Editing Heinkel He 111 (section)

==Military variants==

===He 111A – D===
[[File:He-111A CNAC.jpg|thumb|upright=1.3|A re-engined Chinese He 111A with radial engines<ref name="Andersson China p270">{{harvnb|Andersson|2008|p=270}}</ref>]]
The initial reports from the test pilot, Gerhard Nitschke, were favourable. The He 111's 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 {{cvt|25|to|23|m}}. The military aircraft – V1, V3 and V5 had a span of {{cvt|22.6|m}}.{{sfn|Dressel|Griehl|1994|p=32}}

The first prototypes were underpowered, as they were equipped with {{cvt|431|kW}} BMW VI 6.0 V12 in-line engines. This was eventually increased to {{cvt|745|kW}} with the installation of the DB ([[Daimler-Benz]]) 600 engines in the V5, which became the prototype of the "B" series.{{sfn|Dressel|Griehl|1994|p=32}}

Only ten He 111&nbsp;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 {{cvt|1.2|m}}) due to the extra {{cvt|7.92|mm|3}} [[MG 15 machine gun]] in the nose. Another gun position was installed on top of the fuselage, and a third in a ventral position as a retractable "dustbin" turret. The bomb bay was divided into two compartments and could carry {{cvt|680|kg}} of bombs. The problem with these additions was that the weight of the aircraft reached {{cvt|8200|kg}}. The He 111's performance was seriously reduced; in particular, the BMW VI 6.0 Z engines, which had been underpowered from the beginning, made the increase in weight even more problematic. The increased length also altered the 111's aerodynamic strengths and reduced its excellent handling on takeoffs and landings.<ref>{{harvnb|Janowicz|2004|p=15}}</ref>

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 Ministry of Aviation. However, a Chinese delegation was visiting Germany and they considered the He 111 A-0 fit for their needs and purchased seven machines.<ref name="Janowicz 2004, p. 16">{{harvnb|Janowicz|2004|p=16}}</ref>

The first He 111B made its maiden flight in the autumn of 1936. The first production batch rolled off the production lines that summer, at Rostock.<ref name="Regnat 2004, p. 28.">{{harvnb|Regnat|2004|p=28}}</ref> Seven B-0 pre-production aircraft were built, bearing the ''Werknummern'' (W.Nr./Works numbers) 1431 to 1437. The B-0s were powered by DB 600C engines fitted with variable pitch airscrews.<ref name="Regnat 2004, p. 28."/> These increased output by {{cvt|149|kW}}. The B-0 had an MG 15 machine gun installed in the nose. The B-0 could also carry {{cvt|1500|kg}} in vertical cells.<ref name="Regnat 2004, p. 28."/> The B-1 had some minor improvements, including the installation of a revolving gun mount in the nose and a flexible Ikaria [[Gun turret#Aircraft|turret]] under the fuselage.<ref name="Regnat 2004, p. 28."/> After improvements, the RLM ordered 300 He 111&nbsp;B-1s; the first were delivered in January 1937. In the B-2 variant, engines were upgraded to the [[Supercharger|supercharged]] {{cvt|634|kW}} DB 600C, or in some cases, the {{cvt|690|kg}} 600G. The B-2 began to roll off the production lines at [[Oranienburg]] in 1937.{{sfn|Dressel|Griehl|1994|pp=32–33}} The He 111&nbsp;B-3 was a modified trainer. Some 255 B-1s were ordered.<ref name="Regnat 2004, p. 28."/> However, the production orders were impossible to fulfill and only 28 B-1s were built.<ref name="Regnat 2004, p. 28."/> Owing to the production of the new He 111E, only a handful of He 111&nbsp;B-3s were produced. Due to insufficient capacity, Dornier, [[Arado Flugzeugwerke|Arado]] and Junkers built the He 111B series at their plants in [[Wismar]], [[Brandenburg]] and [[Dessau]], respectively.<ref name="Regnat 2004, p. 28."/> The B series compared favourably with the capacity of the A series. The bomb load increased to {{cvt|1500|kg}}, while there was also an increase in maximum speed and altitude to {{cvt|344|km/h}} and {{cvt|6700|m}}.<ref name="Mackay 2003, p. 10."/><ref name="Janowicz 2004, p. 16"/>

In late 1937, the D-1 series entered production. However, the DB 600Ga engine with {{cvt|781|kW}} planned for this variant was instead allocated to [[Messerschmitt Bf 109]] and [[Messerschmitt Bf 110|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 {{cvt|745|kW}} Jumo 211 A-1 powerplant prompted the cancellation of the D series altogether and concentration on the design of the E series.{{sfn|Dressel|Griehl|1994|p=34}}

===He 111 E===
[[File:Bundesarchiv Bild 101I-401-0244-27, Flugzeug Heinkel He 111.jpg|thumb|left|An He 111E in Luftwaffe service, 1940. The early variants had a conventional, stepped cockpit and the wings had a curved front edge.]]

The pre-production E-0 series were built in small numbers, with Jumo 211 A-1 engines loaded with retractable [[Engine cooling|radiators]] and [[exhaust systems]]. The variant could carry {{cvt|1700|kg}} of bombs, giving it a takeoff weight of {{cvt|10300|kg}}. The development team for the Jumo 211 A-1 engines increased power to {{convert|930|hp|abbr=on|order=flip}}, subsequently the He 111 E-1s bomb load capacity increased to {{cvt|2000|kg}} and a top speed of {{cvt|390|km/h}}.<ref name="Nowarra 1980, p. 66.">{{harvnb|Nowarra|1980|p=66}}</ref>

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.<ref name="Griehl 2006, p. 4.">{{harvnb|Griehl|2006|p=4}}</ref> The more powerful Jumo 211 A-1 engines desired by the Ministry of Aviation were not ready; another trial aircraft, He 111 V10 (D-ALEQ) was to be fitted with two oil coolers necessary for the Jumo 211 A-1 installation.<ref name="Griehl 2006, p. 4."/>

[[File:Bundesarchiv Bild 183-C0214-0007-013, Spanien, Flugzeug der Legion Condor.jpg|thumb|He 111E of the ''[[Condor Legion|Legion Condor]]'']]
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.<ref name="Regnat 2004, p. 31."/> The RLM thought that because the E variant could outrun enemy fighters in Spain, there was no need to increase the defensive weaponry, which would prove to be a mistake in later years.<ref name="Griehl 2006, p. 4."/>

The fuselage bomb bay used four bomb racks but in later versions eight modular standard bomb racks were fitted, to carry one SC {{cvt|250|kg}} bomb or four SC {{cvt|50|kg}} bombs mounted nose up. These modular standard bomb racks were a common feature on the first generation of Luftwaffe bombers but they limited the ordnance selection to bombs of only two sizes and were abandoned in later designs.<ref name="Griehl 2006, p. 4."/>

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.<ref name="Nowarra 1980, p. 66."/> Its design features were distinguished by improved FuG radio systems.<ref name="Regnat 2004, p. 31."/> The E-3 series was equipped with the Jumo 211 A-3s of {{cvt|1100|hp|order=flip}}.<ref name="Regnat 2004, p. 31."/>

The E-4 variant was fitted with external bomb racks also and the empty bomb bay space was filled with an {{cvt|835|L}} tank for aviation fuel and a further {{cvt|115|L}} oil tank. This increased the loaded weight but increased range to {{cvt|1800|km}}. The modifications allowed the He 111 to perform both long- and short-range missions.<ref>{{harvnb|Janowicz|2004|p=23}}</ref> The E-4's eight internal vertically aligned bomb racks could each carry a {{cvt|250|kg}} bomb.<ref name="Mackay 2003, p. 12.">{{harvnb|Mackay|2003|p=12}}</ref> The last E Variant, the He 111&nbsp;E-5, was powered by the Jumo 211&nbsp;A-3 and retained the {{cvt|835|L}} fuel tank on the port side of the bomb bay. Only a few E-4 and E-5s were built.<ref name="Regnat 2004, p. 31.">{{harvnb|Regnat|2004|p=31}}</ref>

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.<ref>{{harvnb|Warsitz|2009|p=41}}</ref> 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.<ref>{{harvnb|Warsitz|2009|p=45}}</ref>

===He 111 F===
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.<ref name="Regnat 2004, p. 31."/> The new design had a wing span of {{cvt|22.6|m}} and a wing area of {{cvt|87.60|m2}}.<ref name="Regnat 2004, p. 31."/>

Heinkel's industrial capacity was limited and production was delayed. Nevertheless, 24 machines of the F-1 series were exported to [[Turkey]].<ref name="Regnat 2004, p. 31."/> Another 20 of the F-2 variant were built.<ref name="Regnat 2004, p. 32.">{{harvnb|Regnat|2004|p=32}}</ref> 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.{{sfn|Dressel|Griehl|1994|p=34}} This fleet was used as a transport group during the [[Demyansk Pocket]] and [[Battle of Stalingrad]].<ref>{{harvnb|Janowicz|2004|p=25}}</ref> 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.{{sfn|Dressel|Griehl|1994|p=34}}

The final variant of the F series was the F-5, with bombsight and powerplants identical to the E-5.<ref name="Regnat 2004, p. 32."/> The F-5 was rejected as a production variant owing to the superior performance of the He 111&nbsp;P-1.<ref name="Regnat 2004, p. 32."/>

===He 111 J===
The He 111's low-level performance attracted the interest of the ''[[Kriegsmarine]]''. The result was the He 111J, capable of carrying [[torpedoes]] and [[Naval mine|mines]]. However, the navy eventually dropped the program as they deemed the four-man crew too extravagant. The RLM continued production of the He 111 J-0. Some 90 (other sources claim 60) were built in 1938 and were then sent to ''Küstenfliegergruppe 806'' (Coastal Flying Group).<ref name="Regnat 2004, p. 71.">{{harvnb|Regnat|2004|p=71}}</ref><ref>{{harvnb|Janowicz|2004|p=27}}</ref> Powered by the DB 600G engines, it could carry a {{cvt|2000|kg}} payload. Only a few of the pre-production J-0s were fitted with the powerplant, the DB 600 was used, performance deteriorated and the torpedo bomber was not pursued. The J variants were used in training schools until 1944.<ref name="Regnat 2004, p. 32."/> Some J-1s were used as test beds for {{Interlanguage link|Blohm & Voss L 10|de}} radio-guided [[air-to-ground]] torpedo missiles.<ref>{{harvnb|Nowarra|1980|p=87}}</ref>

===He 111 P===
[[File:Bundesarchiv Bild 101I-317-0043-17A, Flugzeug Heinkel He 111.jpg|thumb|He 111P dropping bombs over [[Poland]], September 1939]]

The '''He 111P''' incorporated the updated [[Daimler-Benz DB 601]]A-1 liquid-cooled engine and featured a newly designed nose section, including an asymmetric mounting for an MG 15 machine gun that replaced the 'stepped' cockpit with a roomier and more aerodynamic glazed ''stepless cockpit'' over the entire front of the aircraft. This smooth glazed nose was first tested on the He 111 V8 in January 1938. These improvements allowed the aircraft to reach {{cvt|475|km/h}} at {{cvt|5000|m}} and a cruise speed of {{cvt|370|km/h}}, although a full bomb load reduced this figure to {{cvt|300|km/h}}.{{sfn|Dressel|Griehl|1994|p=34}} The design was implemented in 1937 because pilot reports indicated problems with visibility.{{sfn|Dressel|Griehl|1994|p=34}}
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 takeoffs and landings. The rear-facing dorsal gun position, enclosed with a sliding, near-clear view canopy, and for the first time, the ventral ''Bodenlafette'' rear-facing gun position, immediately aft of the bomb bay, that replaced the draggy "dustbin" retractable emplacement became standard, having been first flown on the He 111 V23, bearing civil registration D-ACBH.{{sfn|Wagner|Nowarra|1971|p=290}}

One of Heinkel's rivals, Junkers, built 40 He 111Ps at Dessau. In October 1938, the Junkers Central Administration commented:<blockquote>Apparent are the externally poor, less carefully designed components at various locations, especially at the junction between the empennage and the rear fuselage. All parts have an impression of being very weak.... The visible flexing in the wing must also be very high. The left and right powerplants are interchangeable. Each motor has an exhaust-gas heater on one side, but it is not connected to the fuselage since it is probable that ... the warm air in the fuselage is not free of [[carbon monoxide]] (CO). The fuselage is not subdivided into individual segments, but is attached over its entire length, after completion, to the wing centre section. Outboard of the powerplants, the wings are attached by universal joints. The latter can in no way be satisfactory and have been the cause of several failures.<ref name="Regnat 2004, p. 37."/></blockquote>

The new design was powered by the DB 601 Ba engine with 1,175 PS{{sfn|Dressel|Griehl|1994|p=34}} The first production aircraft reached Luftwaffe units in Fall 1938.
In May 1939, the P-1 and P-2 went into service with improved radio equipment. The P-1 variant was produced with two DB 601Aa powerplants of {{convert|1150|hp|abbr=on}}. It also introduced self-sealing fuel tanks.<ref name="Regnat 2004, p. 35.">{{harvnb|Regnat|2004|p=35}}</ref> The P-1 featured a semi-retractable tail wheel to decrease drag.<ref name="Regnat 2004, p. 35."/> Armament consisted of an MG 15 in the nose, and a sliding hood for the fuselage's dorsal B-Stand position. Installation of upgraded FuG III radio communication devices were also made and a new ESAC-250/III vertical bomb magazine was added. The overall takeoff weight was now {{cvt|13300|kg}}.<ref name="Regnat 2004, p. 34."/>

The P-2, like the later P-4, was given stronger armour and two MG 15 machine guns in "waist" mounts on either side of the fuselage and two external bomb racks.{{sfn|Dressel|Griehl|1994|p=34}} Radio communications consisted of FuG IIIaU radios and the DB601 A-1 replaced the 601Aa powerplants. The [[Lotfernrohr 7]] bombsights, which became the standard bombsight for German bombers, were also fitted to the P-2. The P-2 was also given [[Rüstsatz|"field equipment sets"]] to upgrade the weak defensive armament to four or five MG 15 machine guns.<ref name="Regnat 2004, p. 34."/> The P-2 had its bomb capacity raised to 4 ESA-250/IX vertical magazines.<ref name="Regnat 2004, p. 34."/> The P-2 had an empty weight of {{cvt|6202|kg}}, a loaded weight which had increased to {{cvt|12570|kg}} and a maximum range of {{cvt|2100|km}}.<ref name="Regnat 2004, p. 34."/>

The P-3 was powered with the same DB601A-1 engines. The aircraft was also designed to take off with a land catapult (KL-12). A towing hook was added to the fuselage under the cockpit for the cable. Just eight examples were produced, all without bomb equipment.<ref name="Regnat 2004, p. 35."/>

The P-4 contained many changes from the P-2 and P-3. The jettisonable loads were capable of considerable variation. Two external SC {{cvt|1800|kg}} bombs, two LMA air-dropped anti-shipping mines, one SC {{cvt|1800|kg}} plus four SC {{cvt|250|kg}}; or one SC {{cvt|2500|kg}} external bomb could be carried on an ETC ''Rüstsatz'' rack. Depending on the load variation, an 835 L fuel and 120 L oil tank could be added in place of the internal bomb bay. The armament consisted of three defensive MG 15 machine guns.<ref name="Regnat 2004, p. 35."/> later supplemented by a further three MG 15s and one [[MG 17 machine gun]]. The radio communications were standard FuG X(10), Peil G V direction finding and FuBI radio devices. Due to the increase in defensive firepower, the crew numbers increased from four to five. The empty weight of the P-4 increased to {{cvt|6775|kg}}, and the full takeoff weight increased to {{cvt|13500|kg}}.<ref name="Regnat 2004, p. 35."/>

The P-5 was powered by the DB601A. The variant was mostly used as a trainer and at least twenty-four production variants were produced before production ceased.<ref name="Regnat 2004, p. 32."/> The P-5 was also fitted with meteorological equipment, and was used in Luftwaffe weather units.<ref name="Regnat 2004, p. 35."/>

Many of the He 111 Ps served during the [[Polish Campaign]]. With the [[Junkers Ju 88]] experiencing technical difficulties, the He 111 and the Do 17 formed the backbone of the ''Kampfwaffe''. On 1 September 1939, Luftwaffe records indicate the Heinkel strength at 705 (along with 533 Dorniers).<ref>{{harvnb|Nowarra|1990|p=37}}</ref>

The P-6 variant was the last production model of the He 111 P series. In 1940, the Ministry of Aviation abandoned further production of the P series in favour of the H versions, mostly because the P-series' Daimler-Benz engines were needed for [[Messerschmitt]] Bf 109 and Bf 110 fighter production. The remaining P-6s were redesignated P-6/R2s and used as heavy [[Military glider|glider]] tugs.{{sfn|Dressel|Griehl|1994|p=35}} The most notable difference with previous variants was the upgraded DB 601N powerplants.<ref name="Regnat 2004, p. 37.">{{harvnb|Regnat|2004|p=37}}</ref>

The P-7 variant's history is unclear. The P-8 was said to have been similar to the H-5 fitted with dual controls.<ref name="Regnat 2004, p. 37."/> The P-9 was produced as an export variant for the [[Hungarian Air Force]]. Due to the lack of DB 601E engines, the series was terminated in summer 1940.<ref name="Regnat 2004, p. 37."/>