icm ICM 1:48 Heinkel He-111 H-8 Paravane

[Fran]

1:48

Heinkel He-111 H-8 Paravane

ICM

Catalogue number 48267

Price: around 47€

 

 

“The Heinkel He 111 is a German airliner and bomber designed by Siegfried and Walter Günter at Heinkel Flugzeugwerke in 1934. Through development, it was described as a "wolf in sheep's clothing". Due to restrictions placed on Germany after the First World War prohibiting bombers, it was presented solely as a civil airliner, although from conception the design was intended to provide the nascent Luftwaffe with a heavy bomber.

 

Perhaps the best-recognised German bomber of World War II due to the distinctive, extensively glazed "greenhouse" nose of the later versions, the Heinkel He 111 was the most numerous Luftwaffe bomber during the early stages of the war. It fared well until it met serious fighter opposition during the Battle of Britain, when its defensive armament was found to be inadequate.

As the war progressed, the He 111 was used in a wide variety of roles on every front in the European theatre. It was used as a strategic bomber during the Battle of Britain, a torpedo bomber in the Atlantic and Arctic, and a medium bomber and a transport aircraft on the Western, Eastern, Mediterranean, Middle Eastern, and North African Front theatres.

 

The He 111 was constantly upgraded and modified, but had nonetheless become obsolete by the latter part of the war. The failure of the German Bomber B project forced the Luftwaffe to continue operating the He 111 in combat roles until the end of the war. Manufacture of the He 111 ceased in September 1944, at which point piston-engine bomber production was largely halted in favour of fighter aircraft. With the German bomber force virtually defunct, the He 111 was used for logistics.

 

Production of the Heinkel continued after the war as the Spanish-built CASA 2.111. Spain received a batch of He 111H-16s in 1943 along with an agreement to licence-build Spanish versions. Its airframe was produced in Spain under licence by Construcciones Aeronáuticas SA. The design differed significantly only in the powerplant used, eventually being equipped with Rolls-Royce Merlin engines. These remained in service until 1973.he H variant of the He 111 series was more widely produced and saw more action during World War II than any other Heinkel variant. Owing to the uncertainty surrounding the delivery and availability of the DB 601 engines, Heinkel switched to 820 kW (1,100 hp) Junkers Jumo 211 powerplants, whose somewhat greater size and weight were regarded as unimportant considerations in a twin-engine design. When the Jumo was fitted to the P model it became the He 111 H. The He 111 H-1 was fitted with a standard set of three 7.92 mm (0.312 in) MG 15 machine guns and eight SC 250 250 kg (550 lb) or 32 SC 50 50 kg (110 lb) bombs. The same armament was used in the H-2 which started production in August 1939. The P-series was gradually replaced on the eve of war with the new H-2, powered by improved Jumo 211 A-3 engines of 820 kW (1,100 hp). 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. Production of the H-3, powered by the 895 kW (1,200 hp) Jumo 211 D-1, began in October 1939. Experiences during the Polish Campaign led to an increase in defensive armament. MG 15s were fitted whenever possible and the number of machine guns was sometimes increased to seven. The two waist positions received an additional MG 15, and on some variants a belt-fed MG 17 was even installed in the tail. A 20 mm (0.79 in) MG FF autocannon would sometimes be installed in the nose or forward gondola.

After the Battle of Britain, smaller scale production of the H-4s began. The H-4 was virtually identical to the He 111 P-4 with the DB 600s swapped for the Jumo 211D-1s. Some also used the Jumo 211H-1. This variant also differed from the H-3 in that it could either carry 2,000 kg (4,400 lb) of bombs internally or mount one or two external racks to carry one 1,800 kg (4,000 lb) or two 1,000 kg (2,200 lb) bombs. As these external racks blocked the internal bomb bay doors, a combination of internal and external storage was not possible. A PVR 1006L bomb rack was fitted externally and an 835 L (184 imp gal; 221 US gal) tank added to the interior spaces left vacant by the removal of the internal bomb-bay. The PVR 1006L was capable of carrying a SC 1000 1,000 kg (2,200 lb) bomb. Some H-4s had their PVC racks modified to drop torpedoes. Later modifications enabled the PVC 1006 to carry a 2,500 kg (5,500 lb) "Max" bomb. However 1,000 kg (2,200 lb) "Hermann" or 1,800 kg (4,000 lb) "Satans" were used more widely.

The H-5 series followed in February 1941, with heavier defensive armament.

 Like the H-4, it retained a PVC 1006 L bomb rack to enable it to carry heavy bombs under the fuselage. The first ten He 111 H-5s were pathfinders, and selected for special missions. The aircraft sometimes carried 25 kg (55 lb) flashlight bombs which acted as flares. The H-5 could also carry heavy fire bombs, either heavy containers or smaller incendiary devices attached to parachutes. The H-5 also carried LM A and LM B aerial mines for anti-shipping operations. After the 80th production aircraft, the PVC 1006 L bomb rack was removed and replaced with a heavy-duty ETC 2000 rack, enabling the H-5 to carry the SC 2500 "Max" bomb, on the external ETC 2000 rack, which enabled it to support the 2,500 kg (5,500 lb) bomb.

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 production stopped. The H-6 initiated some overall improvements in design. The Jumo 211 F-1 engine of 1,007 kW (1,350 hp) increased its speed while the defensive armament was upgraded at the factory with one 20 mm (0.79 in) MG FF cannon in the nose and/or gondola positions (optional), two MG 15 in the ventral gondola, and one each of the fuselage side windows. Some H-6 variants carried tail-mounted MG 17 defensive armament.[54] The performance of the H-6 was much improved. The climb rate was higher and the bomber could reach a slightly higher ceiling of 8,500 m (27,900 ft). When heavy bomb loads were added, this ceiling was reduced to 6,500 m (21,300 ft). The weight of the H-6 increased to 14,000 kg (31,000 lb). Some H-6s received Jumo 211F-2s which improved a low-level speed of 365 km/h (227 mph). At an altitude of 6,000 m (20,000 ft) the maximum speed was 435 km/h (270 mph). If heavy external loads were added, the speed was reduced by 35 km/h (22 mph).

Other designs of the mid-H series included the He 111 H-7 and H-8. The airframes were to be rebuilds of the H-3/H-5 variant. Both were designed as night bombers and were to have two Jumo 211F-1s installed. The intention was for the H-8 to be fitted with cable-cutting equipment and barrage ballon deflectors on the leading edge of the wings. The H-7 was never built.”

 

The H-9 was intended as a trainer with dual control columns. The airframe was a H-1 variant rebuild. The powerplants consisted of two JumoA-1s or D-1s.[56] The H-10 was also designated to trainer duties. Rebuilt from an H-2 or H-3 airframe, it was installed with full defensive armament including 13 mm (0.51 in) MG 131 and 7.92 mm (0.312 in) MG 81Z machine guns. It was to be powered by two Jumo 211A-1s, D-1s or F-2s.”*

 

 

 

*History from Wikipedia.

 

Now, let´s go to the model kit.

He-111 ICM has being around for quite some time now, but unbelieve I never have seen one in flesh. So I`m really excited to get my hands on the ICM release.

Checking the box, is the usual ICM flip top cardboard with a separate card lid showing the artwork.

Speaking of artwork, I really love these ICM artworks. No idea who is the author but kudos to his work.

All the plastic sprue are in two plastic bags with the clear parts in other plastic bag inside.

 Checking the plastic parts, the injection markings are very sutble and mainly in places that will be hard to see when build. Its evident that ICM made the home work to make modeler live easier.

 

 

 

 

I`m very pleased to see all the internal structure present in the fuselage halves and the internal detai.

 

 

 

In the same way, I saw in the Martim Baltimore kit (here), ICM also make the join internal of the wing spars that extend beyond the engines. This help a lot the construction phase as it give wing support and correct alignment with the fuselage.

 

 

Before going to the plastic parts, I wanted to checked the clear parts as the He-111 as a huge front glass gondola. 1.    The transparent parts are provided for the cockpit canopy, gun turrets, and windows. They are clear and free from distortion, allowing for excellent visibility of interior details.

 

 

 

The new sprue of the variation is the the K sprue that give us the ballon cutter (paravane) structure.

 

Checking the wings, they are just the same as other variations, as such no location holes from cutting structure (paravane structure). It`s complex as that would involve a mold modification that would be quite expensive. If the referent pinhole were on the inside, that could have been done since the beginning of the first release…

 

Instead, the ICM in steps 61/62 and 85/86, gives the measures in millimeters (worse, 3.5mm or 7.7mm) You will need a digital caliper) so you can drill the locations points. Are quite some complex measures directly on the mode surface and also a surgery in the wing edge cutting a little part of it to be the main external location of the paravane structure. This will not be an easy work at all. It will demand quite some measuring and pre-study to get it right but an intermediate/expert modeler should pull this off.

 

 

And the G sprue is not totally equal to the H-16 for example. The H-16 version has several bombs, bombs racks, machine guns and upper fuselage parte that this G sprue don’t have. It`s much smaller and only with tailskid, central belly and fuselage end cone (This implies a little surgery as the fuselage is complete with another end cone).

So, in step 43, it shows that you have to cut the end cone of the fuselage and replace it by the new one.

As I said before, it’s the first time I really check a ICM He-111. That said again, I was quite impressed to have two full detail engines straight from the box that you can used like that and left it open or hyperdetailed it with some plugs and wires and simple close all up. It`s really up to the modeler.

 

 

 

 

The flight control surfaces are all separated parts so it’s a cool touch from ICM that allows modeler to put the flying surface at their desired.

 

 

The decal sheet has a good color registration and supply 3 finishing options:

 

 

 

Ø  He-111 H-8 Paravane, Unknown Unit 1941

 

 

Ø  He-111 H-8 Paravane, IV./KG27 “BOELCKE”, France 1941

 

 

Ø  He-111 H-8 Paravane, 9./KG55 “GREIF”, France Spring 1941

 

 

The instruction manual is detailed and easy to follow. It includes step-by-step assembly diagrams, color callouts, and decal placement guides.

 

 

Conclusion

The ICM 1:48 Heinkel He-111 H-8 is shaping up to be a standout model kit because its unique look with that Paravane structure. This structre will not be easy to install but an expert modeler (even an intermediate) will handle it with no big issues.

The detail out of the box is very good and it will make a very good replica. For the expert and keen modeler some AM will make some extra detail to make this beauty into a masterpiece.

Highly recommend this to intermediate/expert modeler

 

 

My truly thanks to ICM for the review sample.

 

 

Some extra pictures from the plastic parts: