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Heinkel He 115

Heinkel He 115

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Heinkel He 115


The Heinkel He 115 was the most successful German floatplane of the Second World War, and served as a reconnaissance and attack aircraft.

When the Luftwaffe was officially established on 1 March 1935 the Heinkel He 59 was its only twin-engined floatplane. In July the Air Ministry issued a replacement for its replacement. This was to be a twin-engined aircraft that could act as a long range reconnaissance, torpedo bomber, minelayer or fog dispenser,

The first prototype made its maiden flight in August 1937. Early test flights revealed that it was difficult to fly, but Heinkel's designers were quickly able to solve this problem, and the resulting aircraft gained a very favourable reputation for its handling.

The second prototype, V2, was similar to the V1, but with an improved nose, new tail surfaces, and NACA type engine cowlings. V3 had the separate cockpit canopies of the pilot and radio operator replaced by a single glasshouse canopy, while the V4 was the production prototype, with an improved tail and float supports. During the development process the original rather ungainly nose was replaced by the streamlined glazed nose used in production aircraft.

The He 115 was in completion with the Ha 140. After tests in Lübeck Bay early in 1938 the Heinkel design was judged to be superior, and was put into production.

After undergoing flight tests the V1 was modified in preparation for a series of record attempts. The early nose was replaced with a smooth wooden version, the radio operator and observer were both removed (a mechanic was carried), and a streamlined canopy installed. On 20 March 1938 the modified V1 set eight records, carrying a series of loaded from 0kg to 2000kg over 1,000km and 2,000km courses. These records were only held for eight days, before being broken by a CANT Z 509.


The He 115 was an all-metal stressed-skin aircraft, with a slim streamlined fuselage. The mid-mounted wings had a rectangular centre section and tapering outer panels, and carried two BMW 132K engines (based on the Pratt & Whitney Hornet). The three man crew were carried in three cockpits. The observer was located in the glazed nose, with a bombsight and an MG15. The pilot was located just above the wing leading edge, and the radio operator/ rear gunner above the trailing edge. In the prototype the pilot and radio operator had been given separate canopies, but in production aircraft a single 'greenhouse' canopy was used, connecting their positions. An internal weapons bay was installed between the wings, and could carry either a 1,763lb torpedo or three SC 250 bombs (550lb each). The A-1 could also carry two more bombs under the wings.



Ten aircraft in the A-0 pre-production aircraft were built during 1937 and delivered to the Luftwaffe from January 1938. They were similar to the V4 prototype, and were used as reconnaissance aircraft.


The A-1 was built during 1938. It carried a 7.9mm MG 15 machine gun in the nose, and was powered by two BMW 132K radial engines. The torpedo rack was removed, while bomb racks capable of carrying one 250kg bomb were added under each wing, bringing the total to five. Either 34 or 38 were built.


The A-2 was an export version of the A-1. Sweden ordered 18, receiving 12 before the war, while Norway received 12, of which six were delivered.


The A-3 followed the A-1, and was generally similar to the earlier aircraft, but with a revised bomb bay that could carry a 50lt jettisonable fuel tank.


Ten pre-production B-0s were built, carrying enough extra fuel to increase the aircraft's range from 1,242 miles to 2,080 miles.


The B-1 had a stronger fuselage, and a maximum loaded weight of 10,815kg, which allowed it to carry mines or act as a torpedo bomber.

Three modification kits, or Rustsätze were produced for the B-1.
R1: Reconnaissance version with two cameras in the weapons bay
R2: Carried rack for single SC500 or SD500 (1,102lb bomb)
R3: Minelayer, capable of dropping either one 2,028lb LMB III or two 1,102lb LMA III


The B-2 was similar to the B-1, but with reinforced floats with steel ice runners under the floats which allowed it to operate from compacted snow or ice.


The C-1 entered service early in 1941. It carried two rear-firing MG 17 machine guns in the engine nacelles, and a fixed 20mm cannon under the nose. Neither of these additions helped solve its defensive weakness, but the nose gun was useful against ships. The C-1 could use the same three R kits as the B1, as well as the R4, which gave it an SV 300 smoke screen generator.


The C-2 was the C-1, but with the steel ice-runners of the B-2.


The C-3 was a dedicated minelayer. Eighteen were built, and operated with some success at night around the British coast.


The C-4 was a dedicated torpedo bomber. Thirty were built, entering service in May 1941.


A single C-4 was given more powerful engines as the prototype of a planned D series. It had been hoped to use the BMW 800 engine, but this never reached production, and so the D-1 used two BMW 801A 14-cylinder radial engines. Its top speed increased from 183mph to 236mph, but the BMW 801 was earmarked for the Focker-Wulf Fw 190, and so the He 118D never entered production.


Production of the He 118 had to restart in 1942, and continued into 1943, in an attempt to make up for losses. The E-1 carried two MG 81 machine guns, in the nose and dorsal positions, and some carried a 20m cannon. It also had an improved bomb sight.


The E-1 was an unarmed version of the E-1 used for air-sea rescue.


The He 115 was operated by the Küstenfliegergruppen coastal reconnaissance units. KFGr.106, KFGr.406, KFGr.506, KFGr.706 and KFGr.906 are all recorded as using the type, starting with 1./ KFGr. 106, which had eight by September 1939.

During 1939 KFGr.106 and 109 used the He 115 to drop magnetic mines around the British coast. KFGr.506 and 706 used the He 115 during the Norwegian campaign, where it was used by both sides.

KFGr. 106 and 506 used the He 115 during the Battle of Britain, resuming the mine laying operations. The type then began to be phased out in favour of the Blohm und Voss Bv 138 flying boat, and the remaining He 115s were concentrated in Norway, where they took part in attacks on the Arctic convoys, including the successful assault on convoy PQ 17 in July 1942. The last He 115s left front line service in the summer of 1944.

Overseas Service

The six aircraft exported to Norway soon found themselves being used against the Germans. At the end of the Norwegian campaign three of the Norwegian aircraft and a captured German aircraft escaped to Britain, where they were given an heavier armament of four forward firing and four rear firing machine guns, and used for clandestine operations. Two went to Malta, from where they were used to drop agents in German occupied North Africa, while two were used for the same purpose over Norway, operating from Scotland. These aircraft were withdrawn in 1942.

Engine: Two BMW 132N 9-cylinder radial engines
Power: 856hp each
Crew: 3
Wing span: 72ft 7 1/4in
Length: 56ft 9in
Height: 21ft 8in
Empty weight: 11,684lb
Fully loaded weight: 22, 928lb (Barnes); 29,932lb
Max Speed: 220mph at 11,155ft
Cruising Speed: 183mph
Service Ceiling: 18,045ft
Range: 2,082 miles
Armament: Two 7.92mm MG 15s, one fixed forward firing and one flexible rear firing
Bomb-load: 2,756lb maximum

Heinkel He115 raised from the sea in Norway

On 2 June 2012, a rare Heinkel He115 was raised from the sea at Sola near Stavanger in Norway, by a team from the Sola Historic Aviation Museum and Birger Larsen, Klas Gjølmesli and Nancy Koch from the Bodø Aviation Historical Society. The twin-engined Luftwaffe floatplane is in remarkable condition, thanks largely to the corrosion-resistant alloy used for much of its construction.

The Heinkel He115 breaks the surface for the first time in 70 years

A source from the Bodø Aviation Historical Society described the fuselage, wings and tail as being in “very good condition,” adding that some components “looked like they just needed cleaning.” The aircraft’s colour scheme and markings were still clearly visible. Other elements fared less well, notably those built from standard aircraft-grade aluminium and steel, the latter including the surviving port engine. The starboard engine is missing, probably having been torn off when the aircraft force-landed. The floats are also missing, but otherwise the Heinkel is substantially complete.

The remarkable condition of the He115 is readily apparent

The He115 was a B-1 model Werknr. 2398 belonging to Luftflotte 5, which used the floatplanes as torpedo-bombers, shadowers and minelayers against Arctic convoys.

As well as the Luftwaffe using the He115 from Norwegian bases, the Royal Norwegian Navy Air Service also operated the earlier A-2 variant. The Sola Museum has not yet decided whether to restore 2398 in its German markings or to display it as a Norwegian aircraft. The wings, rudder, engine and nose section have now been dismantled and are being treated in a desalination pool for conservation.

Much of the Heinkel’s original paintwork is intact

Photographs courtesy of Oyvind Lamo and Nancy Koch of the Bodø Aviation Historical Society

Information on the Heinkel HE 115?

Post by krissa » 03 Dec 2009, 02:51

I would really like to know any info on this plane. I guess there is more interest in Stukas and more advanced aircrafts, though to me its special as it was the only modern aircraft used by norwegian forces in 1940(partly excl. the Gloster Gladiator). And I love its design, dont know why. I love that its a sea-plane!

The norwegian pilots who flew these was very proud of it, it being the most modern plane in the norwegian forces, and they told they "had never a dull moment" as everyone, incl norwegian, british, polish, german and french forces always fired upon them. The germans used to be the "kindest" as they always mistook it for a german plane until fired upon.
The bombs for the plane, mostly of german fabrication bought from Germany in 1936 along with the 6 planes, rarely functioned as the germans had filled them with sand instead of explosives. But there were also bombs of norwegian fabrication..

On the picture you see F58, wich was used in the fjords in western Norway by Kampgruppe Manshaus, fighting the invasion of Bergen, and sinking a few german(incl. ex-norwegian) vessels operating in the area. It was later flown to Tromsø in northern Norway and then at last to Shetland, where this picture is taken. It was one of two, out of three(or four) HE 115s flown to the UK, wich was lost due to lack of training by RAF pilots trying to operate it.

Another plane, F52, was later in the war used to ship agents in and out of hostile territory in Africa, with a base on Malta. This plane was lost in an italian bombing raid on the island. The same pilot, Lt Offerdahl, went back to Scotland, meaning to operate a similiar kind of route between Scotland and Norway but this prooved to dangerous as RAF and other aa-forces, due to the secrecy of the route, and with a naturally high presence always detected the Heinkel when out flying. Therefore the route was shut down and the plane was put away in a warehouse until later in the war when it was scrapped. This was the end of the norwegian Heinkels. One evacuated from Norway to Finland was lost over Soviet in 1943.

There are numerous stories of the norwegian Heinkels on wikipedia and other history sites, but this is the most original information I have found of it.

But does anyone know if there are any remaining HE 115s? I know the swedish airforce had some of them.

Heinkel He 115 - History

The He 115 was developed as a torpedo-bomber, mine-laying and reconnaissance aircraft, during the mid-thirties by the Ernst Heinkel A.G. The two-engined all-metal mid-wing twin-floatplane possessed exceptional water handling qualities, good stability and an outstanding performance.

The He 115 V1 (D-AEHF) powered by two 960 hp BMW 132K nine-cylinder radials made the first flight in 1936. The second prototype He 115 V2 (D-APDS), with a slightly revised nose, flew also in 1936, as did the third prototype He 115 V3 (D-ABZV) with an entirely revised nose and having a glasshouse cockpit. The fourth prototype He 115 V4 (D-AHME) was the production prototype, having the bracing wires replaced by strut bracing.

Ten He 115 A-O's were built in 1937 as a pre-production series with a MG 15 machine gun for the observer, followed by the He 115 A-1 production model, differing only in having an additional MG 15 in the nose. This model was exported as the He 115 A-2 to Norway (6) and Sweden (10) in 1939. Norway's number increased in 1940 when two German He 115 B-1 models were captured. Later one He 115 A-2 fled to Finland three He 115 A-2 and one He 115 B-1 reached Scotland, receiving the British s/ns BV184 to BV187. Two eventually saw action in British service when used in clandestine missions the latest to retire was scrapped in 1943.

The sole example of the He 115 D was a conversion of a He 115 A-1, incorporating two 1,600 hp BMW801C radials, a crew of four and able to reach a top speed of 248 mph (399 kmh) it was employed operationally in 1941.

By 1940 seventy-six aircraft were built in several versions, and other versions proposed, but landplanes had production priority. However, the demand for floatplanes increased and late 1943 production was restarted with the He 115 E with 141 of this model delivered in 1944.

He 115 V1 :
He 115 V2 :
He 115 V3 :
He 115 V4 :
He 115 A-0 :
He 115 A-1 :
He 115 A-2 :
He 115 A-3 :
He 115 B-0 :
He 115 B-1 :
He 115 B-2
He 115 C-0 :
He 115 C-1 :
He 115 C-2 :
He 115 C-3 :
He 115 C-4 :
He 115 D :
He 115 E-0 :
He 115 E-1 :

first prototype
second prototype
third prototype
production prototype
pre-production A-series
redesigned bomb bay, renewed radio equipment
pre-production B-series
production, greater range
reinforced floats
pre-production C-series
production, additional defensive weapons, provision for auxiliary fuel tanks in bomb bay
reinforced float-planing bottoms for snow and ice operations
special mine-laying variant
torpedo-bomber, reduced defensive weapons
re-engined conversion of He 115 A-1
pre-production E-series
essentially similar to B- and C-models, rearranged defensive weapons

Wing area:
Empty Wt:
Max T/O weight:
Max speed:
Max climb:

Användning i Finland [ redigera | redigera wikitext ]

Finland använde sig av sammanlagt tre Heinkel He 115 -flygplanåren 1940 - 1944.

He 115 N (version av A-2) [ redigera | redigera wikitext ]

Norges regering beordrade den 7 juni 1940 avslutande av väpnat motstånd mot de invaderande tyskarna. De norska He 115 beordrades flyga från Tromsø Skattöra till Storbritannien, men ett plan hade motorstörningar. Den erfarne trafikpiloten och marinlöjtnanten Helge Dahl, formellt redan civil, lyckades flyga planet nästa dag till Petsamo i Finland. Norsk beteckning var F.50, men under flykten användes påhittad radiokallsignal LN-MAB. Planet hade enbart 50 flygtimmar när det anlände till Finland, eftersom det levererats i juli 1939. I samband med striderna om Narvik sköt F.50 (löjtnant Erik Björnebye) den 14 april 1940 ned ett tyskt Junkers Ju-52 transportplan vid Gullfjord. Flygplanet internerades först men överfördes till det finska flygvapnet, beteckning HE-115 och smeknamn "Jenny", och togs i bruk den 20 juni 1941. Till en början användes det i Bottniska viken (Vasa) för spaningstjänst i den hemliga flygenheten "Lentue X", som ändrade namn 10 dagar senare till Lentolaivue 15. HE-115 började flyga spanings- och propagandaturer bakom östfronten. Den 24 augusti 1941 träffades flygplanet av egen luftvärnseld och vid reparation ombyggdes flygplanet till transportplan. Under hösten 1941 användes HE-115 för transport och underhåll av fjärrpatrullerna. LeLv 15 kom därefter att uppgå i Avdelning Räty den 28 februari 1942. Denna avdelning bytte namn till Avdelning Malinen på sommaren 1943 när dess befälhavare byttes ut. HE-115 förlorades den 4 juli 1943 genom fientlig eld när den landat på sjön Tugasjärvi i Sovjet-Karelen för att hämta en fjärrpatrull. Besättningen startade, men måste kort därpå nödlanda och togs tillfånga av sovjetiska trupper. De flesta överlevde krigsfångenskapen. Den av brand skadade HE-115, som ännu flöt på sjön, besköts av två finländska Morane-Saulnier MS.406-jaktplan två dagar senare. Det finns uppgifter om att ryssarna dock senare skulle ha bärgat vraket för undersökningar.

He 115 C [ redigera | redigera wikitext ]

I maj 1943 fick Avdelning Malinen låna två He 115 C-flygplan som bar beteckningarna 6H+BK och 6H+CK. Till en början tillfördes dessa Avdelning Malinen och under 1944 till Avdelning Jauri. 6H+CK gavs tillbaka åt tyskarna den 7 september 1944 men 6H+BK förblev i finländsk tjänst och under Lapplandskriget flög det med beteckningen "OH-PMJ" (vilket betyder "Finland-Högkvarteret") för att förvilla ryssarna. Flygplanet måste överlämnas till Sovjetunionen i november 1944.

He 115 (航空機)

7.92 mm (.312 in) MG 15 機関銃、20 mm MG 151 機関砲、7.92 mm (.312 in) MG 17 機関銃と20 mm MG FF 機関砲といった武装は様々であった。He 115が使用したその他の兵器は、LTF 5又はLTF 6b魚雷やSD 500 500 kg (1,100 lb)爆弾又はSC 250 250 kg (550 lb)爆弾があった。LMB III又はLMA機雷を投下した場合もあった。

ドイツ空軍 編集

戦争初期にHe 115は英国南岸の海の交通量の多い港近くの狭隘な水路に機雷をパラシュート投下する任務に使用されており、テームズ川も主要な目標であった。しかし、He 115にとって最も輝かしい時期は、ノルウェー北部の基地から北極船団を攻撃する任務に就いていたときであった。これらの船団には初めの頃に航空機による援護がついていなかったため、低速で比較的軽武装のHe 115でも重対空防御の英国沿岸を飛行していたときのように大きな問題にはならなかった。

ノルウェー空軍 編集

ノルウェー海軍航空隊の7機のHe 115A-2(内5機はHe 115N)が1940年4月から6月にかけてのドイツのノルウェー侵攻作戦に於いてドイツ軍に対して使用された。

ヨーロッパの情勢緊張の高まりに対してノルウェー国防省は1939年8月28日に6機のHe 115Nを発注した。1939年7月14日から11月13日にかけて発注した6機全てがノルウェー当局に納入された [1] 。He 115Nの発注は、1931年9月29日に初飛行を行い既に旧態化していたノルウェー設計/生産の海軍航空隊のフーヴァー MF.11複葉水上機を代替することを意図していた。 ノルウェーは1940年3月/4月に納入予定の別の6機のHe 115N購入契約に調印していたが、この第2次発注分の納入は1940年4月9日のドイツのノルウェー侵攻により実行されなかった [1] 。 侵攻が開始されたときにノルウェー海軍航空隊に就役中の6機のHe 115N(F.50, F.52, F.54, F.56, F.58, F.60)は、南部のソラとFlatøy、北部のトロムソ近くのSkattøraの1機と分散して配備されていた。侵攻の初期にスタヴァンゲル近郊Hafrsfjordの水上機基地にいた機体(F.60)はドイツ軍に鹵獲された。しかし、その代わりに4月10日に燃料切れにより緊急着陸を余儀なくされた2機の「ドイツ空軍」のHe 115(ノルウェー軍での登録コード:F.62とF.64)が、ヌールラン県、Glomfjord、エルネスにいた即席のノルウェー軍猟騎兵の民兵部隊とBrønnøysundの警察官により押収された。ノルウェー人搭乗員により運用されたこの2機は、侵攻作戦期間中に元の所有主に対して使用された。

ノルウェーのHe 115は、ナルヴィクの戦いでのノルウェー陸軍の防衛戦に対する近接支援活動と同様にドイツ及びドイツ管理下の船舶(HNoMS Ullerを参照)に対して使用された。1940年6月10日の降伏後に4機のノルウェー軍機(F.52、F.56、F.58とF.64)がイギリスへ飛び、5機目(F.50)はフィンランドに脱出してPetsamoのSalmijärvi湖に着水した [2] 。6機目のHe 115(F.54)もイギリスへ行こうとしたが、北海上空で失われた。ノルウェー最後のHe 115(F.62、ドイツに鹵獲された2機の内の1機)は脱出時には稼動状態に無く、仕方なくSkattøraに遺棄された後に修理されドイツ軍が使用した。

イギリス空軍 編集

退避してきた4機は当初バッゲ(Bugge)中佐の指揮下でノルウェー人のヘレンスバラ・グループとして再編成された。 亡命ノルウェー人のニューゴールスヴォルド内閣はイギリスに到着して間もなくこの4機のHe 115をノルウェー上空でのビラ散布任務に使用する計画をたてた。ビラ散布任務は、ノルウェー亡命政府が英国で発足したことと亡命政府はナチス・ドイツによる如何なるドイツ - ノルウェー間の和平交渉にも応じないという状況を占領下のノルウェー国民に宣言するためであった。ノルウェーの4機のHe 115は1940年7月3日に任務を遂行するためにヘレンスバラからスカパ・フローへの移動命令を受けたが、1機がエンジン故障のためにヘレンスバラに引き返した。スカパ・フローに集結した3機のHe 115はノルウェーに飛び、オスロ、ベルゲン、トロンハイムの街に宣言ビラを投下するように命令を受けた。任務が実施される直前になって英航空省が介入してきて、このような作戦に低速のHe 115を使用しようということは自殺行為であると主張して飛行を止めさせた。3日後、3機のノルウェー機はヘレンスバラに戻ってきた [3] 。

3機のノルウェーのHe 115(F.56、F.58とF.64)は、続いてノルウェー人搭乗員によるノルウェー沖合いと地中海での隠密作戦に使用された。英軍の任務ではこの3機は新しい識別番号のBV184、BV185、BV187が与えられた [1] 。BV184機は、1942年春にフランスの漁船との共同作業中にビスケー湾上空で2機のポーランド人操縦士のスーパーマリン スピットファイア戦闘機に攻撃され破損し [4] 、後に英国内で給油作業中に火災を起こして失われた [1] 。BV185機は、北アフリカでのたった1回の秘密作戦の飛行を行った後、マルタのKalafranaでイタリア軍の空からの強襲で破壊された [1] 。BV187はマルタを拠点にして北アフリカ海岸で幾度かの作戦飛行を行ったが、最終的に2機のドイツ空軍のメッサーシュミットBf109に攻撃され破壊された [1] 。


Saksan ilmailuministeriö käynnisti torpedopommittajakoneen suunnittelun vuonna 1935. Kaksi saksalaista lentokonetehdasta, Heinkel ja Blohm & Voss suunnittelivat ja rakensivat prototyypit kaksimoottorisesta vesitasosta. Heinkelin suunnittelema kone valittiin sarjatuotantoon vuosina 1937-1938 tehtyjen koelentojen perusteella. Siitä rakennettiin viisi prototyyppiä (V1-V5) vuosien 1937 ja 1939 välisenä aikana. V2-prototyypillä saavutettiin maaliskuussa 1938 kahdeksan vesikoneiden maailmanennätystä. [1]

Konetyypin ensimmäisen tuotantoversion, He 115A-1:n valmistus aloitettiin tammikuussa 1939. Seuraava versio, He 115 A-2 oli vientiä varten, ja sitä myytiin kuusi kappaletta Norjaan (He 115 N) ja 12 kappaletta Ruotsiin kesällä 1939. He 115:n hidas lentonopeus koettiin ongelmalliseksi taistelukäytössä ja tämän seurauksena tyypin tuotanto päättyi jo kesällä 1940, johon mennessä sitä oli valmistettu kaikkiaan 138 kappaletta. [1] Kone oli Saksan lisäksi operatiivisessa käytössä Bulgariassa, Yhdistyneessä kuningaskunnassa, Norja]]ssa, Ruotsissa ja Suomessa.

Suomessa oli käytössä yhteensä kolme Heinkel He 115 -konetta vuosien 1940–1944 välisenä aikana.

He 115 N Muokkaa

Norjan hallitus antoi käskyn lopettaa aseellinen vastarinta Saksaa vastaan 7. kesäkuuta 1940. Norjan muiden He 115 -koneiden käskettiin paeta Britteinsaarille, mutta yhden koneen teknisen kunnon katsottiin estävän pitkän lennon. Kokenut liikennelentäjä ja Norjan laivaston luutnantti Helge Dahl, muodollisesti jo siviili, lensi 8. kesäkuuta 1940 Tromssan Skattörasta Petsamon Salmijärvelle tämän He 115 N -koneen, joka oli vientimuunnos A-2-versiosta. Yksilön sarjanumero oli 156 ja valmistusnumero 3038. Norjalainen sotilastunnus oli F.50, mutta siirtolennolla Suomeen käytettiin keksittyä siviilitunnusta LN-MAB vaikkakin kone oli vielä aseistettu. Suomeen tullessaan koneen kokonaislentoaika oli vain 50 tuntia, koska se oli toimitettu tehtaalta vasta heinäkuussa 1939. Narvikin taistelujen yhteydessä ltn. Erik Björneby ampui koneella alas saksalaisen Junkers Ju-52 kuljetuskoneen Gullesfjordissa 14. huhtikuuta 1940.

Kone ensin internointiin ja lennettiin Santahaminaan, sieltä keväällä 1941 edelleen Ilmavoimien varikolle Tampereelle. Otettiin Suomen ilmavoimien käyttöön, tunnuksella HE-115 ja lempinimellä ”Jenny”, 20. kesäkuuta 1941 alkaen. Aluksi sitä käytettiin Pohjanlahdelle Vaasasta suuntautuneilla tiedustelulennoilla Lentue X:n alaisuudessa. Lentue X muutti nimensä kymmenen päivää myöhemmin Lentolaivue 15:ksi, joka aloitti HE-115:llä tiedustelu- ja propagandalennot Laatokan Karjalaan ja Maaselän suunnalle Höytiäisen Hirvirannasta käsin. Kone kärsi oman ilmatorjunnan osumasta 24. elokuuta 1941, jonka jälkeen Valtion Lentokonetehtaat muutti koneen kuljetustehtäviin. Syksystä 1941 kone oli kaukopartioiden kuljetus- ja huoltotehtävissä. LeLv 15:n lakkautuksen jälkeen 28. helmikuuta 1942 kaukopartiokuljetuksista vastasi Osasto Räty, joka muuttui komentajansa vaihduttua kesällä 1943 Osasto Maliseksi. HE-115 tuhoutui 4. heinäkuuta 1943, jolloin se joutui 8 miehen kaukopartiota (os.Kärpänen) hakiessa arviointivirheen vuoksi venäläisten tulitukseen Tugasjärvellä ja syttyi tuleen. Alkuperäinen lentosuunnitelma oli hakea kaukopartio toiselta järveltä, mutta Jenny laskeutuikin ”vara”noutopaikalle. Koneen miehistö vangittiin suoraan Tugasjärvestä, miehistö palautettiin Suomeen 22. marraskuuta 1944. Konetta yritettiin tuhota myöhemmin kahdella ilmavoimien Morane-Saulnier M.S. 406 -hävittäjällä. Kyseisen He 115:n jäänteet nähtiin kuitenkin tästä huolimatta vielä kuormattuna Sekeen junaseisakkeella 3. lokakuuta 1943. Kone lensi suomalaisten käytössä kaikkiaan 311 tuntia ja 30 minuuttia. [1]

He 115 C Muokkaa

Saksasta saatiin lainaksi toukokuussa 1943 kaksi He 115 C -konetta tunnuksiltaan 6H+BK ja 6H+CK, aluksi Osasto Malisen ja vuoden 1944 aikana Osasto Jaurin käyttöön. 6H+CK luovutettiin takaisin saksalaisille 7. syyskuuta 1944, mutta 6H+BK jäi suomalaisten käyttöön sodasta irtautumisen jälkeen. Sillä kuljetettiin vielä Lapin sodassa 114 partiomiestä 30 lennolla, jolloin kone toimi siviilitunnuksella OH-PMJ (päämaja Jauri). Kone luovutettiin lopullisesti Neuvostoliitolle marraskuussa 1944 osasto Jaurin lakkauttamisen jälkeen. [1]

Heinkel He 115

Developed to replace the He 59 , the Heinkel He 115 floatplane prototype was flown during 1936. Its two machine-guns were then removed, their positions faired over, and on 30 March 1938 the aircraft set eight payload/speed records. The second prototype was similar, the third introduced the 'glasshouse' canopy which became standard, and the fourth was the production prototype with float/ fuselage bracing wires replaced by struts. The He 115s were used by coastal reconnaissance squadrons of the Luftwaffe, and after the outbreak of World War II were deployed to drop parachute mines in British waters. Four reached the UK from Norway, three being modified later for clandestine operations to Norway and the Mediterranean.

The coloured illustration shows the 'C' model which featured an MK151 20mm cannon under the nose. Production ceased in 1941 only to be reinstated in 1943 with the 'E' model. This was probably the best and most efficaceousd float plane employed by the Germans in the second world war.Total production including prototypes was some 500 units. In May 2012 an He115, 8L+FH, was raised from the sea near Stavanger and is one of only 2 known to be in existence the other being stored somewhere in France.
Power plant BMW 132
Span 72'2"
Length 56'9"
Height 21'8"
Weight empty 11,684lb
Max T /O weight 18,045lb

The military channel did a great story on this. the German designers used every inch of the space available in the wing roots and floats to pack survival gear, repair parts, tools and supplies. very very innovative!

wing for engine maintenance but nothing for dropped tools. Kerplunk.

There were seats which retracted into the wing for engine maintenance but nothing for dropped tools. Kerplunk.

Heinkel He 115 - History

The He 115 was the winner of a competition to produce a twin engine, twin float seaplane. The design went through various iterations of differing nose designs and float support structure. The C version included strengthened float bottom planing surfaces and additional armament. It could carry either a torpedo or various combinations of ordinary bombs internally and externally. It was used extensively in the Northern reaches harassing Arctic convoys until its lightweight armament made it unsafe to operate when enemy fighters were present. Although the design was pretty much obsolete from the time it entered service, it established an enviable reputation for reliability. It handled well in both the water and the air, could fly safely at high loaded weights with one engine out and its heavy construction enabled it to absorb considerable punishment both from enemy fire and rough seas.

The Revell kit has been around since the late 70's with it's origins being that of FROG. FROG went under before they could release it and Revell bought and released it. The kit has no interior detail to speak of, the kit ladders between the floats and fuselage are over sized and there are some discrepancies with details as they pertain to the model designation (C-1). I truly wish this kit was available in 1/48 scale. In 1/72 it's small enough to fall within my threshold of pain and as you will read later it only gets worse.

The Revell kit I have came in a two part top open box with mediocre artwork on the front. Inside the box is one large bag with all the parts inside. The kit is molded in a light gray plastic with extremely fine raised panel lines and recessed lines around the fixed control surfaces. I suspect I'm just going to sand the panel lines away because they will most likely disappear under a coat of paint anyway. The parts have a smooth finish and some light flash on the major pieces and rather heavy parting lines on the smaller pieces. The airframe pieces were free of any major surface defects but there were several large sink holes on some of the smaller parts. The engine detail is rather one dimensional and shallow. The interior consists of a floor, three seats and three crew members. No instrument panels, side wall detail, control column. The crew members are nothing to write home about either. Altogether there are 52 parts in gray. The clear parts are thick and not all that clear and have poorly defined frame lines. There are 5 clear parts for a kit total of 57. See photos below.

The decals are thin and have a matte finish. The registration looked OK but the white may be opaque. Mine had yellowed considerably with age. The sheet provides marking for two aircraft. There are no stencils or swastikas. See below.

The instructions are printed on a long sheet that is folded to fit the box. It's basically six panels. The first has history in four languages and the first assembly step, the next four are assembly steps and the last panel has painting and marking instructions. Only the major colors are shown with RLM numbers are paint names.

At some point in time I made the mistake of reading Matt Swan's write up of his build of this kit and had an attack of temporary insanity and purchased both the Extra Tech interior set, two Vector engines and the Falcon canopy set. This may well be the ultimate test of endurance for me but we'll see. Lets take a look at the Extra Tech set.

It consists of two photoetch frets and an instrument panel film. It pretty much supplies a complete interior with enough parts to guarantee blindness. See photo below.

To see how this looks when a pro does it I suggest you follow the review link to see how Matt's came out. I did not photograph the vector engines as those too can be seen on Matt's site or on the Sprue Brothers site where you can purchase these little jewels. I also did not photograph the Falcon set as it would be difficult to isolate the He 115 parts from the others in the set.

OK, now lets look at the Matchbox kit.

The Matchbox kit comes in a dreaded end flap box with interesting artwork on the front. Back during the mid seventies when this kit was released they were molding their kits in multiple colors. I assume this was done so that even if a modeler decided not to paint the kit it would have at least some base colors on it. With that in mind, most of the bottoms of the wings and horizontal stabilizers and a few other parts were molded in a light blue color. The upper wing and horizontal stabilizers and a few other parts were molded in an olive green color and the fuselage and balance of parts were molded in a tan color. The parts have a smooth finish with very little flash and only a light amount of parting lines to clean up on the smaller parts. The detail is both raised and recessed. Most of the panel lines are actually very fine raised lines. There are a couple of the famous Matchbox trench lines, most notably near the wing tips, a couple on the fuselage and the demarcation lines for the bomb bay. The control surface demarcation are a little larger than those on the Revell kit but not by much. I found one major sink mark on the fuselage and several smaller ones on the wings but no other surface defects. The engines were about the same as the those in the Revell kit but I thought that propellers were better and had separate spinners. The interior detail was about pretty much equal to the Revell kit. Altogether there are 53 colored parts. The clear parts seemed a bit clearer but about the same thickness wise but they have much better defined frame lines to the point of being too heavy. There are a total of 6 clear parts for a grand total of 59 parts. See photos below.

The decals include markings for three aircraft, I can't say much more about them as over the years the protective rice paper that cover them has attached itself to them. Being over thirty years old they were most likely past their prime anyway. See photo below.

The instructions are on an odd sized sheet folded so as to creating four pages. The front page has history and specifications in five languages, pages two and three are assembly instructions and the last page has painting instructions for the minor parts, a color chart in five languages that reference Humbrol numbers and instructions on how to apply decals. The painting and marking instructions are on the back side of the box.

So, which do I build. In reality there is not much to sway me one way or another at this point. I don't have any scale drawings to check accuracy. What I did have was a line drawing profile from the side and top from William Green's book and while I don't have a lot faith in their accuracy, I used a program I have to enlarge them to 1/72 scale just to see how the kit parts compared. Interestly enough the parts all fit the drawings much better than I expected so maybe the drawings aren't that far off. There were some differences though. When comparing the fuselage sections two things caught my eye. On the Revell kit the wing root was almost a scale foot thicker. Unfortunately this really can't be checked on the drawings. The other thing had to do with the length of the upper cockpit glazing. On the Matchbox kit it was about a scale foot longer. When I over layed the kit fuselage parts on the drawing the Matchbox kit was a better fit, especially at the cockpit. Over all it was a bit longer but the rudder and trim tab better matched the shape and proportion of the drawing. See photo.

The wings were both close to matching the drawing with the Matchbox being just a tad closer. The Revell kit wings were a bit narrower at the root. Interestingly enough the panel detail on the Matchbox kit matched those on the drawing, so perhaps that was the one they used when laying out the kit. See photo.

The horizontal tail surfaces both came close to the drawing but again the Matchbox kit seemed more accurate in the width of the elevators and shape of the trailing edges and trim tabs. See photo.

The floats were more difficult to compare as they are made differently, the Revell being a top - bottom affair and the Matchbox two halves. The Revell parts were a little deeper in cross section and just a bit short, the matchbox parts were the correct length but the projecting fin near the back was deeper than the one on the drawing.
Perhaps the biggest difference was in the engine cowlings. The Revell cowlings were nearly a scale foot larger in diameter than the Matchbox parts, in fact one could almost fit the Matchbox parts inside the Revell parts. The length on both was the same. The Matchbox parts matched the drawing. The Matchbox part also includes the cowl flaps which are missing from the Revell part. See photo.

While I will be the first to admit that the drawing I used is dubious from the accuracy standpoint, the Matchbox kit matches it very closely. The Revell kit seems to have a finer level of detail in that it models the control surface actuators and the Matchbox kit does not. But overall I leaning towards the Matchbox kit as I feel the overall fit and the fit of the float supports will be much better than that to the Revell kit. Interior wise the Extra Tech interior should fit as it looks like the fuselage cross section is about the same on both kits, there may be some alignment issues. The slightly longer upper canopy may make using the Falcon set a no go at least for the upper canopy. I won't know if the Vector engines will fit the smaller cowlings until I get one of them put together. If they don't I may need to make other arrangements. Worst case scenario I can always fall back on the Revell kit if things don't go as planned on the Matchbox kit.


Neither of these kits are particularly good and both are very dated technically speaking. It would be nice to see a state of the art kit from Tamiya or Hasegawa but I don't see it happening any time soon. The aircraft is small enough to be rendered in 1/48 but I don't see that happen either so for now were stuck with these. Neither should provide any overwhelming challenges to modelers with a medium level of experience although I suspect the Matchbox kit if you can find one is an easier build.

Missing Australian Masterpiece Spent 115 Years Hiding in Plain Sight

Widely heralded as one of Australia’s greatest works of art, The Pioneer—a monumental 1904 triptych by Impressionist Frederick McCubbin—tells the story of a young family that settles in a part of the Australian bush later transformed into the city of Melbourne. Alternatively described as a “self-consciously nationalistic” celebration of prosperity, an elevation of the pioneer figure within Australian art history, and an acknowledgment of rural laborers’ poverty and hardship, the work is famed for its ambiguous narrative.

Now, an exciting find by the National Gallery of Victoria (NGV) in Melbourne suggests that The Pioneer’s secrets extend, quite literally, beyond its surface. As Patrick Carlyon reports for the Sunday Herald Sun, the gallery’s head of conservation, Michael Varcoe-Cocks, recently realized that the aptly titled Found, a painting created by McCubbin in the late 1800s, spent more than a century hidden beneath the better-known triptych.

Obscured from onlookers by layers of vibrant green and brown brushstrokes, Found, which depicts a life-size bushman holding a small child, was previously known solely through a small black-and-white photograph included in the artist’s scrapbook. Michael Varcoe-Cocks, the gallery’s head of conservation, rediscovered the lost masterpiece after noticing the shadow of an odd shape on The Pioneer’s surface.

“I was doing the rounds during lockdown, walking around with a [flashlight] checking all of the paintings, and I came past the very famous The Pioneer,” he tells Sunrise’s Hamish Goodall. “I noticed a form in the texture that didn’t relate to that final composition.”

Curious whether McCubbin had painted over an earlier work, Varcoe-Cocks decided to investigate the matter further. He consulted X-rays taken of The Pioneer in 2013 and spotted shapes not present in the final composition, but was unable to place the familiar form. Several days later, the curator finally recalled where he’d seen the image: in the faded photograph featured in the scrapbook.

The only known image of Found is a faded black-and-white photograph (David Caird / National Gallery of Victoria)

“I digitally overlaid this to that,” Varcoe-Cocks says to Herald Sun . “It was a perfect match. It’s always a remarkable and wonderful thing to solve an otherwise unsolved mystery.”

He adds, “I started to realize the implications of what Found actually was. It was the origin of The Pioneer.”

McCubbin was an innovator in the Australian art world, founding the Heidelberg School of Australian Impressionism with several contemporaries. The Pioneer is an exemplary example of the movement, which focused on Australia’s landscape as a symbol of burgeoning national identity.

McCubbin’s Found was also a respected painting during its time, receiving plaudits when it was presented at the 1893 Victorian Artists’ Society Exhibition but failing to sell due to its high price—a fact that may have contributed to the artist’s later reuse of the canvas.

The Australian Impressionist was far from the only artist to paint over older works. (Pablo Picasso, for one, had a habit of repurposing old canvases when he was running low on funds.) Oil paints can be applied in layers, making it relatively easy to alter—or cover up entirely—earlier details. McCubbin himself used layering techniques throughout his career, often creating detailed underpaintings and continuing to add or remove paint until he was happy with a work’s ultimate appearance, according to a 2014 essay published by the NGV.

Conservators often rely on technology like infrared reflectography—a technique for seeing underpaintings and compositional alterations in paintings—to determine whether works conceal hidden features beneath their final compositions. Varcoe-Cocks, however, discovered the long-lost painting by sheer chance.

As he tells the Herald Sun, “If I wasn’t walking through in the dark, with a [flashlight], on my own, I probably wouldn’t have had time to focus on it, make the connection and revisit the X-ray and to rediscover this little photo in a scrapbook we had in storage.”

Heinkel He 115 - History

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Performance: Normal, Loaded
Maximum Speed: 327kph (203 mph)
Range (With Full Weapons Load):
2,090km (1,300 miles)
Range (With Maximum Fuel):
3,300km (2,050 miles)
Initial climb: N/A
Service Ceiling: N/A

The first prototype Heinkel flew in August 1937, with testing proving successful, with the He 115 being selected over the Ha 140 early in 1938, resulting in an order for an additional prototype and 10 pre-production aircraft. Meanwhile, the first prototype was used to set a series of international records for floatplanes over 1,000 km (621 mi) and 2,000 km (1,243 mi) closed circuits at a speed of 328 kph (204 mph).

Armament varied, but included a 7.92 mm (.312 in) MG 15 machine guns, 20 mm MG 151 cannons, 7.92 mm (.312 in) MG 17 machine guns and 20 mm MG FF cannons. Other weapons used by He 115 variants include LTF 5 or LTF 6b torpedoes and SD 500 500 kg (1,100 lb) or SC 250 250 kg (550 lb) bombs. Some also carried LMB III or LMA mines.