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.
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.
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.
B-25 of No.18 squadron, probably the "N5-158" . Photo: collectie H.Blankwaardt via S. Sweers for IPMS Nederland (used with permission)
Photo: Collectie M.de Vreeze (used with permission)
Nose turret of a B-25 in Dutch Indies. Photo: collectie H. Blankwaardt via S. Sweers (used with permission)
B-25 of no.18 squadron. Photo: collectie H. Blankwaardt via S. Sweers, provided on behalf of IPMS Nederland (used with permission)
B-25, "N5-158" of 18 squadron. Photo: collectie H. Blankwaardt via S. Sweers (used with permission)
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)
B-25 of no.18 squadron, please note nose art . Photo: collectie H. Blankwaardt via S. Sweers (used with permission)
B-25 in Dutch Indies with the Dutch flag. Photo: Collectie Meijeringh (used with permission)
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)
B-25 in Dutch Indies with flags. Photo: former Defensie voorlichtings-Centrum / Ministerie van Defensie (used with permission)
B-25C "N5-134" in Fairbairn Australia. Photo: Collection M. de Vreeze (used with permission)
B-25C as used after the war. Photo collectie Afd.LuchtvaartKennis (used with permission)
B-25J. Photo collectie Afd.LuchtvaartKennis (used with permission)
B-25J. Photo collectie Afd.LuchtvaartKennis (used with permission)
With nose art. Photo collectie Afd.LuchtvaartKennis (used with permission)
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|
NEI pool; 18 sq 1945; OOS 1947; 20 sq 1947/48 C naar C TB-25 apr 1948 ;
|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
|N5-136||-||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.
|N5-142||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 ?
|N5-148||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)]|
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
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
|-||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.
|N5-188||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 ?
|N5-236||-||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.|
PEP aug 1945; 16 sq 1948; 18 sq 1948/49 (SB-25); naar AURI ; later
[ 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|
* 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