak Sound by the Oscarsborg Fortress. KG 26 focused on Drøbak since the other strong points were taken. Delivering a shower of SC 250kg bombs the Norwegians capitulated.[34] Heinkel He 111s of KG 26 helped Junkers Ju 88s of KG 30 damage the battleship HMS Rodney and sink the destroyer HMS Gurkha on 9 April.[35] With most of the country secure the He 111s participated in the Battles of Narvik and anti shipping missions against Allied reinforcements being brought to Norway by sea in May-June 1940.

French campaign

The French Champagne opened on 10 May 1940. The He 111 Geschwader encountered scattered and uncoordinated Allied fighter resistance over the Netherlands and Belgium. On 14 May 1940 He 111s of KG 54 undertook the Rotterdam Blitz in which large portions of the city were destroyed after the 111s had dropped some 100 tons of bombs. The Dutch surrendered early the following morning.[36] Most units suffered light to moderate losses in the early stages. The exception was KG 27 which suffered the heaviest losses of the He 111 Geschwader over the French sectors. By the end of the first day seven He 111s were missing, two were written off and five damaged.[37] The He 111s supported the dash to the English Channel and helped defeat the French forces at Sedan, the Allied counter-offensive at the Battle of Arras and assisted German siege forces during the Battle of Dunkirk. During the Sedan breakthrough 3,940 sorties were flown against French positions by German bomber formations, the bulk of which were equipped with the He 111. The result was a French collapse that made the pincer move of Fall Gelb possible.[38] The He 111 with its heavier bomb load was also tasked with the destruction of the French rail network in the Reims and Amiens regions. Their attacks were instrumental in preventing French reinforcements and retreats. Any French counter against the German forces left flank was impossible as a result.[39] With the conclusion of Fall Gelb the He 111 units prepared for Fall Rot. Some 600 He 111s and Do 17s took part in Operation Paula which was aimed at the final destruction of French air power in and aroun Paris. The resulting combats and bombing destroyed what remained of the Armee de l'Air. From that point He 111 losses were light, with occasional exceptions.[40] The He 111 had performed well. Though losses were substantially higher than in any campaign before it. This was mainly due to its light defensive. armament. This would be exposed during the Battle of Britain.

Battle of Britain

Luftflotte 2 and Luftflotte 3 committed 34 Gruppen to the camapign over Britain. Fifteen of them were equipped with the He 111. The remainder were mixed Do 17 and Ju 88 units.[41] The He 111 and Ju 88 were equal in performance in all but speed, in which the Ju 88 was faster. The Do 17 was also faster, but lacked the heavy bomb load capabilities of the Ju 88 and He 111[41]. During the Battle of Britain the He 111 was to fare better than the Ju 88. The Heinkels ability to take heavy punishment was one of its strengths. However The battle highlighted the need for heavier armament and effective protection by the Messerschmitt Bf 109 and Messerschmitt Bf 110 units if losses were to be kept to sustainable levels.[41].

A He 111H variant abandoned in North Africa circa 1942-43. The picture highlights the vulnerability of the "greenhouse" nose layout. With most of the vital crew concentrated close together, an accurrate burst of fire could bring the bomber down

The concentration of most of the crew in the glass nose made the He 111 vulnerable to concentrated fire from a head-on attack. The first recorded engagement of the He 111 over Britain during this particular campaign occurred on 11 July 1940 when three He 111s were lost in this fashion. The "puny" defensive armament was also to blame for the eight He 111H-4s lost by KG 26 on 15 August.[41]

The advantages won in July and August were destroyed by the switch of strategy to bombing British cities (known as the Blitz) on 7 September 1940. The He 111 was now being asked to perform in the role of the strategic bomber, something it had not been intended for. Despite this, the He 111 carried enough destructive power to cause severe damage to strategic targets; the de Havilland Mosquito factory near Bristol was devastated by Kampfgeschwader 53 on 30 August. A month later, the Woolston factory was destroyed largely by He 111s of Kampfgeschwader 55 on 26 September; the factory had been producing the Supermarine Spitfire. This attack forced the factory's closure and dispersal, though the disruption to production was, at that time, not as serious as it would have been in July/August 1940.[42]

He 111s were fitted with the Knickebein during the Blitz, leading to the Battle of the Beams. This system was intended to increase the navigational ability of the He 111. Several aircraft using this system were needlessly risked over London in nuisance raids in the winter 1939/40. One was shot down on 13 February 1940 but the crew were killed and the aircraft was lost over the North Sea. The Knickebein was later upgraded to the X-Gerät. This was expected to increase the precision to the extent that it could target individual buildings. Eventually, the Y-Gerät was introduced, as an enhanced version of the previous X system.[16] On 3 November 1940 the RAF had a chance to evaluate a He 111 with the equipment. The bomber had landed along the coast and was partially submerged. A Royal Navy captain who arrived claimed command of the salvage operation as he was a superior rank to the attending Army Officer. The captain insisted the He 111 be towed to deeper water before hoisting it up. The ropes snapped and the He 111 sank. The machine was eventually pulled out, but the salt water had got into its Gerät system.[16]

The Luftwaffe tried to attack industrial, transport and civilian targets simultaneously but failed to do so. Even so the He 111 contributed to the Birmingham Blitz,Bristol Blitz, Barrow Blitz, Coventry Blitz, Liverpool Blitz, Plymouth Blitz and Southampton Blitz which caused severe damage. Some of these targets were obscured by cloud, but the equipped X-Gerät Heinkels inflicted heavy damage. However the British countered its use with decoy sites to attract the attention of bombers and the "Meacon" system, which disrupted Luftwaffe beacon transmissions.[16]

242 He 111s were destroyed during the course of the battle, a total substantially lower than the 303 Ju 88s destroyed. The Dornier Do 17s losses in the Battle of Britain amounted to 132 machines destroyed, the lowest losses of the three German bomber types.[43]

Balkans campaign

The campaign against Yugoslavia and Greece lasted only three weeks, but the He 111 played a key role in it. On 6 April 1941 He 111s attached to Luftflotte 4 participated in the Bombing of Belgrade. After the brief advance and conquest of Greece the He 111 also supported Axis forces in the Battle of Crete, sustaining light losses. During this period it also participated in the Siege of Malta and conducted bombing raids against Egypt and the Suez Canal.[44] Kampfgeschwader 4 delivered the lion's share of the raids in May-June 1941 against coastal targets including Alexandria and suffered the loss of six aircraft and five crews.[45]

Middle East and North Africa

The Rashid Ali Rebellion and resulting Anglo-Iraqi War saw the Luftwaffe committ 4.staffel.II./KG 4 He 111s to the Iraqi Nationalists cause. Painted in Iraqi markings their stay was very brief. Due to the Iraqi collapse the Staffel was with drawn on 31 May 1941, just 17 days after its arrival.[46] The Italian failures during the initial rounds of the North African Campaign forced the Wehrmacht to reinforce the Axis forces in North Africa which led to a 28 month campaign. The He 111 along with the Ju 88 took on deep offensive bombing operations from the very beginning. In January 1941 a number of Kampfgeschwaders carried out raids against the Royal Navy and Allied convoys. KG 26 was the first unit to be used in this capacity. Some of the early raids were costly despite the lack opposition. On night of 17/18 January 12 of KG 26s machines set out to bomb Benghazi, eight were lost after running out of fuel. Successes were frequent and the minesweeper HMS Huntley and the freighter Huntley were sunk.[47] During the Balkans conflict and following attack on the Soviet Union, most of the bomber operations in the theatre fell to the Ju 88 and Junkers Ju 87 equipped units. The He 111s returned during the winter of 1941/42 during the stalemate on the Soviet-German front. Most of the He 111 units were withdrawn by June 1941 to the soon to be Eastern Front. Throughout 1941-1942, the He 111 assisted in the attempt to starve Malta into surrender. With most of RAF Fighter Command concentrated on the Channel Front, the He 111s and the Luftwaffe came close to achieving this by gradually strangling the sea supply routes and forcing a partial collapse of British sea power in the central Mediterranean Sea. The Allied forces on Malta were reportedly considering surrender as late as November 1942. It was not until later that month the attacks ceased and the siege was lifted.[48]

Battle of the Atlantic

Eastern front

Operators

Military operators

 Bulgaria
 China
 Czechoslovakia
 Germany
 Hungary
 Romania
Slovakia Slovakia
Spain Spanish State
 Turkey
 United Kingdom
  • Royal Air Force Operated various captured variants in the unit "RAFWAFFE" during and after the war.
 United States

Civil operators

 Germany
 Romania
  • Unknown civilian user operated one converted bomber.

Survivors

He 111, Werknr. 701152, RAF Hendon, London. This H-20, built in 1944, was modified to drop paratroops (Fallschirmjäger)
The He 111P-2, Wk Nr 1526, built in 1939

Only three original German built He 111 survivors are on display or stored in museums around the world (not including major sections)[50]:

  • He 111E-3 series (Wk Nr 2940) with the 'conventional' cockpit is on display at Museo del Aire, Madrid, Spain, having served in the Condor Legion.
  • A mostly complete He 111P-2 (Wk Nr 1526), is on display at the Norwegian Air Force Museum at Gardermoen.[50]
  • A He 111H-20, Wk Nr 701152, is on display at the RAF Museum Hendon, London.

In 2005 another He 111 was salvaged from a Norwegian lake and has since been moved to Germany for restoration, and may be the most complete wartime He 111 to date. [50] Unrelated to this effort are efforts by several organizations to restore one to flyable condition.

Specifications (He 111 H-6)

Data from Jane’s Fighting Aircraft of World War II [51]

General characteristics

  • Crew: 5 (pilot, navigator/bombardier, nose gunner, ventral gunner, dorsal gunner)

Performance Armament

  • Guns:
    • up to seven 7.92 mm MG 15 or MG 81 machine guns, some of them replaced or augmented by
      • 1× 20 mm MG FF cannon (central nose mount or forward ventral position)
      • 1× 13 mm MG 131 machine gun (mounted dorsal and/or ventral rear positions)
  • Bombs:
    • up to 2,000 kg (4,409 lb) carried internally (eight 250 kg max), or:
    • up to 2,500 kg (5,512 lb) on two external racks

See also

Aircraft of comparable role, configuration, and era

Related lists

References

Notes

  1. ^ a b c Mackay 2003, p. 8.
  2. ^ a b Mackay 2003, p. 9.
  3. ^ a b c d e Mackay 2003, p. 14.
  4. ^ a b Mackay 2003, p. 18.
  5. ^ Mackay 2003, pp. 9-10.
  6. ^ Mackay 2003, p. 10.
  7. ^ a b Mackay 2003, p. 105.
  8. ^ a b c Dressel & Griehl 1994, p. 32.
  9. ^ Janowicz 2004, p. 15.
  10. ^ Janowicz 2004, p. 16.
  11. ^ Dressel & Griehl 1994, p. 32-33.
  12. ^ a b c d e f Dressel & Griehl 1994, p. 34.
  13. ^ Janowicz 2004, p. 23.
  14. ^ Janowicz 2004, p. 25.
  15. ^ Janowicz 2004, p. 27.
  16. ^ a b c d Mackay 2003, p. 90.
  17. ^ Nowarra 1990, p. 37.
  18. ^ Dressel and Griehl 1994, p. 35.
  19. ^ a b c Janowicz 2004, p. 42.
  20. ^ Dressel & Griehl 1994, p. 36.
  21. ^ a b Janowicz 2004, p. 48.
  22. ^ Griehl 1994, pp. 36-37.
  23. ^ Mackay 2003, p. 94.
  24. ^ Dressel & Griehl 1994, p. 37.
  25. ^ a b Punka 2002, p. 35.
  26. ^ a b Punka 2002, p. 46.
  27. ^ Punka, 2002., pp. 47-48.
  28. ^ Janowicz 2004, p. 69.
  29. ^ Janowicz 2004, pp. 70-71.
  30. ^ Mackay 2003, p. 167.
  31. ^ Mackay 2003, p. 36.
  32. ^ Mackay 2003, p. 42.
  33. ^ Mackay 2003, p. 39.
  34. ^ Mackay 2003, p. 50.
  35. ^ Hooton 2007, p. 34.
  36. ^ Mackay 2003, p. 53.
  37. ^ Mackay 2003, pp. 56-57.
  38. ^ Hooton Vol 1 2007, p. 65.
  39. ^ Mackay 2003, pp. 60-63.
  40. ^ Mackay 2003, pp. 62-64.
  41. ^ a b c d Mackay 2003, pp. 66-67. Cite error: The named reference "Mackay 2003, pp. 66-67" was defined multiple times with different content (see the help page).
  42. ^ Mackay 2003, p. 85.
  43. ^ Aircraft Strength and Losses. Source used: "The Battle of Britain" by Peter G. Cooksley, Ian Allan Ltd, 1990
  44. ^ Mackay 2003, p. 119-120.
  45. ^ Mackay 2003, p. 121.
  46. ^ de Zeng Vol 1 2007, p. 54.
  47. ^ de Zeng 2007 Vol 1, p. 85.
  48. ^ Taylor & Man 1974, p. 182.
  49. ^ Griehl 1994, p. 34.
  50. ^ a b c List of He 111 survivors
  51. ^ Bridgeman 1946, p. 167.

Bibliography

  • Bergstrom, Christer (2007). Barbarossa - The Air Battle: July-December 1941. London: Chervron/Ian Allen. ISBN 978-1-85780-270-2.
  • Bergström, Christer, (2007), Stalingrad - The Air Battle: 1942 through January 1943, Chevron Publishing Limited ISBN 978-1-85780-276-4
  • Bergström, Christer (2007). Kursk - The Air Battle: July 1943. Chervron/Ian Allen. ISBN 978-1-903223-88-8.
  • Bergström, Christer. Dikov, Andrey and Antipov Vladimir. (2006). Black Cross Red Star: Air War Over the Eastern Front: Everything For Stalingrad, Volume 3. Eagle Editions. ISBN-13 978-0-97610-344-8
  • Bridgeman, Leonard. The Heinkel He 111 H. Jane’s Fighting Aircraft of World War II. London: Studio, 1946. ISBN 1 85170 493 0.
  • de Zeng, H.L., D.G. Stanket and E.J. Creek. Bomber Units of the Luftwaffe 1933-1945: A Reference Source, Volume 1. London: Ian Allen Publishing, 2007. ISBN 978-1-85780-279-5.
  • de Zeng, H.L., D.G. Stanket and E.J. Creek. Bomber Units of the Luftwaffe 1933-1945: A Reference Source, Volume 2. London: Ian Allen Publishing, 2007. ISBN 978-1-903223-87-1.
  • Hooton, E.R (2007). Luftwaffe at War; Gathering Storm 1933-39: Volume 1. London: Chervron/Ian Allen. ISBN 978-1-903223-71-7.
  • Hooton, E.R (2007). Luftwaffe at War; Blitzkrieg in the West: Volume 2. London: Chervron/Ian Allen. ISBN 978-1-85780-272-6.
  • Joachim Dressel and Manfred Griehl. Bombers of the Luftwaffe. DAG Publications. 1994. ISBN 1-85409-140-9
  • Janowicz, Krzysztof. Heinkel He 111: Volume 1. Kagero. 2004. ISBN 978-8-38908-826-0
  • Kober, Franz. Heinkel He 111 Over all Fronts. Schiffer Military History. 1992. ISBN 978-0-88740-313-2
  • Mackay, Ron. Heinkel He 111. Crowood Aviation Series. 2003. ISBN 1-86126-576-X
  • Nowarra, Heinz J; Atglen. The Flying Pencil. Pennsylvania: Schiffer Publishing. 1990. ISBN 0-88740-236-4.
  • Punka, György. Heinkel He 111 in action. Carrolton, Texas. Squadron/Signal Publications Inc., 2002. ISBN 0-89747-446-5.
  • Regnat, Karl-Heinz. Black Cross Volume 4: Heinkel He 111. Midland publishers. 2004. ISBN 978-1-85780-184-2
  • Smith, J. Richard and Kay, Anthony L. German Aircraft of the Second World War. Annapolis, MD: US Naval Institute Press, 2002. ISBN 1-55750-010-X.
  • Heinkel He 111. Network Projects Production. 1993.
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