Cat 3.  LSK / KLu

Mid 1947 a few B-25 aircraft were used by the LSK ("Lucht Strijd Krachten") which was the name for the service directly established aft the end of the Second World War.

Please see   Ops RAF tabel

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The content in Dutch was first published Summer 2004 by M. de Vreeze


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Modellers' section B-25

Models (type)

? never seen
@ hard to find
1/72
1/48
1/32
B-25C/D:
Airfix  (announced for 2017)
Hasegawa
Italeri/ Bilek/ Testors
Frog/ NOVO/ Chematic/ Eastern Express
Monogram snaptite
Accurate Miniatures
Italeri
 
 
Aurora @@
Marco miniatures (resin)
Combat Models (vac)@
ID models (vacu)@
B-25H/J:
Hasegawa (kit mk.III for a B-25J)
Italeri
Matchbox
Airfix/ UsAirfix
Monogram/ Revell
Accurate miniatures
Italeri
Lodela (Revell)
 
HK Models

> best model for each scale listed first, models with / are based on same mould; sometimes modifications are needed. 

1/46: Aurora (oud 1957)

1/64: Revell (oud 1961)

1/68: Monogram (oud 1955)

1/100: UPC

1/144: Crown/ Revell/ Academy/ Minicraft

1/700: Tamiya , Trumpeter

BOXART

  • academy-b25-144
  • accurate-miniatures-b25-48
  • airfix-b25h-72
  • aurora-b25-46
  • bilek-italeri-b25-72
  • crown-b25-144
  • frog-b25-72-2
  • frog-b25-72
  • hasegawa-b25h-72
  • hasegawa-b25j-72
  • hk-models-b25-32
  • italeri-b25-72-2
  • italeri-b25-72
  • italeri-b5-48
  • lodela-revell-b25-48
  • matchbox-b25-72
  • minicraft-b25-144
  • monogram-b25-68
  • monogram-b25-72
  • monogram-b25h-48
  • monogram-b25j-48
  • revell-b25-144-2
  • revell-b25-144
  • revell-b25-64
  • revell-b25j-48-2
  • revell-b25j-48
  • tamiya-b25-700
  • testors-italeri-b25-72
  • usairfix-b25-72

 
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Colour schemes: (click K links and check our recommended paints in the kleurentabel )  
Scheme Algemeen upper and side surfaces lower surfaces Details remarks
(1) .. <K126> dark olive drab <K24> neutral grayshade ?? English roundels with yellow edges at fuselage;
English roundels without yellow edges on wing;
small Dutch triangle on nose
RAF ops from out of England
(1a) . < K80 > dark green <K10 > medium seagrey ? English roundels with yellow edges at fuselage;
English roundels without yellow edges on wing;
small Dutch triangle on nose
RAF ops from out of England
(2) . <K126> dark olive drab <K24> neutral grayshade ?? 6 flags RNMF Jackson
(3) . <K10 > medium seagrey <K10 > medium seagrey

KON.MARINE in small white text below tail;


Dutch fin flash/ flag;
6 Dutch roundels

After the war scheme
(4) .. <K12> extra dark sea grey < K85> sky

KON.MARINE in small black text below tail;

Dutch fin flash/ flag;
6 Dutch roundels

After the war scheme
(5) . < K130 > aluminium dope/verf < K130 > aluminium dope/verf with flags
Ops ML-KNIL
(6) . < K130 > aluminium dope/verf < K130 > aluminium dope/verf with Dutch roundels
Ops ML-KNIL
(7) . <K126> dark olive drab <K24> neutral grayshade with flags (over painted the US stars and bars) "US Pacific scheme" ;
Ops ML-KNIL

  

 

DRAWINGS IPMS Nederland Archives

ipms-18-mitchel

 

ipms-33-b25

 

ipms-35-b25-t

 

The content in Dutch was first published Summer 2004 by M. de Vreeze; This translated page September 2017

(C) Text and Contents: strictly copyright IPMS NEDERLAND; no part may be re-used without written permission


 

Cat 7. USA  Operations Jackson

Texts by Wilko Jonker / Translated from Dutch by Ronald van Voorst (lees Nederlandse versie hier…)

Due to the Japanese war threat it was decided early 1942 to move the Java flying school. From May 1942, this became the Royal Netherlands Military Flying School (RNMFS) in Jackson, Mississippi USA. About 30 B-25C’s were used for the training of airmen. (A number of these were originally destined for the ML-KNIL in the Indies, but they came too late due to the Japanese attack. Some of these planes were therefore also used by the RAF for European operations.) (US troops were stationed on the Dutch Antilles from 1943 and they used their own B-25 Mitchells.)

The first operation training phase on the B-25 would start in February 1943 and therefore ten B-25C’s were delivered to the RNMFS in Jackson USA by the end of November 1942 to start the conversion of the instructors. By pure coincidence, the first B-25’s came from the original order of 162 for the ML-KNIL. These had been taken over by the USAAF after the capitulation of the Dutch Indies. On arrival of these planes, it turned out that the necessary wiring for the Sperry bomb sights was not present. This meant a return to the factory near Kansas City. The correction for the first plane took one week, which was considered too long by the RNMFS. Therefore the rest of the modification work was done in-house in Jackson, but by mid-April 1943, only four planes were operational with Sperry equipment.

An additional ten B-25’s were requested and in April and May 1943, five B-25C’s and five B-25D’s were delivered. These had the Sperry bomb sights already installed, so the operational training could start in earnest.

In October 1943, again ten B-25’s were requested to finalise the program in time. Due to necessary technical inspections and maintenance, it was not possible to keep a sufficient number of planes operational. Due to the time pressure, these planes were not obtained via an official Lend-Lease request. Instead they were delivered on a loan basis via the AAFTTC (Army Air Force Technical Training Command). These were B-25G’s armed with a 75 mm canon in the nose. They continued to be the property of the USAAF. This in contrast with the first B-25’s that were Dutch property and were therefore carrying red-white-blue nationality markings on the fuselage and wings.

One B-25D and one B-25G were lost at the RNMFS and when the school was closed, the remaining planes were given to the USAAF as Reverse Lend-Lease.

On return of the B-25’s some problems arose regarding the financial settlement of the loan as there had not been made any official arrangement on the conditions, but not much time was spend on resolving this.

 ------------------------------


Photo Selection from the Dutch "Beeldbank NIMH" of Dutch Department of Defense that may be useful for modellers. (made available by the NIMH through links) :

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Navigation flight from Jackson Air Force Base via Curaçao in the Dutch Antilles to Paramaribo Suriname with B-25 Mitchells. Seen is the '423'. Photo: Beeldbank NIMH (linked with permission)

Training of personnel in the USA. Third from right is the Dutch Prince Bernhard. A B-25 is seen in the background. Photo: Beeldbank NIMH (linked with permission)

 

Registrations and codes: RNMFS Jackson
Registratie Constructienummer Datum in dienst Datum uit dienst Opmerkingen
??   1943   ..
 423 ?       .
 499 ?       .

  References and sources:   ????... foto's

Who has more info and would like to contribute? Pleas use our NedMil Contactformulier...

 

The content in Dutch was first published Summer 2004 by M. de Vreeze; translated by Ronald van Voorst September 2017

(C) Text and Contents: strictly copyright IPMS NEDERLAND; no part may be re-used without written permission


 

 

 

Cat 6.  Ops RAF/ RN

Translated from Dutch by Ronald van Voorst (lees Nederlandse versie hier…)

320 Squadron England: FR-141 through FR-207 (except 152, 153, 154, 171, 172, 187, 197, 203)

B-25C: FR-141 through FR-179 (except 152, 153, 154, 171, 172)

B-25D: FR-180 through FR-207 (except 187, 197, 203)

B-25J: various ?

 

The Dutch no. 320 Squadron had already been operational in England using amongst others the Lockheed Hudson. From September 1943 the B-25 Mitchell was used in English camouflage pattern. Training started in March 1943 from the English base of Methwold. End-March saw a move to Attlebridge and end-August to Lasham. From here, bombardment sorties were carried out to occupied France. February 1944 saw a move to Dunsfold with operation alignment to the 2nd Tactical Air Force.

Prior to the Normandy invasion, operations were carried out along the coast like near Calais. Operations deeper inland resulted in heavy losses caused by the German Flak.

In October 1944 the unit moved to the liberated airfield of Melsbroek/Zaventem in Belgium. From here regular operation followed above the still occupied Netherlands. A final move was made in March-April 1945 to Achmer in Germany (near Osnabruck).

In total 67 airplanes have belonged to no.320 Squadron, of which 58 have been actually operational. 3200 missions were carried out by the squadron. At the end of the war, 28 planes remained. These were transferred to England when the no.320 Squadron was disbanded in August 1945.

In March 1946 the MLD no.320 Squadron started a new life on Valkenburg airfield with 16 Mitchells that had been used from England.

 

na-b25-3-mindef-author

Somehere in England?  Photo: Defensie voorlichtings-Centrum / Ministerie van Defensie (used with permission)

b25 flight 19081945

Artikel from Flight magazine issue August 19, 1945  [W7]  showing a Dutch operated B-25 with small triangle at no.2 group (probably no.320 Squadron). Collectie  M.de Vreeze  (used with permission)


Photo Selection from the Dutch "Beeldbank NIMH" of Dutch Department of Defense that may be useful for modellers. (made available by the NIMH through links) :

Photo: Beeldbank NIMH (linked with permission)

B-25C? Photo: Beeldbank NIMH (linked with permission)

B-25C ? Photo: Beeldbank NIMH (linked with permission)

B-25C Mitchell (1943-1945) of VSQ 320 in England. Photo: Beeldbank NIMH (linked with permission)

Photo: Beeldbank NIMH (linked with permission)

Photo: Beeldbank NIMH (linked with permission)

Photo: Beeldbank NIMH (linked with permission)

"F157". Photo: Beeldbank NIMH (linked with permission)

Photo: Beeldbank NIMH (linked with permission)

'Ouwe Jongens' scheme B-25C 'B of Dutch Sqn 320 MLD, in England during the War. Photo: Beeldbank NIMH (linked with permission)

Photo: Beeldbank NIMH (linked with permission)

  

Registrations and codes: Ops England and later (no.320 squadron and later by MLD)
Registratie Constr.no USAF no. tweede regi MLD derde regi MLD Datum in dienst Datum uit dienst Opmerkingen
FR-141             B-25C
FR-142             B-25C
FR-143             B-25C
FR-144             B-25C
FR-145             B-25C
FR-146             B-25C
FR-147             B-25C
FR-148             B-25C
FR-149             B-25C
FR-150             B-25C
FR-151             B-25C ; restant richtingsroer op Valkenburg
FR-155             B-25C
FR-156             B-25C
FR-157             B-25C
FR-158             B-25C
FR-159             B-25C
FR-160  NA 94-12754 42-32346   A-11 april 1944 sept 1949 B-25C-10-NA; na de oorlog naar Nederland; werd mid 1947 "A-11"; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-161             B-25C
FR-162             B-25C
FR-163  NA 94-12757 42-32349   A-12 jan  1945 sept 1949 B-25C-10-NA; na de oorlog naar Nederland; werd mid 1947 "A-12"; gesloopt eind 1949
FR-164             B-25C
FR-165             B-25C
FR-166             B-25C
FR-167             B-25C
FR-167  NA 94-12761 42-32353 R-3 M-3 , B-3 mei 1944 14-04-1954 B-25C-10-NA; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland;
FR-168  NA 93-12621 42-32513 R-1 M-1 , B-1 april 1943 26-03-1954 B-25C-15-NA; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland; 1952 bij VSQ-8; uit dienst maart 1954
FR-169  NA 93-12622 42-32514 B-4 A-13  juni 1943 15-08-1951 B-25C-15-NA; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland;
FR-170  NA 93-12623 42-32515   A-14 mei 1943 30-01-1950 B-25C-15-NA; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland;
?  NA 96-16568 42-64689 B-5 M-5, A-15 juni 1943 06-10-1953 B-25C-20-NA; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland en juli 1945 regi A-15; maart 1951 regi B-5;
FR-173             B-25C
FR-174             B-25C
FR-175  NA 96-16570 42-64691   A-16 november 1943 sept 1949 B-25C-20-NA; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-176             B-25C
FR-177             B-25C
FR-178             B-25C
FR-179             B-25C
FR-180             B-25D .
FR-181             B-25D
FR-182             B-25D
FR-183             B-25D
FR-184             B-25D
FR-185             B-25D
FR-186             B-25D
FR-188  NA 100-23845 42-87262   A-23 maart 1944   B-25D-25-NC; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland; mid 1947 als A-23; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-189             B-25D
FR-190             B-25D
FR-191             B-25D
FR-192             B-25D
FR-193  NA 87-8957 41-30792 B-6 M-6,  A-17 maart 1944  mid 1954 B-25D-20-NC; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland; later in Museum Overloon
FR-194  NA 87-8959 41-30794 B-7 M-7 , A-18   1944 ?? aug 1951 B-25D-20-NC;
FR-195  NA 87-8960 41-30795 B-8 M-8 , A-19  juni 1944  mei 1952 B-25D-20-NC; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland;
FR-196  NA 87-8961 41-30796   A-21 juni 1944 21-07-1948 B-25D-20-NC; begon bij no. 320 squadron in U.K.; na de oorlog naar Nederland; crash Stonehaven Schotland.
FR-197  NA 87-8962     A-20 juli 1947 ? sept 1949 B-25D-20-NC; juli 1947 bij MLD; werd A-20; na de oorlog naar Nederland; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-198             B-25D
FR-199  NA 100-23844 42-87261 B-9 M-9, A-22 juni 1944 mid 1954 B-25D-25-NC; na de oorlog naar Nederland; delen in TH Delft, later in Aviodrome.
FR-200             B-25D
FR-201             B-25D
FR-202             B-25D
FR-203             B-25D
FR-204             B-25D
FR-205             B-25D
FR-206  NA 100-23988 42-87405 R-2 M-2 , B-2 maart 1944 17-10-1953 B-25D-25-NC; maart 1944 by no.320 squadron U.K; na de oorlog naar Nederland;
FR-207             B-25D

  References and sources:  [B16] MLD.70  , [B5] Luchtv.kennis 1995-6 en 1996-1 ,

 Also check out the other tables about the B-25.

 Who has more info and would like to contribute? Please use our NedMil Contactformulier...

 

The content in Dutch was first published Summer 2004 by M. de Vreeze; translated by Ronald van Voorst September 2017

(C) Text and Contents: strictly copyright IPMS NEDERLAND; no part may be re-used without written permission


 

 

 

Cat 5.  ML-KNIL

Orginal texts by Wilko Jonker / Translated by Ronald van Voorst  (lees Nederlandse versie hier…)

6 planes (1947-1948), no.18 Squadron Dutch Indies

Markings: I13-I17, I19

In total about 138 used by the ML

Five were borrowed from the MLD

 Also check out literature list


Purchase by the Dutch Purchasing Committee

Orginal texts by Wilko Jonker  / Translated by Ronald van Voorst

Due to the threat of war, this Dutch committee, operating from New York, intensified its activities begin 1940 to obtain various airplanes and to expedite its ordering and delivery.

The Netherlands were attacked in May 1940 and were occupied. The Committee however continued its activities, now for the modernisation and strengthening of the forces in the Dutch East Indies.

In June 1941, 162 medium bombers were purchased, intended to replace the obsolete Glenn Martin type 139 and type 166 planes.

The Militaire Luchtvaart (ML) contract for the “emergency” delivery of 162 NA-90 B-25C-5’s was signed on 30 June 1941 (so still before the Japanese started the war with the attack on Pearl Harbour in December 1941).

The delivery timing was to be as follows: November 1942 – 25, December 1942 – 50, January 1943 – 80 and February 1943 – 7 planes.

The production and delivery were scheduled after the finalisation of the current USAAF contract.

At the insistence of the ML an accelerated delivery schedule was agreed with the Americans in mid-August 1941 with the following dates:

                March through September 1942: 6 per month (total 42)

                October and November 1942: 18 per month (total 36)

                December 1942 and January 1943: 36 per month (total 72)

                February 1943: 12

Due to the precarious situation in the Dutch Indies, the USAAF agreed to relinquish planes from their own contract to the ML. These would then later be replenished from the ML contract. The delivery flights used two routes: to India via Africa and over the Pacific via Hawaii to Brisbane.

 

Detachment Bangalore (India)

As it was reported that 20 B-25C’s were en-route to India via the Africa-route, eight crews left Java in March 1942 to go to Bangalore in India. The group was led by Wittert van Hoogland and consisted of six pilots, seven engineers and six radio operators. The first of the eight Mitchells that were sent arrived on March 8 and on March 9, five airplanes were present. The sixth plane had crashed in Africa and the remaining two were damaged at Palm Beach.

The B-25’s were marked with a letter following the RAF regulations. They were equipped with Norden bomb sights that were at that time still very confidential. (Airplanes that were delivered later were equipped with the inferior Sperry bomb sight.)

On 8 March 1942, the Dutch Indies capitulated and Java was occupied by Japan. This meant that deliveries to Java were meaningless and that B-25’s therefore never arrived there.

Various Mitchells were now present in Australia and in India and deliveries continued as it was the intention to operate these planes from free allied territory.

After a demonstration flight on 24 March 24 for the British Air Marshal Sir Peirse (commander RAF British India), the idea was put forward to employ the B-25’s for photo reconnaissance. As this concerned a new concept airplane, problems arose regarding equipment and parts, but fortunately, a lot of useful material could be taken over from the KLM and many practice flights were made.

Early April confirmation was received from London to form a PRU (Photo Reconnaissance Unit) for the RAF in India. Between 18 April and 10 May, the B-25’s moved to Karachi where the modifications for the camera work were completed. As the planes however were no longer needed in India, the detachment left India on 3 July by boat for Fremantle in Australia.

The B-25’s were transferred to the RAF and were assigned to No. 684 Photo Reconnaissance Squadron. (At the same time also three Lockheed 212’s that had escaped the Dutch Indies were transferred.). Two of the B-25’s were given RAF registration numbers: MA956 and MA957. The other three kept their original ML registrations: N5-144, 145 and 148.

 

Detachment in Australia

A detachment present in Australia (groep Boot), consisted of 18 pilots, 7 radio operators and 14 mechanics led by Captain Boot.

On 2 March 1942, the first of 18 B-25C’s arrived on Archerfield near Brisbane. This was the start of the first delivery of 60 planes. The first twelve B-25’s in Australia carried Netherlands East Indies (NEI) numbers and orange triangle markings. According to available photographs, the registrations were N5-120 through N5-131. The B-25’s that were supposed to come via India would get the numbers N5-139 through N5-148. The next delivery of 24 planes arrived in March and April 1942. These were handed over to the USAAF in accordance with an agreement that of the 54 B-25’s that were to be delivered, 18 would go to the NEI and 36 (and the 6 already delivered) would go to US units.

On 1 April 1942 five Dutch B-25C’s were present in Australia. These were N5-132, N5-134, N5-136, N5-151 and N5-161. These only had one 0.303 inch machine gun in the nose and two 0.303 inch machine guns in the turrets. The markings consisted initially of orange triangles, but these were soon painted out with the Dutch flag. It took quite some effort to keep these five B-25’s for the ML. By June, only these five were present as the remaining 13 were not delivered yet. During June, aircraft N5-122 arrived, but on delivery to Australia it was found that the nose wheel was broken and needed to be repaired.

April 4, 1942 officially the first squadron was established, the No.18 NEI squadron at RAAF Fairbairn, the former Station Canberra aerodrome. The squadron had a mix of a Dutch and Australian military personel and was part of the RAAF no.79 Wing. Soon about 240 Dutch and 200 Australian men were assigned.

On June 4, an urgent request was received to co-operate in tracking down a Japanese submarine. On June 5, two B-25’s of No.18 Squadron flew sorties. The B-25 "N5-151" bombed a Japanese submarine which was sunk off the coast near Sydney.

During July 1942 the available planes were re-numbered. This was likely done as the overview was lost due to the different partial deliveries.

Between 20 August and 21 September the third partial delivery too place. These were numbered N5-128 through N5-145, a mix of 11 B-25C’s and 7 B-25D’s. As agreed, the six planes present (N5-122 through N5-127) were now returned to the Americans.

The new aircraft differed from the first six delivered. They now had 0.50 inch machine guns instead of the 0.303 inch ones and had improved turrets. The (new) B-25C’s were equipped to carry external fuel tanks under the wings (the B-25D’s could not do this). A big disappointment was the primitive inaccurate Estoppey D-8 bomb sight that was installed, compared to the modern Norden D-7 equipment present in the first six planes. The range of the B-25C/D was 400 miles without the external fuel tanks. With the external tanks the range increased with 600 miles. In the autumn of 1942, N5-131 was tested with a small 300 gallon fuel tank in the bomb bay.  The bomb load was in that case 6 x 100 lbs or 3 x 500 lbs. The test was a success, so in November / December 1942, the 300 gallon tank was installed in all planes.

Until the end of 1942, additional B-25C-10’s and B-25C-15’s were received. In December 1942 the aircraft were moved to MacDonald Airfield west of Stuart Highway near Pine Creek in the Northern Territories. Soon they started to conduct raids against mostly Japanese shipping. In practice, the Bendix gun turrets caused many problems. These were therefore removed in most cases.

The concept of “skip-bombing” entailed approaching the target at very low altitude and then drop the bombs. These then bounced against the target. The disadvantage of this method was the heavy defense of the target, against which the B-25 had few counter measures. Therefore a heavier forward armament was needed. B-25 with serial 41-12437 was used for testing purposes. As the bombardier was not needed for attacks at low altitude (mostly ships), the space could be used for a packet of four fixed 0.50 inch machine guns. These protruded from a metal plate that replaced the flat glass panel of the bombardier. Also four additional 0.50 inch machine guns were installed in external blisters on both sides of the fuselage. A metal plate protected the fuselage against the muzzle blast.

Following a reconnaissance flight with B-25C N5-133 on 30 March 1943, during which a fight took place with three Zeke’s and from which the plane returned with its fuel tanks almost empty, Commander Fiedeldij wrote a letter regarding the deficient armament and the too long distances for the operations. Referring to an American report, he suggested to improve the frontal armament (for attacks at very low altitude), to replace the ventral gun turret with a 300 gallon fuel tank, to add a flexible machine gun in the tail and to modify the bomb aiming mechanism such that it could also be operated by the pilots (now this could only be done by the observer/bombardier located in the nose).

May 1943 the No.18 squadron moved to Batchelor field near Darwin in the Northern territories. The facilities were there much better. In May 1943, permission was given to install heavier armament in five planes. N5-129, N5-137, N5-141, N5-143 and N5-145 were equipped with four 0.50 inch machine guns in the nose and two times two 0.50 inch machine guns in single pack blisters on the fuselage sides below the cockpit. The ventral gun turret was removed from these planes. The other planes only received the additional machine guns in the fuselage blisters. The modification of the bomb aiming mechanism for operation from the cockpit was not installed. After some adjustments, more planes were modified. Probably also additional fuel tanks were installed, improving the combat range significantly. Japanese ships were attacked at extreme low level as well as other targets.

At the end of February 1943, 12 strafers were delivered to 90th Squadron at Eagle Farms, Australia. The strafer concept was so successful, that by mid-September 1943, 175 B-25C’s and D’s were converted by the depot in Townsville, Australia, including the five Dutch planes

In May 1943 the first B-25J-1 was delivered. The J-version had two 0.50 inch machine guns in the nose, two 0.5 inch machine guns in the tail, and two 0.50 inch machine guns in the dorsal turret. This turret was moved to the front. A twin-pack of two 0.50 inch machine guns was added to each side of the fuselage. An extensive registration and type listing can be found in the books of O.G.Ward and Mr. Tornij.

Mid-July 1943, the obsolete Estoppey D-8 bomb aiming equipment was replaced by the more modern Sperry equipment.

From September 1943, eight B-25D-20’s were transferred by new pilot from the RNMFS. These planes are designated by O.G.Ward as D-modified.

Based on photographs, these planes had machine gun positions in the side of the fuselage and in the tail. The side positions strongly resembled those of the later B-25H and -J. Due to the placing of the dorsal turret however, the side positions were directly opposite to each other. In the –H and –J versions the dorsal turret was moved to just behind the cockpit which left more space in the fuselage to stagger the side machine gun positions. Also the tail machine gun position was similar to that in the –H and –J, but it was less pronounced and was equipped with only one machine gun.

Between January and April 1944, another 50 B-25D’s arrived. On page 21 of the book  (?) “Squadrons van de Koninklijke Luchtmacht” a row of B-25D’s can be seen. These were the last B-25’s that were transferred by pilots of the RNMFS in Jackson (like N5-193, with a gremlin emblem in an orange triangle). These planes, that were equipped with single gun packs on the fuselage, were not all needed anymore and the surplus of about 20 was transferred to the RAAF: in this way, N5-183 became A-47-1, N5-187 became A-47-2 etcetera.

The No.18 squadron continued to fly from Batchelor until April 1945 and than moved to the Dutch East Indies Balikpapan at Borneo to continue attacking the Japanese until VJ-Day. Also a start was made with making the "Leaflet flights" (see below). The No. 18 squadron was very succesful and soon had the nickname "Dutch Cleanser".

 

Transport B-25 planes

PEP: On September 1, 1943, the NEI Aircraft and Personnel Pool (NEI-APP), Personnel and Equipment Pool (PEP) was established, to cover the personnel and material supply for the 18th and 120th squadrons. This unit acted as the reserve for material (like P-40’s and B-25’s) and for personnel.

NEITS: The supply of the 18th and 19th squadrons was provided by the NEITS. In January 1944, the NEI Transport Section Melbourne was activated, equipped with Lodestars and stripped B-25’s. The B-25’s N5-128, N5-129, N5-134, N5-142 and N5-143 were already used by the 18th squadron as TB-25’s and were transferred mid-September 1943 to No.2 NEITS. The section Melbourne was given squadron status by mid-September 1944: No.1 NEI Transport Squadron. The section Brisbane became No. 2 NEI Transport Squadron equipped with 3 Lodestars and 5 TB-25’s. On November 7, 1944, the two units were combined and became no. 1 NEITS. The 20th Squadron was created in Tjililitan on 1 November 1946. The squadron was at that time equipped with 11 TB-25’s. The following planes were used: N5-138, N5-146, N5-149, N5-152 (?), N5-160, N5-164, N5-173, N5-223, N5-237, N5-239, N5-240, N5-248, N5-250 and N5-261. By May 1948, the remaining TB-25’s were replaced by C-47’s.

During the war, the 18th Squadron had already started with photo reconnaissance activities. A “camera-bay” was installed in a B-25, consisting of a gimbal mounted camera above a hatch in the fuselage. A drift indicator with an interval meter enabled making photographic cycles.

Also two folding side windows were installed to enable “overboard” photographs. Also pictures could be taken from the blisters. (A nice picture of this can be found on page 141 in the book  “Van Glenn Martins en Mustangs of Hugo Hooftman and on page 18, 40 and 43 in the book of Gerben Tornij.) Lots of experience was gained from these first activities, which enabled the establishment of the “Fotodienst” (photographic) office in Batavia in November 1945.

 

Leaflet flights

In order to help the POWs and other interned civilians in the various prison camps, the so called "Pamfletten vluchten" / Leaflet Flights were made. Food supplies and medicines were dropped at the camps. The N5-180 “ADA” and N5-185 “Lienke” were made available for leaflet flights from August 4, 1944. The N5-185 became only available on 24 August 1944, due to repairs on the nose section. The gun turrets and the side armament was removed. Only the machine guns in the nose and tail were retained. Aluminum sheet was used to close the openings. A wooden frame was installed in the tail to hold a 184 gallon fuel tank. Also 23 4-gallon fuel cans were carried. Two fuel tanks were installed in the bomb bay. The planes were thoroughly cleaned from all tar, oil and dust and all paint was removed, followed by polishing. Large Dutch flags were painted below the wings and on the sides of the fuselage to ensure proper identification. Before the first flight, the destination and route were painted on the nose. This first flight took place on 23 September 1944 (N5-180 (42-3454) to Batavia), followed on 24 September by a flight of N5-185 to Bandoeng. N5-180 was no longer used after the first flight. N5-185 flew leaflet missions to Soerabaja, Madioen and Tjilililatan in January 1945.

 

After VJ-Day

The end of the Second World War after the surrender of Japan took place on Victory Day 15 August 1945.

The Mitchells had been bought by The Netherlands and were therefore given various tasks after the war in order to rebuild the military aviation in The Indies. On 15 August 1945, No.1 NEITS was absorbed into the newly established 19th Squadron. The complement of 19th Squadron initially comprised TB-25D’s N5-188, N5-205 and N5-209 and a number of C-47’s. Mid-October 1945 seventeen C-47’s arrived, of which ten became operational. The old TB-25’s were likely decommissioned at that time. When 19th Squadron was disbanded on April 1, 1948, all material was transferred to 20th Squadron.

The RAPWI (= Recovery of Allied Prisoners of War and Internees) was established on order of Mountbatten. The goal was to take care of the allied prisoners of war and civil internees that had been liberated from the camps. The RAPWI air group employed various aircraft types: two Japanese DC-3’s, about 10 twin engined transport planes, about 15 single engined Japanese training planes and biplanes and also three TB-25’s (including N5-129). The advantage of using Japanese aircraft was that the sometimes abundant Japanese fuel reserves could be used up.

No. 18 squadron was formerly transferred to full Dutch Command January 1946, now obviously with only Dutch personnel.

On February 1, 1946 the VTG was established (Vliegtuig Transport Group). In this unit, 19th Squadron, the transport aircraft of 18th Squadron and parts of the MLD were combined. The VTG was in fact the operational part of the NIGAT (Netherlands Indies Government Air Transport). From 15 August 1946 “civil” call-signs were marked in 12 inch high letters, white on a dark background and black on a bare metal (light) background. For example: N5-129 à VH-RDS. (See page 185 of the book “Camouflage en Kentekens”.)


Actions after VJ-Day in The Indies

Orginal texts by Wilko Jonker / Translated by Ronald van Voorst

The Dutch  No.16 Squadron was established in November 1946 in The Indies equipped with 9 B-25J’s. Until August 1948 the operational base was Palembang. After that date, the unit was combined with the already flying No. 18 Squadron.

Soon after the end of the war, the Dutch B-25’s resumed the fighting – this time against the Indonesian rebels who fought for independence from The Netherlands. The 18th Squadron conducted operations with B-25’s both with observation and strafer noses. Around that time the armament in the gun turrets was removed due to lack of spare parts and money. From 1 April 1949, the B-25’s could only be operated for 15 hours per month !

During the first "Politionele Actie" (Police Action) (21 July 1947) the B-25’s of 18th Squadron were used for reconnaissance flights and to bomb railway lines and artillery positions of the Indonesian Nationalistic TNI.

After this first Politionele Actie the normal activities, mainly providing air support for the ground forces was resumed. In August 1948 16th Squadron located at Palembang was disbanded. The available personnel was assigned to 18th Squadron and stayed at Palembang.

During the second Politionele Actie (19 December 1948), the B-25’s of 18th Squadron were operating from Tjililitan, Semarang, Medan and Andir (Bandoeng). Their task was the support of the ground forces and the elimination of the AURI.

The 18th Squadron was active not only on Java, but also on Sumatra. Two radio stations at Tjoeroep and Kepahiang (South Sumatra) were eliminated and support was given to air landing operations at Djambi (Mid Sumatra). Also many reconnaissance flights were made. In total 18th Squadron flew more than 330 sorties during the 2nd Politionele Actie.

Various other units also used the B-25. A conversion school on Biak near New Guinea used twelve B-25’s from mid-1946 until August 1948 to train both former prisoners of war and new pilots from The Netherlands.

After a reorganisation of the ML, a Photo Section was established in Andir, however without planes and photographic equipment. Only later in 1946, two B-25’s could be collected in Australia. Those aircraft were there converted to FB-25 reconnaissance planes. The FB-25’s were equipped with vertical Fairchild K17 cameras with four different lenses and Fairchild K-20 handheld cameras. The PVA (Photo Verkenning Afdeling) was official established on January 1, 1947. Its principal clients were the topographic services and the ML. By the end of 1947, the PVA was equipped with five FB-25’s, two Mustangs and five Piper Cubs. The FB-25 performed well up to medium altitude,  at higher altitudes it was difficult to take good pictures. The end for the PVA came on 1 March 1950.

The Republic Indonesia was officially proclaimed on 27 December 1949 and the 18th Squadron was dissolved by mid-June 1950. Between 1945 and 1950, twenty airplanes were written off. The 41 remaining planes were transferred to the AURI (Angkatan Udara Republik Indonesia) in June 1950.


Mitchell types used by the ML-KNIL

B-25C’s used by the ML-KNIL:  N5-122 – N5-136; N5-138; N5-139; N5-145.

The B-25C-1 was equipped with a bomb rack under the wings and they could also carry a torpedo when needed.

On the B-25C-5, the 0.303 inch machine gun in the nose was replaced by a movable 0.50 inch machine gun and a fixed 0.50 inch machine gun on the starboard side.

In addition, the single long exhaust pipe was replaced by a number of shorter pipes just below the cooling gills.

The B-25C-10 saw a number of changes in the internal equipment. The following B-25C-10’s were used by the ML-KNIL: N5-148, N5-150; N5-153.

The B-25C-15 was equipped with improved Clayton S-shaped flame dampening exhaust pipes for each individual cylinder. These were also installed on all following types. Also an emergency system for the hydraulic landing gear was installed. The ML-KNIL used the following B-25C-15’s: N5-146; N5-147; N5-149; N5-151 and N5-152.

B-25D’s used by the ML-KNIL:  N5-137; N5-140 – N5-144.

Only one B-25D-10 was used (NL-169) with a number of changes mainly to the internal equipment. On the B-25D-15, starting from serial number 41-30353, the Clayton exhaust pipes were installed. Two B-25D-15’s were used by the ML-KNIL: N5-167 and N5-168.

The B-25D-20 from fiscal year number 41-30533 saw modifications like a clear vision wind shield, the installation of a 230 gallon self-sealing fuel tank in the bomb bay (every second plane) and armour plating behind the co-pilot. The ML-KNIL used the following B-25D-20’s: N5-154 – N5-161.

The B-25D-25 was from fiscal-year-number 42-87138 equipped with a portable oxygen supply. The following B-25-D-25’s were used by the ML-KNIL: N5-162, N5-163, N5-166, N5-170 – N5-180 and N5-188.  The -171, -174 and -175 were later transferred to the RAAF.

The B-25D-30 saw the introduction of the further low temperature modifications, including defrosting for the wind screen. The ML-KNIL used the following B-25D-30’s: N5-165,  N5-181 – N5-187, N5-189 and N5-191 – N5-195. The -181, -185, -187, -189 and -191 through -195 were later transferred to the RAAF.

Finally B-25D-35’s were used by the ML-KNIL: N5-190, N5-196 – N5-216.

The -190, -196 through 207, -215 and -216 were later transferred to the RAAF.

The ML-KNIL used various B-25J types......

From B-25J-1 with serial 43-4019, the possibility to carry a 2000 pound bomb was omitted. This equipment did not perform satisfactory and was not often used. The ML-KNIL used the following B-25J-1’s: N5-218 – N5-223. N5-219 and N5-220 were later transferred to the RAAF.

Besides a number of internal modifications, the B-25J-5 introduced de-icing panels for the wind screen and gun blast arrestors for the dorsal turret and the side armament. The ML-KNIL used the following B-25J-5’s: N5-224 – N5-226. The -224 and -225 were later transferred to the RAAF.

The B-25J-10 introduced bomb racks under the wings and the necessary operational equipment. The electrically operated bomb racks and the heating for the side armament had proven to be inefficient and was omitted. The ML-KNIL used B-25J-10’s N5-227 – N5-331. With the exception of the -228, these were later transferred to the RAAF.

The flexible side and front armament of the B-25J-15 was equipped with new direction finders. The ML-KNIL used B-25J-15’s N5-232 – N5-241. The -232 and -235 were later transferred to the RAAF.

A second fixed 0.50 inch machine guns was installed in the nose of the B-25J-20. The flexible nose gun was therefore moved up by 4 inches. Armour was installed in the floor below the bombardier. The canopy of the dorsal turret was strengthened and a hydraulic emergency brake system was installed. The ML-KNIL used the following B-25J-20’s: N5-242 – N5-249.

On the B-25J-25 the seats of both pilots were armoured. From serial number 44-30111, armoured deflectors were installed on the fuselage back to prevent hitting the tail planes and the tail turret from the dorsal gun turret. The following B-25J-25’s were used by the ML-KNIL: N5-250 – N5-258 and N5-266.

Stainless steel exhaust pipes replaced the steel ones on cylinders 1, 7 and 9 on the B-25J-30. From serial number 44-31311 an electrical bomb hoist was installed in the bomb bay. From serial number 44-31338 rockets could be carried under the wings (T-64 rocket launchers for eight 5 inch HVAR (High Velocity Aircraft Rockets)). Serial number 44-86692 saw the introduction of equipment to carry glide bombs under the fuselage. The ML-KNIL use B-25J-30’s N5-259 – N5-265.

From production block 35 it was possible to carry mines.

The transparent nose could be replaced in the factory with a solid one with eight 0.50 inch machine guns. With this modification, the factory designations were B-25J-11, -17, -22, -27, -32 or -37 depending on the current production block. After the war, the ML carried out this modification by itself (designated as B-25K).

(C) Text and Contents: strictly copyright IPMS NEDERLAND; Researched by Wilko Jonker. No part may be re-used without written permission. 


northam-b25-sweers3-archive

B-25 of  No.18 squadron, probably the "N5-158" . Photo: collectie H.Blankwaardt via S. Sweers for IPMS Nederland (used with permission)

northam-b25-mdv-fl2

Photo: Collectie  M.de Vreeze  (used with permission)

northam-b25-sweers2-archive                                                                
Nose turret of a B-25 in Dutch Indies. Photo: collectie H. Blankwaardt via S. Sweers (used with permission) 

northam-b25-sweers4-archive

B-25 of  no.18 squadron. Photo: collectie H. Blankwaardt via S. Sweers, provided on behalf of IPMS Nederland (used with permission)

northam-b25-sweers5-archive                                                    
B-25, "N5-158" of 18 squadron. Photo: collectie H. Blankwaardt via S. Sweers (used with permission)

northam-b25-sweers6-archive                                                                                                      
B-25, probably the "N5-166" of no. 18 squadron. Photo: collectie H. Blankwaardt via S. Sweers on behalf of IPMS Nederland (used with permission)

northam-b25-sweers7-archive                                                                                                      
B-25 of no.18 squadron, please note nose art . Photo: collectie H. Blankwaardt via S. Sweers (used with permission)

nortam-b25-meij                                                                
B-25 in Dutch Indies with the Dutch flag. Photo: Collectie Meijeringh (used with permission)

northam-b25-sweers1-archive                                                                                                      
B-25 of no. 18 squadron with "Donald Duck" nose art, the N5-128 . Photo: collectie H. Blankwaardt via S. Sweers for IPMS Nederland (used with permission)

na-b25-1-mindef-author

B-25 in Dutch Indies with flags. Photo: former Defensie voorlichtings-Centrum / Ministerie van Defensie (used with permission)

b25-aussie-mdv-arc

B-25C "N5-134" in Fairbairn Australia. Photo: Collection M. de Vreeze (used with permission)


 

northam b25c lvk 1

B-25C as used after the war. Photo collectie Afd.LuchtvaartKennis (used with permission)

northam b25j lvk 3

B-25J. Photo collectie Afd.LuchtvaartKennis (used with permission)

northam b25j lvk 4

B-25J. Photo collectie Afd.LuchtvaartKennis (used with permission)

northam b25j lvk 6

With nose art. Photo collectie Afd.LuchtvaartKennis (used with permission)

northam b25j lvk 2

B-25J with nose art. Photo collectie Afd.LuchtvaartKennis (used with permission)


Photo Selection from the Dutch "Beeldbank NIMH" of Dutch Department of Defense that may be useful for modellers. (made available by the NIMH through links) :


 

B-25J with emblem. Photo: Beeldbank NIMH (linked with permission)

B-25J. Photo: Beeldbank NIMH (linked with permission)

"Whiskey". Photo: Beeldbank NIMH (linked with permission)

At Valkenburg base in The Netherlands. Photo: Beeldbank NIMH (linked with permission)

 

Registrations and codes: operations Far East (ML-KNIL and Australia)
Registratie Tweede Registratie Fisc. Year-nr RAAF-serial Constr. Nr Type Type-aan-duiding In dienst Uit dienst Naam/Nose-Art Opmerkingen
N5-132 N5-122   -   B-25C   02-03-1942 07-12-1942   Na juli 1942 N5-122; ??
N5-134 N5-123 - -   B-25C   12-04-1942 03-09-1942   Na juli 1942 N5-123; sept 1942 naar USAAC
N5-136 N5-124 - -   B-25C   12-04-1942 03-09-1942   Na juli 1942 N5-124; spet 1942 naar USAAC
N5-151 N5-125 - -   B-25C   12-04-1942 03-09-1942   Na juli 1942 N5-125; sept 1942 naar USAAC
N5-161 N5-126 41-12462 -   B-25C   12-04-1942 03-09-1942   Na juli 1942 N5-126; 1942 naar USAAC ??
N5-122 N5-127 41-12494 - 82-5129 ? B-25C   30-06-1942 03-09-1942   Na juli 1942 N5-127; sept 1942 naar USAAC
N5-128 - 41-12935 - 82-5570 B-25C NA82C 20-08-1942 20-01-1945 Donald Duck SOC feb 1945; Crash Biak 21-01-1947 ?
N5-129 M-329 41-12916 - 82-5551 B-25C NA82C 24-08-1942 -   NEI pool; RAPWI-detachement; TB-25 1949 DVM; naar AURI ?
N5-130 - 41-12914 - 82-5549 B-25C NA82C 23-08-1942 30-07-1945   crash; 14-08-45 gesloopt
N5-131 3M-31 41-12936 - 82-5571 B-25C NA82C 25-08-1942 01-04-1948 "Pulk"

NEI pool; 18 sq 1945; OOS 1947; 20 sq 1947/48 C naar C TB-25 apr 1948 ;

SEE NOTE**

N5-132 - 41-12919 - 82-5554 B-25C NA82C 27-08-1942 05-02-1943   Crash op McDonald-field, Australië,
N5-133 - 41-29724 - 87-7889 B-25D NC87D 29-08-1942 30-03-1943   In zee bij Mellville Island.
N5-134 M-334 41-12885 - 82-5520 B-25C NA82C 31-08-1942     No.1 Monteurs School mid 1945; TB-25 1949
N5-135 - 41-12912 - 82-5547 B-25C NA82C 02-09-1942 28-04-1943   Neergeschoten
N5-136 - 41-12933 - 82-5568 B-25C NA82C 04-09-1942 07-10-1943   Vermist na actie
N5-137 - 41-29735 - 87-7900 B-25D NC87D 06-09-1942 04-01-1944 Lienke, Aircab II Vermist na actie
N5-138 M-338 41-12934 - 82-5569 B-25C NA82C 08-09-1942     NEI pool; 20 sq 1947/48; 18 sq 1948 TB-25; naar AURI ?
N5-139 - 41-12913 - 82-5548 B-25C NA82C 09-09-1942 31-01-1943   Crash Port Keats, Alligator Creek (delen geborgen in jaren zeventig en naar museum Darwin)
N5-140 - 42-29723 - 87-7888 B-25D NC87D 14-09-1942 05-04-1943   Ditched in Darwin-zee tijdens actie; restanten werden bij kust gevonden jaren zeventig.
N5-141 - 41-29725 - 87-7890 B-25D NC87D 22-09-1942 04-11-1943   Crash Mascot
N5-142 M-342 41-29716 - 87-7881 B-25D NC87D 28-09-1942 -   NEI pool; OOS 1947; 20 sq TB-25 1947; naar AURI ?
N5-143 - 41-29722 - 87-7887 B-25D NC87D 28-09-1942 01-01-1946   Waarschijnlijk RAPWI 1945/46. Afgeschreven bij PEP als TB-25 NEITS mei 1945
N5-144 - 41-29717 - 87-7882 B-25D NC87D 28-09-1942 18-02-1943   Ditched; vijand. activiteit
N5-145 - 41-12798 - 82-5433 B-25C NA82C 17-09-1942 18-10-1943   ook gezien met opschrift "De Vliegende Hollander". Crash Batchelor 18-10-1943; C-C 21-02-1944 ; 'Black"
N5-146 M-346 42-32512 - 93-12620 B-25C-15 NA93C15 01-04-1943 - Lienke ??? 18 sq 1945; 20 sq 1947 (TB-25); naar AURI ?
N5-147 - 42-32484 - 93-12592 B-25C-15 NA93C15 01-04-1943 20-05-1943   Neergeschoten Saumlaki
N5-148 M-348 42-32338 - 94-12746 B-25C-10 NA94C10 03-04-1943 -   PVA 1947/48 (FB-25); naar AURI ?
N5-149 M-349 42-32511 - 93-12619 B-25C-15 NA93C15 03-04-1943 -   20 sq. 1947 (TB-25); "De 2 C's"; naar AURI ?
N5-150 - 42-32337 - 94-12745 B-25C-10 NA94C10 06-04-1943 02-06-1943   neergeschtoen Villa Nova Lautern
N5-151 M-351 42-32485 - 93-12593 B-25C-15 NA93C15 06-04-1943 -   PVA 1947/48 (FB-25); naar AURI ?
N5-152 - 42-32483 - 93-12591 B-25C-15 NA93C15 12-04-1943 22-05-1943   Crash bij take off te Batchelor; total loss
N5-153 - 42-32339 - 94-12747 B-25C-10 NA94C10 04-05-1943 21-05-1944   Crash Batchelor na vijand. actie 10-09-1943; [SOC 28-021944 (bron B-25, the medium bomber)]
N5-154 M-354 41-30584 - 87-8749 B-25D-20
met "J-type" staartgeschut
NA87D20 25-09-1943 - De Strietser PEP juni 1945; PVA 1948 (FB-25); naar AURI ?
N5-155 - 41-30586 - 87-8751 B-25D-20 NA87D20 28-09-1943 28-09-1944   Crash bij Bankstown op daarna t.b.v spares.
N5-156 M-356 41-30587 - 87-8752 B-25D-20 NA87D20 24-09-1943 21-10-1943   Afgeschreven na crash bij Darwin
N5-157 - 41-30588 - 87-8753 B-25D-20 NA87D20 23-09-1943 28-08-1944   Crashlanding 28-08-1944; afgeschreven
N5-158 M-358 41-30589 - 87-8754 B-25D-20 NA87D20 28-09-1943 03-05-1944   [Naar Nederland 1946
(bron B-25, the medium bomber) ??];
Crash Dandenong; naar AURI??
N5-159 - 41-30681 - 87-8747 B-25D-20 NA87D20 24-09-1943 21-11-1943   Vermist tijdens actie 22-12-1943; Ditch Maikoer
N5-160 M-360 41-30713 - 87-8878 B-25D-20 NA87D20 28-09-1943 -   PEP 1946; 20 sq. 1947/48; 18 sq 1949 (TB-25); naar AURI ?
N5-161 - 41-30816 - 87-8981 B-25D-20 NA87D20 24-09-1943 09-01-1943   Ongeval Drysdale River Mission; scrap
N5-162 - 42-87349 - 100-23342 B-25D-25 NA100D25 10-01-1944 23-06-1944   Neergeschoten Saumlaki
N5-163 M-363 42-87350 - 100-23343 B-25D-25
met "J-type" staartgeschut
NA100D25 11-01-1944 01-10-1948   Spares 1948 (TB-25)
N5-164 M-364 42-87305 - 100-23298 B-25D-25 NA100D25 08-04-1944 -   20 sq 1947; PVA 1949 (FB-25); naar AURI ?
N5-165 M-365 42-87595 - 100-23588 B-25D-25 NA100D25 04-02-1944 10-03-1948   verongelukt noodlanding Tokyo 16-05-1948 ?
N5-166 M-366 42-87398 - 100-23391 B-25D-25 NA100D25 27-01-1944 -   PVA 1948/49 (FB-25 of TB-25); naar AURI ?
N5-167 - 41-30414 - 87-9579 B-25D-15 NA87D15 27-01-1944 19-12-1944   [Dest. by fire + bomb-expl. 19/12/44 (bron B-25, the medium bomber)]; 26-01-1945 verbrand.
N5-168 - 41-30416 A47-35 87-9581 B-25D-15 NA87D15 27-01-1944 28-08-1944   2 sq. RAAF
N5-169 - 41-30321 - 87-9486 B-25D-10 NA87D10 31-01-1944 25-08-1944   Neergeschoten actie Larat.
N5-170 M-370 42-87254 - 100-20747 B-25D-25 NA100D25 25-02-1944  1946   PEP aug 1945
N5-171 - 42-87255 A47-36 100-20748 B-25D-25 NA100D25 25-02-1944 28-08-1944   2 sq RAAF
N5-172 M-372 42-87256 - 100-20749 B-25D-25 NA100D25 10-02-1944 -   PEP nov 44; OOS 1946/47; PVA 1948/49 (FB-25 of TB-25); naar AURI ?
N5-173 M-373 42-87257 - 100-20750 B-25D-25 NA100D25 24-02-1944 -   PEP juli 1944; 20 sq. 1947/48; PVA 1949 (FB-25 of TB-25); naar AURI ?
N5-174 - 42-87258 A47-37 100-20751 B-25D-25 NA100D25 13-02-1944 14-08-1944   Verloren tijdens ferry nr. Biak 14-08-45
N5-175 - 42-87259 A47-33 100-20752 B-25D-25 NA100D25 24-02-1944 09-08-1944   2 sq. RAAF sept 1944
N5-176 - 42-87313 - 100-20806 B-25D-25 NA100D25 13-02-1944 30-05-1944   Crash in zee bij Grose Island bij Darwin tijdens trainingsvlucht; stukken wark gevonden 1987
N5-177 - 42-87311 - 100-20804 B-25D-25 NA100D25 10-02-1944 18-05-1944   Vermist na actie Saumlaki
N5-178 M-378 42-87312 - 100-20805 B-25D-25 NA100D25 24-02-1944 -   PVA 1948/49; 18 sq tot maart 1950 (FB-50) PEP; later naar AURI
N5-179 - 42-87307 - 100-20800 B-25D-25 NA100D25 12-02-1944 06-03-1944   Vermist tijdens actie bij Toeat; afgeschreven
N5-180 M-380 42-87321
48-87416 ?
- 100-20814 ? B-25D-25 NA100D25 1944  1945 Ada en hetty Batavia / 'ADA, Hetty'
vanaf aug 1945 "Propaganda" kist zonder rugkoepel.
N5-181 - 43-3423 ?? A47-3 100-23649 B-25D-30 NA100D30 30-03-1944 24-04-1944   2 sq RAAF.
N5-182 - 42-87597 - 100-23650 B-25D-25 NA100D25 18-02-1944 29-03-1944   Crash bij Swan Hill 29-03-44; Afgeschreven 31-07-1944
N5-183 - 42-87607 A47-1 100-23600 B-25D-25 NA100D25 24-02-1944 24-04-1944   Verkocht (through disposals) 10-03-1950
N5-184 M-384 43-3282 - 100-23608 B-25D-30 NA100D30 15-02-1944 01-10-1948   PEP juni 1945; OOS 1947; Afgeschreven okt 1948 (TB-25).
N5-185 M-385 43-3421 - 100-23747 B-25D-30 NA100D30 1943, zie opm;
10-02-1944 naar Bachelor Australië
- Lienke ? Vloog vanaf nov 1943 op Jackson;
Opgenomen 18 sq. 01-06-1945; vanaf aug 1945 "Propaganda" kist "Lienke" zonder rugkoepel.
N5-186 - 42-87608 A47-34 100-23601 B-25D-30 NA100D30 14-02-1944 09-08-1944   Verkocht 20-03-1950.
N5-187 - 43-3422 A47-2 100-23748 B-25D-30 NA100D30 24-02-1944 09-08-1944    
N5-188 M-388 42-87260 - 100-20753 B-25D-30 NA100D30 26-02-1944 01-04-1948   19 sq 1945; PEP 1945/46;  (TB-25).
N5-189 - 43-3424 A47-4 100-23750 B-25D-30 NA100D30 27-03-1944 22-04-1944   RAAF 2 sq.
N5-190 - 43-3830 A47-22 100-24156 B-25D-35 NA100D35 29-04-1944 12-06-1944   RAAF 2 sq.
N5-191 - 43-3425 - 100-23751 B-25D-30 NA100D30 - 28-02-1944   verloren gegaan bij Hawaii tijdens ferryvlucht
N5-192 - 43-3426 A47-5 100-23752 B-25D-30 NA100D30 27-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-193 - 43-3427 A47-6 100-23753 B-25D-30 NA100D30 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-194 - 43-3607 A47-7 100-23933 B-25D-30 NA100D30 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-195 - 43-3613 A47-8 100-23939 B-25D-30 NA100D30 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-196 - 43-3621 A47-9 100-23947 B-25D-35 NA100D35 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-197 - 43-3623 A47-10 100-23949 B-25D-35 NA100D35 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-198 - 43-3624 A47-11 100-23950 B-25D-35 NA100D35 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-199 - 43-3225 A47-12 100-23951 B-25D-35 NA100D35 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-200 - 43-3626 A47-13 100-23952 B-25D-35 NA100D35 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-201 - 43-3766 A47-14 100-24092 B-25D-35 NA100D35 30-03-1944 22-04-1944   RAAF 2 sq. 1944
N5-202 - 43-3767 A47-15 100-24093 B-25D-35 NA100D35 13-04-1944 22-04-1944   RAAF 2 sq. 1944
N5-203 - 43-3768 A47-16 100-24094 B-25D-35 NA100D35 13-04-1944 22-04-1944   RAAF 2 sq. 1944
N5-204 - 43-3769 A47-17 100-24095 B-25D-35 NA100D35 13-04-1944 22-04-1944   RAAF 2 sq. 1944
N5-205 - 43-3770 A47-18 100-24096 B-25D-35 NA100D35 13-04-1944 22-04-1944   RAAF 2 sq. 1944
N5-206 - 43-3790 A47-19 100-24116 B-25D-35 NA100D35 13-04-1944 21-04-1944   RAAF 2 sq. 21/4/44.
N5-207 - 43-3791 A47-20 100-24117 B-25D-35 NA100D35 13-04-1944 22-04-1944   RAAF 2 sq. 1944
N5-208 M-408 42-3833 - 100-24159 B-25D-35 NA100D35 14-04-1944 -   PEP sept 1944; 19 sq 1945; OOS 1947; PVA 1948-1949 (FB-25); later naar AURI
N5-209 M-409 43-3835 - 100-24161 B-25D-35 NA100D35 14-04-1944 14-05-1949   PEP juni 1945; 19 sq 1945; PVA 1948; 18 sq 1949; Crash Kroja daarna afgeschreven.
N5-210 - 43-3834 - 100-24160 B-25D-35 NA100D35 25-04-1944 19-08-1944   Neergeschoten door LuA bij Langgorkai
N5-211 - 43-3836 - 100-24162 B-25D-35 NA100D35 10-05-1944 08-01-1945   Crash bij start te Batchelo; Afgeschreven
N5-212 - 43-3823 A47-23 100-24149 B-25D-35 NA100D35 10-05-1944 09-06-1944   RAAF juni 1944
N5-213 - 43-3789 A47-21 100-24115 B-25D-35 NA100D35 29-04-1944 09-06-1944   RAAF 2 sq juni 1944
N5-214 - 43-3868 ? - 100-24194 B-25D-35 NA100D35 01-05-1944 01-09-1944   Neergeschoten Langgoer; afgeschreven
N5-215 - 43-3869 A47-25 100-24195 B-25D-35 NA100D35 11-05-1944 09-06-1944   RAAF 2 sq juni 1944
N5-216 - 43-3867 A47-24 100-24193 B-25D-35 NA100D35 11-05-1944 10-06-1944   RAAF 2 sq juni 1944
N5-217 - 43-27925 - 108-34938 B-25J-5 NA108J5 19-05-1944 10-02-1945   buiklanding en gesloopt mei 1945.
N5-218 M-418 43-27692 - 108-34705 B-25J-1 NA108J1 22-05-1944 -   PEP dec 1944; 16 sq 1948; 18 sq 1949 (SB-25); naar AURI ?
N5-219 - 43-27691 A47-27 108-34704 B-25J-1 NA108J1 09-06-1944 09-06-1944   RAAF 2 sq juni 1944
N5-220 M-420 43-27689 A47-26 108-34702 B-25J1 NA108J1 09-06-1944 09-06-1944   RAAF 2 sq juni 1944
N5-221 M-421 43-27688 - 108-34701 B-25J-1 NA108J1 05-06-1944 -   no 16 sq. 1947/48; 18 sq 1949 (SB-25); naar AURI ?
N5-222   43-27690 ?   108-34703 B-25J-5 NA108J1 21-06-1944 18 sq. Mogelijk 43-27690; beschadigd tijdens ferry te Hawaii.
N5-223 M-423 43-27926   108-34939 B-25J-5 NA108J5 29-06-1944 - - 18 sq 1946; 16 sq 1947; 20 sq 1947/48; 18 sq 1948/49 (SB-25); naar AURI ?
N5-224 - 43-27927 A47-28 108-34940 B-25J-5 NA108J5 11-07-1944 11-07-1944   RAAF 2 sq. juli 1944
N5-225 - 43-27928 A47-29 108-34941 B-25J-5 NA108J5 11-07-1944 17-09-1947   RAAF 2 sq.; ongeval 17-09-1947
N5-226 M-426 43-27929 - 108-34942 B-25J-5 NA108J5 06-08-1944 -   PEP nov 1945; 16 sq 1945; 18 sq 1949 (SB-25); naar AURI ?
N5-227 - 43-28181 A47-32 108-35194 B-25J-10 NA108J10 31-07-1944 -   RAAF 2 sq juli 1944
N5-228 M-428 43-28182 - 108-35195 B-25J-10 NA108J10 01-08-1944 -   PEP juli 1945; 18 sq 1946; 16 sq 1948; 18 sq 1948/49 (SB-25); naar AURI ?
N5-229 - 43-28185 A47-30 108-35198 B-25J-10 NA108J10 27-07-1944 27-07-1944   RAAF 2 sq juli 1944
N5-230 - 43-28184 - 108-35197 B-25J-10 NA108J10 27-07-1944 04-08-1946   PEP feb 45; neergeschoten bij Kalibenteng
N5-231 - 43-28183 A47-31 108-35196 B-25J-10 NA108J10 27-07-1944 27-07-1944   RAAF 2 sq juli 1994
N5-232 - 44-29021 A47-38 108-32296 B-25J-15 NA108J15 13-07-1944 13-07-1944   2 sq juli 1944; verkocht maart 1950
N5-233 M-433 44-29022 - 108-32297 B-25J-15 NA108J15 15-09-1944 -   PEP juli 1945; 16 sq 1948; 18 sq 1949/50 (SB-25); naar AURI ?
N5-234 M-434 44-29023 - 108-32298 B-25J-15 NA108J15 19-09-1944 -   PEP juni 1945; 16 sq 1948; 18 sq 1948/50 (SB-25); naar AURI ?
N5-235 - 44-29024 A47-39 108-32299 B-25J-15 NA108J15 19-09-1944 19-09-1944   RAAF 19/9/44.
N5-236 - 44-29029 - 108-32304 B-25J-15 NA108J15 19-09-1944 29-03-1945   Crash Merauke; N.G.
N5-237 M-437 44-29030 - 108-32305 B-25J-15 NA108J15 19-09-1944 -   PEP juni 1945; 20 sq 1947; 18 sq 1948/49 (SB-25); later naar AURI
N5-238 - 44-29031 - 108-32306 B-25J-15 NA108J15 25-09-1944 02-07-1946   PEP juni 1945; 18 sq 1947 SOC na noodlanding te Pakan Barde 02/07-1946.
N5-239 M-439 44-29032 - 108-32307 B-25J-15 NA108J15 19-09-1944 -  

PEP aug 1945; 16 sq 1948; 18 sq 1948/49 (SB-25); naar AURI ; later  
Museum Pusat te Yogyakarta als M-439

[ PHOTOS ]

N5-240 M-440 44-29033 - 108-32308 B-25J-15 NA108J15 25-09-1945 -   PEP aug 1945; 16 sq 1947; 20 sq 1947/48; 18 sq 1948/49 (SB-25); naar AURI ?
N5-241 - 44-29034 - 108-32309 B-25J-15 NA108J15 21-09-1944 14-11-1944   Crash te Canberra; Afgeschreven op dec 1944
N5-242 M-442 44-29260 - 108-32535 B-25J-20 NA108J20 25-11-1944 -   PEP aug 1945; 18 sq 1949 (SB-25); naar AURI ?
N5-243 M-443 44-29161 - 108-32536 B-25J-20 NA108J20 12-12-1944 - RAPWI 18 sq juni 1945/49 (BB-25); naar AURI ?
N5-244 M-444 44-29262 - 108-32537 B-25J-20 NA108J20 25-11-1944 -   PEP sept 1945; 18 sq 1945; 20 ssq 1947; 18 sq 1949 (TB-25); naar AURI ?
N5-245 M-445 44-29263 - 108-32538 B-25J-20 NA108J20 14-12-1944 17-09-1947 Lienke 18 sq juni 1945; crash te Andir t.g.v. geexplodeerde bom (BB-25)
N5-246 M-446 44-26514 - 108-32789 B-25J-20 NA108J20 10-12-1944 -   PEP aug 1945; 18 sq 1945;  DVM 1949; 18 sq 1950 (BB-25); naar AURI ?
N5-247 M-447 44-29515 - 108-32790 B-25J-20 NA108J20 28-11-1944 -   PEP spet 1945; OOS 1947; 18 sq 1950 (TB-25); naar AURI ?
N5-248 M-448 44-29516 - 108-32791 B-25J-20 NA108J20 31-12-1944 -   18 sq dec 1945; 20 sq 1947/48; 18 sq 1948 (TB-25); naar AURI ?
N5-249 M-449 44-29517 - 108-32792 B-25J-20 NA108J20 03-12-1944 -   PEP maart 1945; 18 sq 1945/46 (BB-25); later naar AURI
N5-250 M-450 44-30504 - 108-32779 B-25J-25 NA108J25 27-03-1945 -   18 sq mei 1945; 20 sq 1947; 18 sq 1949 (TB-25); naar AURI ?
N5-251 M-451 44-30506 - 108-32781 B-25J-25 NA108J25 27-03-1945 -   PEP okt 1945; 18 sq 1945/49 (BB-25); naar AURI ?
N5-252 M-452 44-30507 - 108-32782 B-25J-25 NA108J25 27-03-1945 21-07-1947   PEP okt 1945; 18 sq 1945; 16 sq 1947; Neergeschoten Palembang
N5-253 - 44-30508 - 108-32783 B-25J-25 NA108J25 27-03-1945 09-06-1945   Verbrand te Archerfield; Afgeschreven op juli 1945
N5-254 - 44-30900 - 108-34175 B-25J-25 NA108J25 19-04-1945 21-11-1945   PEP 1945; Afgeschreven tijdens geldtransport na ditchen
N5-255 - 44-30903 - 108-34178 B-25J-25 NA108J25 17-01-1945 04-09-1945   18 sq 1945; Crash te Malino
N5-256 M-456 44-30505 - 108-34180 B-25J-25 NA108J25 11-05-1945 -   18 sq juli 1945; 16 sq 1947; 18 sq 1947/48 DVM 49 (BB-25); later naar AURI
N5-257 M-457 44-30391 - 108-33666 B-25J-25 NA108J25 23-05-1945  juni 1947   18 sq juli 1945; 16 sq 1947; Afgeschreven op juni 1947 t.b.v. onderdelen
N5-258 M-458 44-30399 - 108-33674 B-25J-25 NA108J25 30-05-1945 -   18 sq aug 1945; 16 sq 1947; 18 sq 1948/49 (BB-25); later naar AURI
N5-259 M-459 44-31201 - 108-34476 B-25J-30 NA108J30 08-06-1945 -   18 sq juni 1945; 16 sq 1947; 18 sq 1948/49 (BB-25); naar AURI ?
N5-260 M-460 44-31202 - 108-34477 B-25J-30 NA180J30 08-06-1945 21-07-1947   18 sq juni 1945; 16 sq 1947; 18 sq 1949 (BB-25); ongeval of naar AURI ???
N5-261 M-461 44-31203 - 108-34478 B-25J-30 NA108J30 07-06-1945 22-12-1949   18 sq juni1 945; 20 sq 1947; 1 sq 1949 (TB-25) ; 16 sq 1947; 18 sq 1948/49 (BB-25); Ditch bij Makassar
N5-262 - 44-31204 - 108-34479 B-25J-30 NA108J30 10-06-1945 01-06-1946   18 sq juli 1945/46; Afgeschreven medio 46
N5-263 M-463 44-31256 - 108-34521 B-25J-30 NA108J30 12-06-1945  feb 1947   18 sq juni 1945; (TB-25) Pers a/c/van Gen Kengen; SOC feb 1947
N5-264 M-464 44-31258 - 108-34523 B-25J-30 NA108J30 18-06-1945 01-02-1947   18 sq aug 1945; 16 sq 1947; 18 sq 1948/49 (BB-25); later naar AURI, later weer terug naar MLM , nu NMM Soesterberg
N5-265 M-465 44-31259 - 108-34524 B-25J-30 NA180J30 25-06-1945 15-04-1947   18 sq aug 1946; SOC na ditch bij Ambon-Biak
N5-266 M-466 44-30902 - 34-34177 B-25J-25 NA108J25 20-07-1945  1946   18 sq aug 1945; SOC 46

  References and sources   [B15] Luchtv.Indie, [B17] Vlucht.tijd,  [B5] Luchtv.kennis1995-6 en 1996-2 

 Remarks:

 * B-25D of the MLD, "FR193" / 87-8957 is on display in museum Overloon (NL))

 **  a very nice B-25J (s/n 44-31508) in Australia has been painted in a Dutch scheme of the B-25C N5-131 "Pulk" as used by no.18 squadron in ML-KNIL scheme

 

The content in Dutch was first published 2004 by M. de Vreeze; translated article translated by Ronald van Voorst was published September 2017.

(C) Text and Contents: strictly copyright IPMS NEDERLAND; no part may be re-used without written permission


 

Cat 4.  MLD (Dutch Naval Flying Service)

Translated from Dutch by Ronald van Voorst (lees Nederlandse versie hier....)

From 1947-1953:

B-25C/D: probably 28 bought to obtain 16 operational planes.

Part of these came from No.320 Squadron that was operational already in England during the war

(these had English roundels and often small Dutch orange triangle markings). These were lend-lease planes.

The airplanes were used after the Second World War to re-build the MLD. They should have been returned to the USAF, but this did not happen with many of them.

After major maintenance in England, the first planes, from which the armament was initially removed, came to The Netherlands in 1947. They were operated by the OSRD (emergency and rescue services) and were used for various training activities. From 1949, also other activities were dealt with by no. 320 Squadron.

From 1950, after maintenance at Avio-Diepen, the ventral gun turret was removed. A single machine gun was installed in the nose and two in the dorsal turret. These Mitchells (now with registration B-xx and with a new colour scheme), flew from May 1951 with no. VSQ-5 Squadron and from March 1952 with no. VSQ-8 Squadron. Most were used until the begin of the 1950’s.

na-b25-2-mindef-author

B-25C had no rear gun position. This aircraft is registred  "A-21" but on the aircraft "I  21" is seen.  Photo: former Defensie voorlichtings-Centrum / Ministerie van Defensie (used with permission)


Photo Selection from the Dutch "Beeldbank NIMH" of Dutch Department of Defense that may be useful for modellers. (made available by the NIMH through links) :

Gun position is well seen here of the  A-18 . Photo: Beeldbank NIMH (linked with permission)

Photo: Beeldbank NIMH (linked with permission)

Photo: Beeldbank NIMH (linked with permission)


Registrations and codes: Ops England (no.320 squadron 1943-1945)

 See also Table OPS RAF ............... 


Registrations and codes: Ops England and later MLD (320 squadron)
Registratie Constructienummer
USAF no. tweede regi MLD derde regi MLD Datum in dienst Datum uit dienst Opmerkingen
FR-160  NA 94-12754 42-32346   A-11 april 1944 sept 1949 B-25C-10-NA; werd mid 1947 "A-11"; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-163  NA 94-12757 42-32349   A-12 jan  1945 sept 1949 B-25C-10-NA; werd mid 1947 "A-12"; gesloopt eind 1949
FR-167  NA 94-12761 42-32353 R-3 M-3 , B-3 mei 1944 14-04-1954 B-25C-10-NA; begon bij no. 320 squadron in U.K.;
FR-168  NA 93-12621 42-32513 R-1 M-1 , B-1 april 1943 26-03-1954 B-25C-15-NA; begon bij no. 320 squadron in U.K.; 1952 bij VSQ-8; uit dienst maart 1954
FR-169  NA 93-12622 42-32514 B-4 A-13  juni 1943 15-08-1951 B-25C-15-NA; begon bij no. 320 squadron in U.K.;
FR-170  NA 93-12623 42-32515   A-14 mei 1943 30-01-1950 B-25C-15-NA; begon bij no. 320 squadron in U.K.;
?  NA 96-16568 42-64689 B-5 M-5, A-15 juni 1943 06-10-1953 B-25C-20-NA; begon bij no. 320 squadron in U.K.; juli 1945 regi A-15; maart 1951 regi B-5;
FR-175  NA 96-16570 42-64691   A-16 november 1943 sept 1949 B-25C-20-NA; begon bij no. 320 squadron in U.K.; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-188  NA 100-23845 42-87262   A-23 maart 1944   B-25D-25-NC; begon bij no. 320 squadron in U.K.; mid 1947 als A-23; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-193  NA 87-8957 41-30792 B-6 M-6,  A-17 maart 1944  mid 1954 B-25D-20-NC; begon bij no. 320 squadron in U.K.; later in Museum Overloon
FR-194  NA 87-8959 41-30794 B-7 M-7 , A-18   1944 ?? aug 1951 B-25D-20-NC;
FR-195  NA 87-8960 41-30795 B-8 M-8 , A-19  juni 1944  mei 1952 B-25D-20-NC; begon bij no. 320 squadron in U.K.;
FR-196  NA 87-8961 41-30796   A-21 juni 1944 21-07-1948 B-25D-20-NC; begon bij no. 320 squadron in U.K.; crash Stonehaven Schotland.
FR-197  NA 87-8962     A-20 juli 1947 ? sept 1949 B-25D-20-NC; juli 1947 bij MLD; werd A-20; gesloopt eind 1949, formeel afgeschreven 30-01-1950
FR-199  NA 100-23844 42-87261 B-9 M-9, A-22 juni 1944 mid 1954 B-25D-25-NC ; delen in TH Delft, later in Aviodrome.
FR-206  NA 100-23988 42-87405 R-2 M-2 , B-2 maart 1944 17-10-1953 B-25D-25-NC; maart 1944 by no.320 squadron U.K;

  References and sources:  [B16] MLD.70  , [B5] Luchtv.kennis 1995-6 en 1996-1 ,

Also check out the tables of ML-KNIL etc in the other B-25 articles.

 

The content in Dutch was first published Summer 2004 by M. de Vreeze; translated by Ronald van Voorst September 2017


.

 

.

Aircraft manufacturer North American
Type Mitchell
Type indicator
B-25
Cat 3, 4, 5, 6, 7 --  over 200+  used
   


THIS IS A SUMMARY IN ENGLISH ABOUT THE B-25 USED BY DUTCH MILITARY SERVICES.

TRANSLATED BY:  Ronald van Voorst  (Based on articles of IPMS NL members M. de Vreeze and W. Jonker)

 b25-profile

 

General information:

Medium US bomber of North American Aviation of which almost 4400 were built between 1940 and 1945. The prototype flew for the first time in August 1940. Many different versions were developed.

Data for the B-25J:

Length 16.49 m
Wingspan 20.57 m
Height 4.43 m
Engines 2 Wright Cyclone R-2600-29 radial engines of 1700 hp
Max. Speed 442 km/hr
Range 2050 km
Armament 6 – 18 machineguns of 0.50 inch
Bombload 1360 kg


Additional Information (Original text by Wilko Jonker)

The US Army Air Corps saw the need to issue specifications for a new twin engine bomber. In 1939 North American developed model NA-40, followed in June of that year by model NA62, which would eventually become the B-25 Mitchell. The NA-62 differed significantly from the earlier NA-40.
The USAAC ordered the first Mitchells directly from paper due to the increasing tensions in the world. (At the same time, also bombers were ordered from the Glenn L. Martin Company , which became the B-26 Marauder.)
The first B-25 flight took place in August 1940. This model still had a straight wing form. This was changed in the B-25A to a gull shaped wing. This model also introduced self-sealing fuel tanks. The
B-25B introduced two gun turrets. The B-25C became the first major production model.

North American B-25C
The first B-25C contract was signed on 24 September 1940 covering 863 planes with the internal designation NA82. This was the first model that really went into mass production.
Externally, the B-25C was almost identical to the B-25B. Differences were the introduction of the R-2600-13 Double Cyclone engines with Holley 1685HA carburetors replacing the earlier Bendix Stromber PD-13E-2 units. The Bendix units were easier to maintain, but needed a more careful deicing procedure. Other changes included systems for the prevention of ice formation and deicing; a Stewart-Warner cabin heating system located in the left wing and a change of the electrical system to 24 volt.

The armament of the B-25C was the same as of the B-25B: a single 0.303 inch machine gun in the nose, two 0.50 inch machine guns in a dorsal turret and two 0.50 inch machine guns in a retractable ventral turret (which was often removed in the field).

The B-25C also introduced a new type of tail bumper. The earlier version of a bumper with a spring system was replaced by a massive bumper that was used in all following models. The exhaust pipes were shortened.
The B-25C with fiscal-year-numbers from 41-12434 through 41-13176 were equipped with two 0.303 inch machine guns in the nose. Starting from serial number 41-12817, a small transparent blister was added to the cockpit roof for use by the navigator. Around that same time, the gun turrets were changed to models of Bendix Amplidyne and also provisions were installed for external fuel tanks with a capacity of 304 US gallons. (Photographic evidence of these tanks has so far not been found.)

North American B-25D
A factory in Kansas City was leased by North American Aviation for the production of B-25 Mitchells. The Fisher Body Division of General Motors Corporation was designated as main supplier. The first order of 1200 B-25D’s (NA-82) was granted on 28 June 1941. North American Inglewood manufactured and supplied the parts for the first 100 B-25D’s from Kansas City.
The first two B-25D’s were delivered in February 1942. From B-25D serial number 41-29748, Fisher supplied the outer wing panels, fuselage panels, control surfaces and windows to Kansas City.
The B-25D was almost identical to the B-25C and many of the innovations that were introduced on the B-25D production line ran in parallel with those on the B-25C production line in Inglewood.
On B-25D’s with serials from 41-29648 through 41-29797 the two 0.303 inch machine guns were still used. After that they were replaced by 0.50 inch machine guns.

The C and D versions of the Mitchell can externally not be distinguished. Only the serial number (fiscal year number) will tell which is which. The C model was built in the North American factory in Inglewood, while the D was built in the factory in Kansas City (added to the production capacity). The production took place in production blocks.

The B-25G introduced a solid nose cone with an armament of a canon and two 0.50 inch machine guns. The following B-25H was very heavily armed. The nose gun was changed to one of a lighter design, to which four 0.50 inch machine guns were added. The dorsal turret was moved forward to just behind the cockpit and the ventral turret was deleted. Two machine guns were added to the tail and on each side of the fuselage (behind the wing) a window was added with a machine gun. Finally, two machine guns were added in fairings on each side below the cockpit. So in total one canon and 14 machine guns.

North American B-25J
The B-25J (NA108) was the last production version of the Mitchell. This version saw the highest number produced: 4318 planes. The production only took place in North American’s factory in Kansas City. This plant did produce for a short time both the B-25D and the B-25J: the first J was delivered in December 1943, while the last D was produced in March 1944.
With the J, production returned to the function of medium bomber with armament in the tail (with heating this time) and from the sides and with the forward moved dorsal turret as introduced on the B-25H. The doors of the bomb bay and the bomb racks were now operated electrically. Three 1000 pound bombs could be carried. Alternative loading consisted of two 1600 pound armour piercing bombs or six 325 pound depth charges carried under the wings. The transparent nose was re-introduced for the bomber version. This could be replaced on the production line with a solid nose with eight 0.50 inch machine guns. With these modifications, the planes were given the factory designations B-25J-11, -17, -22, -27, -32 or -37, depending on the production blocks.


Dutch Military usage
During the war, the Dutch military used Mitchells from England (No.320 Squadron), during training in the USA (RNMFS Jackson) and in the Far East (Australia).
After the war, the Mitchel was used by the ML-KNIL in the East and by the 320 Squadron of the MLD in The Netherlands.

 

 

Literature (mostly in Dutch language):
B-25 Mitchell in Action Aircraft no. 34 p.11-24 (C en D-versie); p33-42 (J en 'K'-versie) Ernst R. McDowell Squadron/Signal Publications; Carrolton, 1978
Modelbouw in Plastic 1984 nr 2 ML-KNIL- Nationaliteits-kenmerken P 27 e.v. Max Schep IPMS Nederland
Modelbouw in Plastic 1987 nr 4 ML-KNIL- Nationaliteits-kenmerken P 82 e.v. Max Schep IPMS Nederland
Modelbouw in Plastic 1987 nr 1 De Mitchell en de ML-KNIL: p 2 t/m 9 Wim Nijenhuis (m.m.v. Max Schep) IPMS Nederland
Modelbouw in Plastic 1987 nr 2 De B-25 Mitchell deel 3 p 34 t/m 40 Wim Nijenhuis IPMS Nederland
Modelbouw in Plastic 1988 nr 3 Reacties van Leden: PVA-embleem p 65 D.L.G. Speetjens IPMS Nederland
Modelbouw in Plastic 1997 nr 3   P.19 e.v. Wim Nijenhuis IPMS Nederland
Modelbouw in Plastic 1978 nr 3       IPMS Nederland
Modelbouw in Plastic 2007 nr 1 KNIL Mitchell foto J. Sweers IPMS Nederland
Modelbouw in Plastic 2007 nr 3 ML-KNIL historie en schema W. Jonker IPMS Nederland
Modelbouw in Plastic 2007 nr 5 ML-KNIL historie en schema W. Jonker IPMS Nederland
De Mil. Luchtvaart v.h. KNIL 1942-45     O.G. Ward Romen Luchtvaart; Weesp 1985
Squadrons v.d. Koninklijke Luchtmacht   p.21 W.F. Helfferich Wyt en Zn; Rotterdam. 3e druk
Cockpit nr 12; Dec 1966 Herinneringen aan de B-25 deel 1 p 480 t/m 485 H. Hooftman Cockpit uitgeverij; Bennekom
Cockpit nr 9 sept 1966 Herinneringen aan de B-25 deel 2 p 340 t/m 345 H. Hooftman Cockpit uitgeverij; Bennekom
Militaire Luchtvaart in Nederlands-Indie in beeld Deel 2 P 61 t/m 87 H. Hooftman Europese Bibliotheek; Zaltbommel 1981
Camouflage en Kentekens van vliegtuigen in nederlandse mil.dienst ook: zijaanzicht kleur impressie pag.200 e.v p. 169 t/m p.171; p177 t/m p. 179; p.181;p.183 t/m p.185; p.193; p.194. J. Greuter, L. Boerman, M. Schep en J. Bossong Bonneville
40 jaar Luchtvaart in Indie   p.88 e.v. G.Casius De Alk; Alkmaar; 1987
Dutch Mitchells in the far East. Air Enthusiast 26 dec 1984 p45 t/m p53 Geoffry J Thomas  
De Nederlandse Mitchells De geschiedenis van de B-25 bommenwerper in Nederlandse dienst   G.J. Tornij In eigen beheer uitgegeven; Amersfoort; 1999
B-25 in Nederlandse dienst 2014 Max Schep, Wim Nijenhuis, Luuk Boerman Dutch Profile 16
Het vergeten squadron: het 18e squadron in Noord Australie   ISBN nr.90 6135 360 2 Wittert  
Vliegtuigen 320 squadron;
Operaties 320 squadron.
    Nico Geldhof Geromy uitgeverij
The Royal Netherlands Military Flying School 1942 – 1944     O.G. Ward, P.C.Boer, G.J.Casius  
B-25 Mitchell   januari 2006, pagina 8 P. Staal Verenigde Vleugels
B-25 Factory Times de B-25 productie wordt met name belicht 2013 Wim Nijenhuis Media Primair

. .

Websites:
IPMS NL : our Mitchell Walkaround 
KNIL  B-25 in Australia

 

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This translated article by Ronald van Voorst was first published at this IPMS NL website September 2017 (based on articles of M.de Vreeze and W. Jonker)

(C) Text and Contents: strictly copyright IPMS NEDERLAND; no part may be re-used without written permission

 


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Fabriek North American
Vliegtuig Mitchell
Type-aanduiding B-25
Cat 3, 4, 5, 6, 7 --  totaal 200+  stuks
   


 b25-profile

 

Informatie:

Middelzware Amerikaanse bommenwerper van de North American Aviation fabriek, bijna 4400 stuks gebouwd 1940-1945; prototype vloog augustus 1940 en er werden vele versies ontwikkeld.

Gegevens B-25J:
 Lengte:  16,49 m  
 Spanwijdte:  20,57 m  
 Hoogte:  4,43 m  
 2x Wright Cyclone R-2600-29 stermotoren 1700 pk  
 Snelheid:  maximaal 442 km/u  
 Vliegbereik:  2050 km
 Bewapening:  6-18 mitrailleurs van 0.5 inch, bommenlast van 1.360 kg

Meer Informatie (door Wilko Jonker):

Het US Army Air Corps zag aanleiding om specificaties te maken voor een nieuwe tweemotorige bommenwerper. In 1939 ontwikkelde North American NA40 gevolgd in juni 1939 door ontwerp NA62 en deze zou later ontwikkeld worden tot de bekende B-25 Mitchell. Deze week behoorlijk af van het eerdere NA40 ontwerp. De USAAC bestelde zelfs Mitchells vanaf papier vanwege de toenemende spanningen in de wereld. (Parallel ook werden toestellen besteld bij de Glenn Martin Company, dit werd de B-26 Marauder). De eerste B-25 vlucht was augustus 1940 en deze had een kaarsrechte vleugel. De B-25A introduceerde de vleugel met de meeuwen knik en zelfdichtende brandstof tanks. Met de B-25B kwamen twee koepels met bewapening en de eerste echte grote produktie serie was de B-25C.  

North American B-25C
Het eerste B-25C contract was ondertekend op 24 September 1940 voor 863 toestellen met aanduiding NA-82. Dit was de eerste versie die echt in massaproduktie ging.
De B-25C was uiterlijk vrijwel identiek aan de B-25B. Verschillen waren de introductie van de R-2600-13 Double Cyclone motoren met Holley 1685HA carburateurs ter vervanging van de Bendix Stromberg PD-13E-2 units. Deze laatsten hadden als voordeel dat het onderhoud eenvoudiger was, maar ze vereisten daarentegen een voorzichtige ontijzingprocedure. Verder werden systemen tegen ijsvorming en om gevormd ijs te verwijderen toegevoegd; een Stewart-Warner cabineverwarming werd in de linkervleugel aangebracht en verder werd een 24-volts elektrisch systeem toegepast.

De bewapening van de B-25C was hetzelfde als van de B-25B, namelijk een enkele 0.303-inch mitrailleur in de neus, twee 0.50-inch mitrailleurs in de rugkoepel en twee 0.50-inch mitrailleurs in een intrekbare buikkoepel, die in het veld vaak werd verwijderd.

Een ander verschil ten opzichte van voorgaande uitvoeringen waren het nieuwe type staartslof aan het eind van de staart. Oorspronkelijk een slof met een veer, maar nu een massief stuk dat op alle volgende uitvoeringen gehandhaafd bleef. Verder werden de uitlaatpijpen ingekort.

Op B-25C met fiscal-year-number 41-12434 tot en met 41-13176 waren twee 0.303 inch mitrailleurs in de neus aanwezig. Vanaf B-25C met serienummer 41-12817 werd een kleine transparante blister ten behoeve van de navigator aangebracht op het dak van de cockpit. Rond die tijd was ook het type geschutskoepels gewijzigd in Bendix Amplidyne en werden voorzieningen er aangebracht om extra 304 US gallons aan brandstof in externe brandstoftanks onder de vleugels mee te voeren. (Eerlijk gezegd nog nooit foto’s van gezien, ook niet van Amerikaanse kisten!)

North American B-25D.
De fabriek te Kansas City werd geleased door North American Aviation om B-25 Mitchells te bouwen. De Fisher Body Division van General Motors Corporation werd benoemd tot hoofdtoeleverancier. De eerste opdracht voor 1200 B-25Ds (NA-82) werd op 28 Juni 1941 toegekend. North American/Inglewood produceerde en leverde de onderdelen voor de eerste 100 B-25Ds voor Kansas City.
De eerste twee B-25Ds werden in Februari 1942 afgeleverd. Vanaf B-25D serienummer 41-29748, leverde Fisher buitenste vleugeldelen, panelen voor de romp, controlepanelen en ramen aan Kansas City. De B-25D was vrijwel identiek aan de B-25C en veel innovaties die op de B-25D-productielijn werden geintroduceerd liepen parallel met de innovaties voor de B-25C-lijn te Inglewood. Op B-25D 41-29648 tot en met 41-29797 waren nog twee .303 inch mitrailleurs gemonteerd, daarna .50 mitrailleurs.  

De C en D-typen van de Mitchell zijn uiterlijk niet van elkaar te onderscheiden, behalve dan aan het serienummer (fiscal year-number). De C werd gebouwd in de North American-fabriek in Inglewood, terwijl de D werd gebouwd in de fabriek te Kansas City. Deze fabriek was opgezet om de oorlogsproductie op te voeren. Ook toen al werden de toestellen in onderling verschillende blokken geproduceerd.  

De B-25G introduceerde een dichte neus met daarin bewapening van een 2.95 inch kanon en twee 0.50 inch mitrailleurs. De daaropvolgende B-25H was zeer zwaar bewapenend. De neus kreeg een wat lichter kanon maar 4 0.50 inch mitrailleurs. De rugkoepel ging naar vlak achter de cockpit en de buikkoepel werd niet meer toegepast. De staart kreeg ook 2 mitrailleurs en achter de vleugel kwam een venster aan beide zijden met een mitrailleur. Tenslotte werden ook nog een tweetal mitrailleurs aangebracht in een fairing onder de cockpit aan beide zijden. Totaal dus 1 kanon en 14 mitrailleurs!

North American B-25J

De B-25J (NA-108) was de laatste productieversie van de Mitchell. Dit type werd tevens in de grootste aantallen, namelijk 4318 stuks gebouwd. De fabricage gebeurde alleen in North American’s fabriek te Kansas City; deze bouwde korte tijd zowel de B-25D als de B-25J; de eerste J werd in December 1943 afgeleverd; de laatste D in maart 1944. Er werd weer teruggekeerd naar de functie van middelzware bommenwerper met bewapening in de staart; zijbewapening en een verplaatste rugkoepel die op de B-25H was geïntroduceerd. De bommenrekken en deuren van bommenruim werd nu elektrisch bediend. Voor de staartkoepel was verwarming aangebracht en konden drie 1000 pound bommen worden meegevoerd. Als alternatief konden twee 1600-pound pantserdoorborende bommen worden meegenomen en was het mogelijk om zes 325-pound dieptebommen onder de vleugels mee te nemen. Ook de transparante neus was weer terug en kon desnoods worden vervangen op de fabriek door een dichte neus met acht 0.50-inch machine geweren. Met deze modificatie kregen de toestellen de fabrieksaanduiding B-25J-11, -17, -22, -27, -32, of -37, afhankelijk van het lopende productieblok.

Nederlandse Mitchells waren in gebruik vanuit Engeland (320 squadron), opleiding RNMFS Jackson en Verre Oosten (Australie e.d) (ook na de oorlog bij de ML-KNIL). En verder na de oorlog bij  320 squadron MLD Nederland; zie de aparte NedMil pagina's.

Literatuur:
B-25 Mitchell in Action Aircraft no. 34 p.11-24 (C en D-versie); p33-42 (J en 'K'-versie) Ernst R. McDowell Squadron/Signal Publications; Carrolton, 1978
Modelbouw in Plastic 1984 nr 2 ML-KNIL- Nationaliteits-kenmerken P 27 e.v. Max Schep IPMS Nederland
Modelbouw in Plastic 1987 nr 4 ML-KNIL- Nationaliteits-kenmerken P 82 e.v. Max Schep IPMS Nederland
Modelbouw in Plastic 1987 nr 1 De Mitchell en de ML-KNIL: p 2 t/m 9 Wim Nijenhuis (m.m.v. Max Schep) IPMS Nederland
Modelbouw in Plastic 1987 nr 2 De B-25 Mitchell deel 3 p 34 t/m 40 Wim Nijenhuis IPMS Nederland
Modelbouw in Plastic 1988 nr 3 Reacties van Leden: PVA-embleem p 65 D.L.G. Speetjens IPMS Nederland
Modelbouw in Plastic 1997 nr 3   P.19 e.v. Wim Nijenhuis IPMS Nederland
Modelbouw in Plastic 1978 nr 3       IPMS Nederland
Modelbouw in Plastic 2007 nr 1 KNIL Mitchell foto J. Sweers IPMS Nederland
Modelbouw in Plastic 2007 nr 3 ML-KNIL historie en schema W. Jonker IPMS Nederland
Modelbouw in Plastic 2007 nr 5 ML-KNIL historie en schema W. Jonker IPMS Nederland
De Mil. Luchtvaart v.h. KNIL 1942-45     O.G. Ward Romen Luchtvaart; Weesp 1985
Squadrons v.d. Koninklijke Luchtmacht   p.21 W.F. Helfferich Wyt en Zn; Rotterdam. 3e druk
Cockpit nr 12; Dec 1966 Herinneringen aan de B-25 deel 1 p 480 t/m 485 H. Hooftman Cockpit uitgeverij; Bennekom
Cockpit nr 9 sept 1966 Herinneringen aan de B-25 deel 2 p 340 t/m 345 H. Hooftman Cockpit uitgeverij; Bennekom
Militaire Luchtvaart in Nederlands-Indie in beeld Deel 2 P 61 t/m 87 H. Hooftman Europese Bibliotheek; Zaltbommel 1981
Camouflage en Kentekens van vliegtuigen in nederlandse mil.dienst ook: zijaanzicht kleur impressie pag.200 e.v p. 169 t/m p.171; p177 t/m p. 179; p.181;p.183 t/m p.185; p.193; p.194. J. Greuter, L. Boerman, M. Schep en J. Bossong Bonneville
40 jaar Luchtvaart in Indie   p.88 e.v. G.Casius De Alk; Alkmaar; 1987
Dutch Mitchells in the far East. Air Enthusiast 26 dec 1984 p45 t/m p53 Geoffry J Thomas  
De Nederlandse Mitchells De geschiedenis van de B-25 bommenwerper in Nederlandse dienst   G.J. Tornij In eigen beheer uitgegeven; Amersfoort; 1999
B-25 in Nederlandse dienst 2014 Max Schep, Wim Nijenhuis, Luuk Boerman Dutch Profile 16
Het vergeten squadron: het 18e squadron in Noord Australie   ISBN nr.90 6135 360 2 Wittert  
Vliegtuigen 320 squadron;
Operaties 320 squadron.
    Nico Geldhof Geromy uitgeverij
The Royal Netherlands Military Flying School 1942 – 1944     O.G. Ward, P.C.Boer, G.J.Casius  
B-25 Mitchell   januari 2006, pagina 8 P. Staal Verenigde Vleugels
B-25 Factory Times de B-25 productie wordt met name belicht 2013 Wim Nijenhuis Media Primair

. .

Websites:
IPMS NL Mitchell Walkaround 
KNIL B-25 in Australie

 

FOTO GALERIJ:

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Deze inhoud voor het eerst opgesteld zomer 2004 door M.de Vreeze en W. Jonker


Cat 3.  LSK / KLu

Midden 1947 zijn een jaar ook een aantal Mitchels van LsK naar de MLD gegaan (I-14,15,16,17,19).

zie daarom de   Ops RAF tabel

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 De inhoud werd voor het eerst opgesteld door M.de Vreeze juni 2010


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