History and versions
See the article about the North American B-25 Mitchell.
Purchase by Netherlands Purchasing Committee.
Because of the required modernization and enforcement of the bomber fleet of the NEIAF (Ml-KNIL) the purchase of 162 medium bombers, to replace the Martin bombers, was proposed. At the beginning of the war the B-25 was rather new and not very popular yet, so this bomber could be obtained quit easily. The contract for the delivery of 162 NA-90 B-25C-5’s was signed June 30, 1941.
The planned delivery scheme: November 1942 25 examples December 1942 50 examples January 1943 80 examples February 1943 7 examples
Production and delivery was planned after the delivery of the running USAAF contract. In August 1941 the ML succeeded in having a earlier delivery scheme according the following scheme:
March till September 1942 6 examples a month Total 42 examples October and November 1942 18 examples a month Total 36 examples December 1942 and January 1943 36 examples a month Total 72 examples February 1943 12 examples a month Total 12 examples
In fact these aircraft were from the original USAAF contract, exchanged with the aircraft of the Dutch contract.
Two ferry routes were available, one via Africa to India and one via Hawaii to Brisbane.
Detachment Bangalore (India).
Reported was that about twenty B-25C's were on their way via Africa to India, early March 1942 eight crews went from Java to Bangalore, India: the team was under the leadership of Wittert van Hoogland and existed of six pilots, seven mechanics and six telegraphers.
March 8 the first of the first batch of eight aircraft arrived.
March 9 five aircraft had arrived, the sixth aircraft was crashed during the ferry in Africa.
Two other aircraft were damaged at Palm Beach. All aircraft were equipped with the, at that time, very modern and secret Norden-bombing sights. The B-25's were provided with an aircraft letter according to RAF orders.(see table below)
NEIAF serial RAF code US-fisc. Year-number N5-139 R 41-12507 N5-143 K 41-12445 N5-144 C 41-12495 N5-145 B 41-12509 N5-148 M 41-12508
Because the B-25 was a totally new type of aircraft, there were problems with tooling and spare parts, luckily much KLM material could be used and many training flights could be flown. After a demonstration on March 24, 1942, British Air Marshal Sir Peirse (commander RAF at India) proposed to used the Mitchell for photo reconnaissance duties.
Early April permission from London arrived to form a PRU (Photo Reconnaissance Unit) for the RAF, India.
Between April 18 and May 10 the B-25's left for Karachi, to be modified for PRU jobs. July 3, the Dutch team left and moved by ship to Fremantle, as they were no longer needed in India. The B-25's were handed over to the RAF, together with three Lockheeds 212, which had escaped from the Dutch East Indies.
The Mitchells were assigned to No. 684 Photographic Reconnaissance Squadron, India. Two Mitchells received RAF serials MA956 and MA957, the other retained their original Dutch serials N5-144, N5-145 and N5-148.
Detachment, Australia.
In Australia a group consisting of eighteen pilots, seven telegraphers and fourteen mechanics, under the leadership of Captain Boot, was available. March 2, 1942 the first Mitchell arrived at Archerfield. This was the first example of the batch of eighteen B-25s 18 B-25C's. This batch was part a total batch of sixty aircraft to be sent to Australia.
The first twelve B-25's had N5-serials and orange triangles. According to photos the serials were N5-120 till N5-131.
The Mitchells flying via the India are thought to have been registered N5-139 till N5-148.
The second batch of twenty-four aircraft arrived in March and April 1942. This batch was completely handed over to the USAAF according an agreement. The Dutch had to receive sixty Mitchells in Australia plus the six Mitchells delivered in India, which makes a total of sixty six aircraft. It was agreed that of these sixty Mitchells, forty-two aircraft had to be handed over to the USAAF, inclusive the Mitchells already delivered. So eighteen Mitchells were left for the Dutch.
April 1, 1942 in Australia just five B-25Cs were available, to know N5-132; N5-134, N5-136, N5-151 and N5-161.
These had a single .303 machine gun in the nose plus two .303 machine guns in both turrets. Initially the national insignia applied was the orange triangle, these were replaced soon with the Dutch flag.
It cost a lot of effort to keep these five B-25’s for the Dutch. In June still these five Mitchells were available. The other thirteen aircraft were not available yet. Mitchell N5-161 was unservicable until May because of a damaged nosewheel.
By the end of June a sixth Mitchell, registered N5-146, arrived. This aircraft was damaged when it arrived in Australia, it was repaired and transferred to no 18 squadron NEI. June 4 a request arrived to assist tracing a Japanese submarine. June 5 two B-25's of the Dutch 18e squadron managed to trace a Japanese submarine; Mitchell N5-151 bombed and sank this submarine.
During July 1942 the existing Mitchells were re-registered, because it was very confusing because of all partial deliveries. (see table below):
First serial New serial US-serial N5-132 N5-122 41-12437 N5-134 N5-123 41-12464 N5-136 N5-124 41-12439 N5-151 N5-125 41-12482 N5-161 N5-126 41-12501 N5-146 N5-127 41-12494
Between August 20 and September 21, 1942 a third delivery of N5-128 till N5-145 This was a mixture of 11 C's and 7 D's. The aircraft already present (N5-122 till N5-127) were returned to the USAAF according the agreement mentioned above. The new aircraft differed from the first six aircraft in having .50 inch machine guns and improved turrets. The new B-25C's had the ability to carry external fuel tanks under the wings. the B-25D's lacked this ability.
Very disappointing was the Estoppey D-8 bomb sight. This was rather primitive and in accurate being compared with the advanced Norden D-7 of the earlier aircraft.
The range (without external tanks) for the B-25C/D was 400 miles; the range with these tanks was 1000 miles.
The N5-131 was equipped with a small bomb bay tank of 300 gallon for testing purposes. the bomb load decreased and was 6 x 100 lbs or 3 x 19500 lbs. The test was successful so in November/December 1942 the 300 gallon-tank was built in all other aircraft.
The table below shows the ranges of the Mitchell types in use:
Range = 2 x cruising range Range Type Normal 800 miles C and D Normal + bombbay-tank (300 gallon) 1400 miles C and D Normal + bombbay-tank + external tanks 2000 miles C
Until the end of 1942 further reinforcement with B-25C-10’s and B-25C-15’s followed.
In the real world the ventral Bendix turret proofed to be useless and was removed mostly. July 1943 the Estoppey D-8 bomb sight was replaced with the modern Sperry bomb sight. September 1943 eight B-25D-20's were ferried by newly trained pilots from the RNMFS.
These aircraft are called D modified in the books of O.G. Ward. In the recent released books about squadron 320 (Dutch) RAF the author Nico Geldhof refers to this type as North-American B-25D srs II, though this might be a RAF designation.
These aircraft had two machine guns in a pod applied both sides of the fuselage and one machine gun in the tail.
Also a machine gun was added pointing out of the windows in the fuselage, just behind the wings.
These windows had been replaced and were located in opposite direction. Compare the position of the windows with those of the later B-25H and B-25J models. This was because of the position of the turret.
The B-25H and B-25J had this turret replaced to a new location between cockpit and wing.
Concerning the tailgun, this was also a forerunner of the arrangement used on the B-25H and B-25J models. It was equipped with a single machine gun and also smaller and of a different shape.
Between January and April 1944 another fifty B-25D's arrived, page 21 of 'Squadrons ...' shows a line up of this type of Mitchells. It were the last Mitchells to be ferried by the new pilots of the RNMFS (e.g. N5-193 with a Gremlin badge applied on the nose). These aircraft were not needed, so twenty aircraft of this batch were handed over to the RAAF: e.g. N5-183 became A47-1; N5-187 became A47-2; etcetera. see the table below
May 1943 the first B-25J-1 was delivered. This version was heavily armed with two.50 inch fixed machine guns in the nose; two .50 machine guns in the tail; two machine guns in the dorsal turret, which had been replaced forward, plus two gunpacks with two machine guns each. For further information I recommend the books (in Dutch) of O.G. Ward and G.J. Tornij, which contains a extensive serial list.
B-25 Strafers NEIAF.
The concept of ‘skip-bombing’ was a low approach and dropping the bombs near the target in such a way that the bombs jumped against the target. Disadvantage was the heavy fire from the target. The B-25 lacked sufficient forward firing armament to resist this fire.
B-25C, registered 41-12437 was used for testing purposes. Because the skip bombing doesn't needed the bomb sight, four .50 fixed forward firing machine guns were added to the nose. These pointed out through a metal plate which replaced the flat glass panel. Further four additional fixed 0.50-inch machine guns were added in external blisters, which contained two guns each and were mounted on each sides of the fuselage, just below the cockpit. An metal plate was mounted to protect the fuselage.
Because of a recce flight with B-25C N5-133, March 30, 1943, during which a aerial fight occurred with three Zekes, the Mitchell managed to arrive with hardly any fuel left. Commander Fiedeldij wrote a letter about the insufficient armament and the to long distance of the ordered flights. He referred to an American report which advised to reinforce the forward armament, remove the ventral turret an replace it with a 300 gallon-tank and a movable machine gun in the tail and add a bomb release mechanism for the pilots.
May 7, 1943 permission was given to modify five machines with heavier armament. Mitchells N5-129, N5-137, N5-141, N5-143 and N5-145 were modified and equipped with four .50 machine guns in the nose plus two pair .50 machine guns in a 'single gun pack'. The ventral turret was deleted. The other aircraft were equipped with two pair .50 machine guns in 'single gun packs'.
The bomb release mechanism for the pilots was deleted. The modifications were done at Eagle Farms te Australia, initially 12 strafers were delivered to 90th Squadron. The strafer concept was very successful, so in September 1943 175 B-25C's and D's were modified, including the five Dutch aircraft.
In 1946 several Dutch B-25J’s were modified to the strafer version with eight .05 machine guns in the nose. At that time most Dutch Mitchells had the dorsal turret and gunpacks removed, mainly because of lack of spare parts.
Leaflet droppings.
For these dropping the N5-180 'ADA' and N5-185 'Lienke' were available from August 4, 1944. The nose section of the N5-185 needed to be repaired and the aircraft was ready August 24, 1944.
Turrets and armament, except the machine guns in the nose and tail, were removed.
The openings were covered with aluminium plates. Inside the rear part of the fuselage a wooden frame was mounted to hold a 184 gallon fuel tank and also twenty-four four gallon fuel cans were brought aboard.
The underside of the aircraft was thoroughly cleaned and stripped. The aircraft were polished and large Dutch flags were painted on the undersides of the wings and sides of the fuselage.
For the first flight the targets and route were painted on the nose. The first leaflet dropping was in September 23, 1944. to Batavia with the N5-180 and at 0.05 hours on September 24, 1944 the N5-185 left for Bandoeng.
The N5-180 was withdrawn from use after this first flight. The N5-185 made several other flights on January 28, 1945 and January 30, 1945 to Soerabaja, Madioen and respectively Tjililitan.
Transporters.
September 1, 1943, NEI Aircraft and Personnel Pool (NEI-APP), Personnel and Equipment Pool (PEP) was established to offer a provision for personnel and material on behalf of 18th and 120th squadron. This unit was some kind of spare of material and personnel.
In January 1944 the NEI Transport Section Melbourne (NEITS) was established and equipped with Lodestars and stripped B-25's.
Its main task was the provisioning of 18 and 19 squadron. Mitchells N5-128; N5-129; N5-134; N5-142 and N5-143 were already in use asTB-25 at 18 squadron and were transferred to nr. 2 NEITS.
Section Melbourne was promoted to squadron status in September 1944: No 1 NEI Transport Squadron.
Section Brisbane became No.2 NEI Transport Squadron and was equipped with three Lodestars and five TB-25's. November 4, 1944 both squadron were merged into No 1 NEITS.
November 1, 1946 no 20 squadron was established at Tjililitan and was equipped with eleven TB-25's, e.g. N5-131; N5-138; N5-146; N5-149; N5-142; N5-160; N5-164; N5-173; N5-223; N5-237; N5-239; N5-240; N5-248; N5-250 and N5-261.
When in May 1948 the C-47's arrived the TB-25's still in use were withdrawn from use.
August 15, 1945 nr. 1 NEITS merged with the newly established 19 squadron. Initially this squadron this squadron was equipped with TB-25D's N5-188; N5-208 and N5-209 plus several C-47's. In October 1945 seventeen C-47's arrived, ten of these aircraft were used immediately. The old TB-25s were withdrawn from use. When no 19 squadron was abolished on April 1, 1948 all remaining aircraft were handed over to 20 squadron.
February 1, 1946 the so call VTG = Vliegtuig Transport Groep (Aircraft Transport Group) no 19 squadron plus all transport aircraft of no 18 squadron were transferred to this Group. Also some parts of the RNlNAS were part of this VTG. In fact it was the executing agency of the NIGAT (Netherlands Indies Government Air Transport). August 15, 1946 civil callsigns were designated to the aircraft of nr 1 NEITS, e.g.N5-129 --> VH-RDC . These call signs were applied in white and 12 inch high lettering on the vertical stabilizer. In black on a bare metal background. (See page 185 of "Camouflage en Kentekens").
RAPWI (= Recovery of Allied Prisoners of War and Internees), this was established in order of Mountbatten in January 1945. It purpose was to take care of allied POWs and detained civilians from the liberated camps.
RAPWI used many different aircraft, such as two Japanese DC-3’s; 10 Soren twin engined transporters and about fifteen single engined Japanese training aircraft plus three TB-25's, e.g. N5-129. The advantage of the use of the Japanese aircraft was the availability of Japanese fuel.
PVA. (PhotoVerkenningAfdeeling = Photo Reconnaissance Flight).
During the war 18 squadron started with photo reconnaissance with the B-25. A ‘camera-bay’ was installed, consisting of a cardanic mounted camera above a hatch in the belly of the fuselage. Further several equipment was installed to set up a recording cycle. Also two folding windows on both sides of the fuselage were installed in order to be able to make sidewards photographs. A nice photo can be found on page 141 in ‘Van Glenn Martins en Mustangs’ by Hugo Hooftman and on page 18, 40 and 43 in the book written by Gerben Tornij.
A lot of experience was done with this system and November 10, 1945 the department Fotodienst (Photo Service) could be established. later, in June 1946, a specific Photo Reconnaissance Section was established at Andir, no planes were available at that moment.
Later in 1946 two B-25s could be picked up in Australia. These aircraft were modified to FB-25 photo reconnaissance aircraft. The FB-25's were equipped with a vertical Fairchild K17 camera with four different lenses and with Fairchild K-20 hand operated camera’s.
January 1, 1947 the PVA was established. This Flight was mainly used for topographic photographing an for recce flights on behalf of the ML-KNIL. By the end 0f 1947 five FB-25’s, two Mustangs and five Piper Cubs were in use.
The FB-25 could be used till a height of 1000 feet. At higher level it was difficult to produce good photo's.
Royal Netherlands Military Flying School at Jackson.
The first B-25 operational training would start in February 1943 and by the end of November 1942 ten B-25C's were delivered to start the training of the instructors. The first B-25's were, accidentally from the original order of the 162 aircraft ordered by the ML-KNIL. When these Mitchells arrived at Jackson it proofed that the machines lacked the appropriate wiring for the used Sperry bomb sight. The machines were returned to the factory at Kansan city. The first aircraft took a week for this modification.
This was to long, so the other aircraft were modified at Jackson. In April just four Mitchells were modified.
Another ten aircraft were requested. So five B-25D plus five B-25C aircraft were delivered in April and May 1943. These second series had the Sperry bomb sight already built in, so the operation training could start at last. In October 1943 another ten aircraft were requested because of the end date of the training. Several Mitchells were not in use because of technical inspection and overhaul. These ten aircraft were on loan from AAFFTC, the twenty aircraft delivered earlier, were delivered under lend-lease conditions. This third batch were all of the type B-25G, with a 75 mm gun in the nose. These B-25G's were official US aircraft and retained their US serials and markings. There is one photo of an B-25G with Dutch markings, these markings were applied because of a visit of her royal highness princess Juliana.
One B-25D and one B-25G were lost and when the training was finished, all Mitchells were returned via "reverse lend-lease"to the USAF.
The book ‘The Royal Netherlands Military Flying School 1942 – 1944’ written in Dutch by O.G. Ward, P.C.Boer and G.J.Casius offers an extensive overview of the History. of RNMFS.
Post-war Action.
The Second World War has ended and the Dutch B-25's had to fight again, now the opposites were Indonesian nationalists.
Several Dutch units were equipped with the Mitchell. Nr. 16 squadron was founded in November 1946 and equipped with nine Mitchells. It was based at Palembang until the squadron merged in August 1948 with nr. 18 squadron.
A training unit used twelve B-25's and was based at Biak from mid 1946 till August 1948, in order to train ex POW's and new recruited pilot from the Netherlands.
In 1946 several B-25J’s were modified and equipped with with a strafer nose. At that time most Mitchells had the turrets and also other armament removed, mainly because of lack of spare parts. The Mitchells were allowed to fly no more than 15 hours a month.
This lack of spare parts was caused by of the financial situation of the Netherlands and Dutch East Indies.
The Indonesian Republic was formally founded December 27, 1949 (from a official Dutch point of view; the Indonesian state the Republic was founded in August 1945, when the Japanese capitulated). No. 18 Squadron was dismissed in June 1950. In the period between 1945 and 1950 twenty aircraft were written off, so in June 1950 about 41 aircraft were left and handed over to the AURI (Angkatan Udara Republik Indonesia).
The B-25J Mitchell of the SKHV.
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
[Enclosed photo from BeeldBank NIMH. Click on photo for ordering information]
The aircraft delivered in March 1942 in India an Australia still had the orange triangle as Dutch national marking applied. As far as i know only a few publicity photos from North American, exist showing Mitchell N5-126 with several other B-25Cs.
The triangles were very soon replaced with de Dutch flag as national marking.
The first B-25Cs had their serials applied on the leading edge and on the fuselage and also had the US fiscal year number (in yellow) on the vertical tail. In August 1942 the serial on the leading edge was removed.
May 1943 another changed was made and new B-25s had their serial in small white digits just behind the cockpit section and sometimes also (in the same format) on the tail. The serial near the flag was not applied. The B-25s already in use had these change applied during their maintenance.
From May 1944, the registrations were larger applied both on the nose and tail in a white US stencil font on all new B-25s and, during major maintenance on all other Mitchells.
On stripped examples, especially the transport Mitchells, the serials were applied in black in stead of white.
After the capitulation of Japan and certain from September 1945 and on, all camouflaged aircraft received a white border around the flag.
On August 25, 1947 it was decided to carry out the registrations on vertical tail surfaces into two types: type I, 250 mm in height and in type II, 460 mm. The factory letter and "the function number" was in type I (N5 for the B25: N for North American and '5' for Bomber) and the number in type II.
Application of this system followed in the case of the B-25's by mid-October 1947 and was performed in white on a dark background and in black on a light (white metal) surface.
Late 1947-early 1948, the flag was again replaced by the Dutch roundel in six positions and a small flag on the tail.
Starting in January followed a comprehensive review of the registration system and the serials were changed to M numbers where N5 was changed to M and the serial number has been increased by 200.
For an extended overview of each (Dutch) B-25 I refer tot the book written by Gerben Tornij.
| Serial
Serial
| 2nd Serial
2nd Serial
| Us Fisc. Year nr.
US Fis. Year nr.
| RAAF Serial
RAAF Serial
| Constr. nr.
Constr. nr.
| Date in service
Date in service
| Date out of service
Date out of service
| Notes
notes
| ||
|---|---|---|---|---|---|---|---|---|---|
| North American NA-82C B-25C | |||||||||
| N5-132 | N5-122 | 41-12437 | 02-03-1942 | 07-12-1942 | After July 1942 N5-122 | ||||
| N5-134 | N5-123 | 41-12464 | 12-04-1942 | 03-09-1942 | After July 1942 N5-123 | ||||
| N5-136 | N5-124 | 41-12439 | 12-04-1942 | 03-09-1942 | After July 1942 N5-124 | ||||
| N5-151 | N5-125 | 41-12482 | 12-04-1942 | 03-09-1942 | After July 1942 N5-125 | ||||
| N5-161 | N5-126 | 41-12501 | 12-04-1942 | 03-09-1942 | After July 1942 N5-126 | ||||
| N5-146 | N5-127 | 41-12494 | 30-06-1942 | 03-09-1942 | After July 1942 N5-127 | ||||
| N5-128 | 41-12935 | 82-5570 | 20-08-1942 | 21-01-1947 | "Donald Duck" 07-1943 modified to strafer; 09-1944 modified to transport aircraft; Call-sign VH-RDA, later VH-RDX Crash during take off Biak; Written Off. |
||||
| N5-129 | M-329 | 41-12916 | 82-5551 | 24-08-1942 | 05-1950 | 09-1943 modified to strafer; 09-1944 modified to transport aircraft; Call-sign VH-RDB; later VH-RDC 09-1945 RAPWI To AURIS |
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| N5-130 | 41-12914 | 82-5549 | 23-08-1942 | 30-07-1945 | 07-1943 modified to strafer; Crash during landing at Cressy op 30-07-1945; 14-08-1945 Scrapped |
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| N5-131 | M-331 | 41-12936 | 82-5571 | 25-08-1942 | 01-03-1948 | "Pulk"; "Elza" 10-1945: RAPWI 03-1948 Written Off |
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| N5-132 | 41-12919 | 82-5554 | 27-08-1942 | 5-2-1943 | Crash during take-off McDonald, Australia, 5-2-1943 | ||||
| N5-134 | M-334 | 41-12885 | 82-5520 | 31-08-1942 | 05-1950 | 09-1943 modified to transport aircraft; Call-sign VH-RDC To AURIS |
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| N5-135 | 41-12912 | 82-5547 | 02-09-1942 | 28-04-1943 | Shot down near Dobo, Aroe islands on 28-4-1943 | ||||
| N5-136 | 41-12933 | 82-5568 | 04-09-1942 | 07-10-1943 | Shot down near Waingpapu, Soemba on 7-10-1943 | ||||
| N5-138 | M-338 | 41-12934 | 82-5569 | 08-09-1942 | 05-1950 | 07-1944: modified to transport aircraft To AURIS |
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| N5-139 | 41-12913 | 82-5548 | 09-09-1942 | 31-01-1943 | Emergency landing in swamps near Tree Point; 14-02-1943 Written Off |
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| N5-145 | 41-12798 | 82-5433 | 17-09-1942 | 18-10-1943 | Mid 1943: "The Flying Dutchman"; 05-1943: modified to strafer; Crash during down wind landing at Batchelor; Written Off |
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| North American NA-87D B-25D | |||||||||
| N5-133 | 41-29724 | 87-7889 | 29-08-1942 | 02-04-1943 | Emergency landing near Mellville Island. 2-4-1943 | ||||
| N5-137 | 41-29735 | 87-7900 | 06-09-1942 | 04-01-1944 | 06-1943 modified to strafer; In 1943 "Aircab II" Shot down near Tenau, Timor. |
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| N5-140 | 42-29723 | 87-7888 | 14-09-1942 | 05-04-1943 | Ditched in Darwin sea | ||||
| N5-141 | 41-29725 | 87-7890 | 22-09-1942 | 07-11-1943 | 07-1943 modified to strafer; Crash during landing on Mascot |
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| N5-142 | M-342 | 41-29716 | 87-7881 | 28-09-1942 | 05-1950 | 07-1943: modified to strafer; 02-1944 modified to transport aircraft; Call-sign VH-RDD; To AURIS |
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| N5-143 | 41-29722 | 87-7887 | 28-09-1942 | 1946 | 06-1943: modified to strafer; End of 1943 modified to transport aircraft after being damaged during take off on 12-10-1943; In 1946 Written Off |
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| N5-144 | 41-29717 | 87-7882 | 28-09-1942 | 18-2-1943 | Shot down near Dilli, Timor | ||||
| North American NA-94C10 B-25C-10 | |||||||||
| N5-148 | M-348 | 42-32338 | 94-12746 | 03-04-1943 | 05-1950 | 1945: modified to transport aircraft; 1947, to PVA; To AURIS |
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| N5-150 | 42-32337 | 94-12745 | 06-04-1943 | 2-06-1943 | 1943: "Pearl Diver": Shot down Lautern |
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| N5-153 | 42-32339 | 94-12747 | 04-05-1943 | 09-09-1943 | "René"; Crash landing on Batchelor; 02-1944 Scrapped |
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| North American NA-93C15 B-25C-15 | |||||||||
| N5-146 | M-346 | 42-32512 | 93-12620 | 01-04-1943 | 05-1950 | 1943: "Lienke" 02-1944 modified to transport aircraft; 11-1945: RAPWI; To AURIS |
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| N5-147 | _ | 42-32484 | 93-12592 | 01-04-1943 | 21-05-1943 | Shot down Saumlaki. | |||
| N5-149 | M-349 | 42-32511 | 93-12619 | 03-04-1943 | 05-1950 | 1943: "De 2 C's" and "Sarinah"; 1944: modified to transport aircraft; 10-1946 to PVA; To AURIS. |
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| N5-151 | M-351 | 42-32485 | 93-12593 | 06-04-1943 | 05-1950 | 1944: modified to transport aircraft; 11-1945: RAPWI; 1947 to PVA; To AURIS |
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| N5-152 | 42-32483 | 93-12591 | 12-04-1943 | 22-05-1943 | 1943; "Tangerine"; Crash near start from Batchelor |
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| North American NA-87D20 B-25D-20 | |||||||||
| N5-154 | M-354 | 41-30584 | 87-8749 | 25-09-1943 | 05-1950 | 1944: "De Strietser" 1948 to PVA; To AURIS |
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| N5-155 | 41-30586 | 87-8751 | 28-09-1943 | 28-09-1944 | Crash near landing on Bankstown; Scrapped for spare parts. | ||||
| N5-156 | 41-30587 | 87-8752 | 24-09-1943 | 21-10-1943 | Crash near Strauss Airstrip, Darwin | ||||
| N5-157 | 41-30588 | 87-8753 | 23-09-1943 | 08-08-1944 | Belly landing and on 18-9-1944 scrapped. | ||||
| N5-158 | M-358 | 41-30589 | 87-8754 | 28-09-1943 | 05-1950 | 04-1944: modified to transport aircraft; 1945: RAPWI; 07-1946: Flight with Gen. Spoor to the Netherlands; 08-1946 Flight back; To AURIS |
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| N5-159 | 41-30681 | 87-8747 | 24-09-1943 | 21-11-1943 | Shot down Teberfane, Aroe-islands. | ||||
| N5-160 | M-360 | 41-30713 | 87-8878 | 28-09-1943 | 06-1950 | 03-1943: modified to transport aircraft; 1948: VIP aircraft Gen. Spoor; To AURIS |
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| N5-161 | 41-30816 | 87-8981 | 24-09-1943 | 09-01-1943 | 1943: "Missippi Dream"; Landing accident Drysdale River Mission |
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| North American NA-84D10 B-25D-10 | |||||||||
| N5-169 | 41-30321 | 87-9486 | 31-01-1944 | 25-08-1944 | Missed in action near Larat, Tanimbar islands. | ||||
| North American NA-84D15 B-25D-15 | |||||||||
| N5-167 | 41-30414 | 87-9579 | 27-01-1944 | 19-12-1944 | Damaged after explosion; 26-1-1945: Scrapped | ||||
| N5-168 | 41-30416 | A47-35 | 87-9581 | 27-01-1944 | 28-08-1944 | Handed over to no. 2 squadron RAAF | |||
| North American NA-100D25 B-25D-25 | |||||||||
| N5-162 | 42-87349 | 100-23342 | 10-01-1944 | 23-06-1944 | Shot down Saumlaki 26-6-1944 | ||||
| N5-163 | M-363 | 42-87350 | 100-23343 | 11-01-1944 | 01-10-1948 | 1945: modified to transport aircraft; 12-1948 Written Off. |
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| N5-164 | M-364 | 42-87305 | 100-23298 | 08-04-1944 | 05-1950 | 1945: modified to transport aircraft; 1949: to PVA; To AURIS |
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| N5-165 | M-365 | 42-87595 | 100-23588 | 04-02-1944 | 05-1950 | 03-1945: used as trainer; 1947 to PVA; To AURIS |
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| N5-166 | M-366 | 42-87398 | 100-23391 | 27-01-1944 | 05-1950 | 1944: "Beth" 1945: modified to transport aircraft; 1949: to PVA; To AURIS |
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| N5-170 | M-370 | 42-87254 | 100-20747 | 25-02-1944 | 1946 | 08-1945: used as operational trainer. | |||
| N5-171 | 42-87255 | A47-36 | 100-20748 | 25-02-1944 | 28-08-1944 | Handed over to no. 2 squadron RAAF 28-8-1944. | |||
| N5-172 | M-372 | 42-87256 | 100-20749 | 10-02-1944 | 05-1950 | 1944: "Myra"; 1946: modified to transport aircraft; 1948 to PVA; To AURIS |
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| N5-173 | M-373 | 42-87257 | 100-20750 | 24-02-1944 | 05-1950 | 07-1945: used as operational trainer; 1949: to PVA; To AURIS |
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| N5-174 | 42-87258 | A47-37 | 100-20751 | 13-02-1944 | 28-08-1944 | Handed over to no. 2 squadron RAAF | |||
| N5-175 | 42-87259 | A47-33 | 100-20752 | 24-02-1944 | 09-08-1944 | Handed over to no. 2 squadron RAAF | |||
| N5-176 | 42-87313 | 100-20806 | 13-02-1944 | 30-05-1944 | Crash in sea near Grose Island during training flight. | ||||
| N5-177 | 42-87311 | 100-20804 | 10-02-1944 | 18-05-1944 | 1944: "Old Dutch Cleanser"; Shot down near Saumlaki |
||||
| N5-178 | M-378 | 42-87312 | 100-20805 | 24-02-1944 | 06-1950 | 1944: "Aileen", later "Joyce"; 03-1945: used as operational trainer; 12-1948: to PVA To AURIS |
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| N5-179 | 42-87307 | 100-20800 | 12-02-1944 | 06-03-1944 | Shot down near Toeal, Kei islands | ||||
| N5-180 | 42-87416 | 100-20814 ? | 02-1944 | 1945 | 1944: "ADA"; 08-1944: modified for propaganda flights. 1945: withdrawn from use. |
||||
| N5-182 | 42-87597 | 100-23650 | 18-02-1944 | 29-03-1944 | Crash near Swan Hill; Written Off 31-7-1944 |
||||
| N5-183 | 42-87607 | A47-1 | 100-23600 | 24-02-1944 | 24-04-1944 | Handed over to no. 2 squadron RAAF | |||
| North American NA-100D30 B-25D-30 | |||||||||
| N5-181 | 43-3423 ?? | A47-3 | 100-23649 | 30-03-1944 | 24-04-1944 | Handed over to no. 2 squadron RAAF. | |||
| N5-184 | M-384 | 43-3282 | 100-23608 | 15-02-1944 | 01-10-1948 | Written Off 10-1948 (TB-25). | |||
| N5-185 | M-385 | 43-3421 | 100-23747 | 10-02-1944 | 1945 | 08-1944: modified for propaganda flights. 1944: "Lienke" Propaganda flights: 24-09-1944: Potshot-Java-Potshot; 28-01-1945: idem; 30-01-1945: Photo flight: Potshot-Java-Broome; Na 09-1945 crash in sea. |
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| N5-186 | 42-87608 | A47-34 | 100-23601 | 14-02-1944 | 09-08-1944 | 1944: "Dominggoe 5"; Handed over to RAAF. |
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| N5-187 | 43-3422 | A47-2 | 100-23748 | 24-02-1944 | 27-04-1944 | between 14-12-1943 and 17-01-1944: RNMFS Jackson; than ferry flight to Australia. On 24-02-1944: as N5-187 to PEP Handed over to RAAF. |
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| N5-188 | M-388 | 42-87260 | 100-20753 | 26-02-1944 | 16-05-1948 | 1944: "Blondie", later "Pistol Packing Mama" 1945: modified to transport aircraft; Burned after emergency landing on beach near Tokyo and written off. |
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| N5-189 | 43-3424 | A47-4 | 100-23750 | 27-03-1944 | 22-04-1944 | 26-3-1943: RNMFS; 27-03-1944: to PEP, Canberra; Handed over to RAAF. |
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| N5-191 | 43-3425 | 100-23751 | 28-02-1944 | 26-11-1943: RNMFS, Jackson; 27-02-1944: Crash during ferry flight between California and Hawaii. |
|||||
| N5-192 | 43-3426 | A47-5 | 100-23752 | 27-03-1944 | 22-04-1944 | 25-11-1943: RNMFS, Jackson; 02-1944: "Palembang I" PEP, Canberra: 27-03-1944; Handed over to RAAF. |
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| N5-193 | 43-3427 | A47-6 | 100-23753 | 30-03-1944 | 22-04-1944 | 26-11-1943: RNMFS, Jackson; 30-03-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-194 | 43-3607 | A47-7 | 100-23933 | 30-03-1944 | 22-04-1944 | 09-01-1944: RNMFS, Jackson 30-03-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-195 | 43-3613 | A47-8 | 100-23939 | 30-03-1944 | 22-04-1944 | 13-01-1944: RNMFS, Jackson; 30-03-1944: PEP, Canberra; Handed over to RAAF. |
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| North American NA-100D35 B-25D-35 | |||||||||
| N5-190 | 43-3830 | A47-22 | 100-24156 | 29-04-1944 | 12-06-1944 | Handed over to RAAF. | |||
| N5-196 | 43-3621 | A47-9 | 100-23947 | 30-03-1944 | 22-04-1944 | 10-01-1944: RNMFS, Jackson; 30-03-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-197 | 43-3623 | A47-10 | 100-23949 | 30-03-1944 | 25-04-1944 | 10-01-1944: RNMFS, Jackson; 30-03-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-198 | 43-3624 | A47-11 | 100-23950 | 30-03-1944 | 27-04-1944 | 15-01-1944: RNMFS, Jackson; 02-1944: "Gatjah" 30-03-1944: PEP, Canberra; Handed over to RAAF |
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| N5-199 | 43-3225 | A47-12 | 100-23951 | 30-03-1944 | 27-04-1944 | 15-01-1944: RNMFS, Jackson; 02-1944: "Toezoee" 30-03-1944: PEP, Canberra; Handed over to RAAF |
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| N5-200 | 43-3626 | A47-13 | 100-23952 | 30-03-1944 | 27-04-1944 | 14-01-1944: RNMFS, Jackson; 30-03-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-201 | 43-3766 | A47-14 | 100-24092 | 30-03-1944 | 25-04-1944 | 03-02-1944: RNMFS, Jackson; 30-03-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-202 | 43-3767 | A47-15 | 100-24093 | 13-04-1944 | 24-04-1944 | 09-02-1944: RNMFS, Jackson 13-04-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-203 | 43-3768 | A47-16 | 100-24094 | 13-04-1944 | 25-04-1944 | 08-02-1944: RNMFS, Jackson; 02-1944: "Kalidjati" 13-04-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-204 | 43-3769 | A47-17 | 100-24095 | 13-04-1944 | 22-04-1944 | 09-02-1944: RNMFS, Jackson; 13-04-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-205 | 43-3770 | A47-18 | 100-24096 | 13-04-1944 | 26-04-1944 | 09-02-1944: RNMFS, Jackson; 13-04-1944: PEP, Canberra; Handed over to RAAF. |
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| N5-206 | 43-3790 | A47-19 | 100-24116 | 14-04-1944 | 22-04-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-207 | 43-3791 | A47-20 | 100-24117 | 13-04-1944 | 22-04-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-208 | M-408 | 42-3833 | 100-24159 | 14-04-1944 | 05-1950 | 06-1945: modified to transport aircraft (?) 1948: to PVA To AURIS. |
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| N5-209 | M-409 | 43-3835 | 100-24161 | 14-04-1944 | 14-05-1949 | 06-1945: modified to transport aircraft; 1948: to PVA; To 18 squadron; Crash Kroja; Written Off. |
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| 210 | 43-3834 | 100-24160 | 25-04-1944 | 18-08-1944 | Shot down Langgoer, Kei islands. | ||||
| N5-211 | 43-3836 | 100-24162 | 10-05-1944 | 08-01-1945 | Crash during take off at Batchelor; Written Off op 15-1-1945 |
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| N5-212 | 43-3823 | A47-23 | 100-24149 | 10-05-1944 | 09-06-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-213 | 43-3789 | A47-21 | 100-24115 | 29-04-1944 | 09-06-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-214 | 43-3868 ? | 100-24194 | 01-05-1944 | 01-09-1944 | Shot down near Langgoer; Written Off 1-9-1944 |
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| N5-215 | 43-3869 | A47-25 | 100-24195 | 11-05-1944 | 09-06-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-216 | 43-3867 | A47-24 | 100-24193 | 11-05-1944 | 10-06-1944 | PEP, Canberra; Handed over to RAAF. |
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| North American NA-108J1 B-25J-1 | |||||||||
| N5-218 | M-418 | 43-27692 | 108-34705 | 22-05-1944 | 05-1950 | 1944: "Grace"; 1949: modified to strafer; To AURIS |
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| N5-219 | 43-27691 | A47-27 | 108-34704 | 09-06-1944 | 09-06-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-220 | M-420 | 43-27689 | A47-26 | 108-34702 | 09-06-1944 | 09-06-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-221 | M-421 | 43-27688 | 108-34701 | 05-06-1944 | 05-1950 | 1944: "Japie" 1949: modified to strafer; To AURIS. |
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| N5-222 | 43-27690? | 108-34703 | 21-06-1944 | 15-09-1944 | Shot down near Langoer, Kei islands. | ||||
| North American NA-108J5 B-25J-5 | |||||||||
| N5-217 | 43-27925 | 108-34938 | 19-05-1944 | 10-2-1945 | Belly landing at Fall Field; Scrapped. |
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| N5-223 | M-423 | 43-27926 | 108-34939 | 29-06-1944 | 05-1950 | 1948: modified to strafer; To AURIS. |
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| N5-224 | 43-27927 | A47-28 | 108-34940 | 11-07-1944 | 11-07-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-225 | 43-27928 | A47-29 | 108-34941 | 11-07-1944 | 12-07-1944 | PEP; Handed over to RAAF. |
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| N5-226 | M-426 | 43-27929 | 108-34942 | 06-08-1944 | 05-1950 | 1949: modified to strafer To AURIS. |
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| North American NA-108J10 B-25J-10 | |||||||||
| N5-227 | 43-28181 | A47-32 | 108-35194 | 31-07-1944 | 05-08-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-228 | M-428 | 43-28182 | 108-35195 | 01-08-1944 | 05-1950 | 1949: modified to strafer; To AURIS. |
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| N5-229 | 43-28185 | A47-30 | 108-35198 | 27-07-1944 | 27-07-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-230 | 43-28184 | 108-35197 | 27-07-1944 | 04-08-1946 | Shot down near Kali-Banteng, Semarang | ||||
| N5-231 | 43-28183 | A47-31 | 108-35196 | 27-07-1944 | 27-07-1944 | PEP, Canberra; Handed over to RAAF. |
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| North American NA-108J15 B-25J-15 | |||||||||
| N5-232 | 44-29021 | A47-38 | 108-32296 | 13-07-1944 | 13-09-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-233 | M-433 | 44-29022 | 108-32297 | 15-09-1944 | 05-1950 | 1949: modified to strafer; To AURIS |
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| N5-234 | M-434 | 44-29023 | 108-32298 | 19-09-1944 | 05-1950 | 1949: modified to strafer To AURIS. |
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| N5-235 | 44-29024 | A47-39 | 108-32299 | 18-09-1944 | 18-09-1944 | PEP, Canberra; Handed over to RAAF. |
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| N5-236 | 44-29029 | 108-32304 | 19-09-1944 | 29-03-1945 | Crash at Merauke; | ||||
| N5-237 | M-437 | 44-29030 | 108-32305 | 19-09-1944 | 05-1950 | 1948: modified to strafer; To AURIS. |
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| N5-238 | 44-29031 | 108-32306 | 25-09-1944 | 02-07-1946 | Destroyed at Pakan Baroe, Sumatra. | ||||
| N5-239 | M-439 | 44-29032 | 108-32307 | 19-09-1944 | 05-1950 | modified to strafer; To AURIS |
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| N5-240 | M-440 | 44-29033 | 108-32308 | 25-09-1945 | 05-1950 | 1948: modified to strafer; To AURIS. |
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| N5-241 | 44-29034 | 108-32309 | 21-09-1944 | 14-11-1944 | Crash during landing at Canberra and Written Off. | ||||
| North American NA-108J20 B-25J-20 | |||||||||
| N5-242 | M-442 | 44-29260 | 108-32535 | 25-11-1944 | 05-1950 | To AURIS. | |||
| N5-243 | M-443 | 44-29261 | 108-32536 | 12-12-1944 | 05-1950 | To AURIS. | |||
| N5-244 | M-444 | 44-29262 | 108-32537 | 25-11-1944 | 05-1950 | 1945: "Snooper"; 1949: modified to transport aircraft; To AURIS. |
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| N5-245 | M-445 | 44-29263 | 108-32538 | 14-12-1944 | 17-09-1947 | Emergency landing after bomb explosion at Andir. | |||
| N5-246 | M-446 | 44-26514 | 108-32789 | 10-12-1944 | 05-1950 | To AURIS. | |||
| N5-247 | M-447 | 44-29515 | 108-32790 | 28-11-1944 | 05-1950 | 1949: modified to transport aircraft To AURIS. |
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| N5-248 | M-448 | 44-29516 | 108-32791 | 31-12-1944 | 05-1950 | 1949: modified to transport aircraft To AURIS. |
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| N5-249 | M-449 | 44-29517 | 108-32792 | 03-12-1944 | 05-1950 | To AURIS | |||
| North American NA-108J25 B-25J-25 | |||||||||
| N5-250 | M-450 | 44-30504 | 108-32779 | 27-03-1945 | 05-1950 | 1949: modified to transport aircraft; To AURIS. |
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| N5-251 | M-451 | 44-30506 | 108-32781 | 27-03-1945 | 05-1950 | To AURIS. | |||
| N5-252 | M-452 | 44-30507 | 108-32782 | 27-03-1945 | 21-07-1947 | Shot down Palembang 21-7-1947 | |||
| N5-253 | 44-30508 | 108-32783 | 27-03-1945 | 9-06-1945 | Burned at Archerfield; Written Off. | ||||
| N5-254 | 44-30900 | 108-34175 | 19-04-1945 | 21-11-1945 | Written Off after dithc in sea between Broome and Truscott. | ||||
| N5-255 | 44-30903 | 108-34178 | 17-01-1945 | 4-09-1945 | Crash at Malino, Celebes | ||||
| N5-256 | M-456 | 44-30505 | 108-34180 | 11-05-1945 | 05-1950 | To AURIS. | |||
| N5-257 | M-457 ? | 44-30391 | 108-33666 | 23-05-1945 | 09-06-1947 | Written Off. | |||
| N5-258 | M-458 | 44-30399 | 108-33674 | 30-05-1945 | 05-1950 | To AURIS. | |||
| N5-266 | M-466 | 44-30902 | 34-34177 | 20-07-1945 | 1946 | Written Off 1946 | |||
| North American NA-108J30 B-25J-30 | |||||||||
| N5-259 | M-459 | 44-31201 | 108-34476 | 08-06-1945 | 05-1950 | To AURIS | |||
| N5-260 | M-460 | 44-31202 | 108-34477 | 08-06-1945 | 05-1950 | To AURIS. | |||
| N5-261 | M-461 | 44-31203 | 108-34478 | 07-06-1945 | 22-12-1949 | Ditch near Makassar. | |||
| N5-262 | 44-31204 | 108-34479 | 10-06-1945 | 1946 | Written Off mid 1946 | ||||
| N5-263 | M-463 | 44-31256 | 108-34521 | 12-06-1945 | 02-1947 | 11-1945: RAPWI; 1945: Personal aircraft Gen. Kengen; Written Off. |
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| N5-264 | M-464 | 44-31258 | 108-34523 | 18-06-1945 | 05-1950 | To AURIS 1970: to Militaire Luchtvaart Museum; Since 23-10-1971 on display. |
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| N5-265 | M-465 | 44-31259 | 108-34524 | 25-06-1945 | 15-04-1947 | Ditch in sea near Ambon-Biak. | |||
Royal Netherlands Military Flying School te Jackson
| US Fisc. Year nr.
US Fisc. Year nr.
| Constr. nr.
Constr. nr.
| Date in service
Date in service
| Date out of service
Date out of service
| Notes
notes
|
|---|---|---|---|---|
| North American B-25D-15-NC | ||||
| 41-30472 | 24-04-1943 | 21-02-1944 | ||
| 41-30491 | 24-04-1943 | 21-02-1944 | ||
| 41-30499 | 24-04-1943 | 21-02-1944 | ||
| 41-30500 | 24-04-1943 | 26-01-1944 | Crash near Panama City | |
| 41-30501 | 24-04-1943 | 02-03-1944 | ||
| North American B-25C-5NA | ||||
| 42-53394 | 19-11-1942 | 24-02-1944 | ||
| 42-53395 | 24-01-1943 | 07-03-1944 | ||
| 42-53395 | 19-11-1942 | 06-03-1944 | ||
| 42-53397 | 19-11-1942 | 07-03-1944 | ||
| 42-53398 | 05-11-1942 | 21-02-1944 | ||
| 42-53407 | 26-11-1942 | 21-02-1944 | ||
| 42-53490 | 10-12-1942 | 21-02-1944 | ||
| 42-53491 | 10-12-1942 | 09-02-1944 | ||
| 42-53492 | 13-12-1942 | 08-03-1944 | ||
| 42-53493 | 11-12-1942 | 08-02-1944 | ||
| North American B-25C-25-NA | ||||
| 42-64781 | 22-05-1943 | 10-03-1944 | ||
| 42-64782 | 22-05-1943 | 03-03-1944 | ||
| 42-64783 | 22-05-1943 | 21-02-1944 | ||
| 42-64784 | 22-05-1943 | 21-02-1944 | ||
| 42-64785 | 22-05-1943 | 02-03-1944 | ||
1/72nd Scale
The Airfix, Matchbox and the old Frog/Novo-models are not recommended to built a good model of the Mitchell. To built a accurate 1/72nd scale model of the B-25C/D version, you can use the Italeri kits. Hasegawa released a very nice and accurate kit of the B-25J version in 2004.
C- and D-versions:
In order to built an B-25C/D, based on the Italeri kit, of no 18 squadron NEI, the window just behind the canopy (part no 12) need to be reduced to half its size. The corners must be more rounded. Also this windows was somewhat bulgy (according to the photos of the real aircraft).
The windows, part 21, were, as far as i could see on photos, not present on the first C models. Also the oval windows (the parts just near part 12 in the frame of the kit) were present on the early C-versions.
The blister, part no 20, just aft the cockpit, was not present on the early C-models.
The most radical modification of the kit is that a small angle on top of the fuselage must be added. Remove a V shaped part from the fuselage. This must be about 2 mm at the end of the fuselage and zero millimetre near the ventral turret. Because of this modification you had to reshape the radome of the tail.
See the drawings.
Later the aircraft had an extra fixed .50 inch machine gun added to the nose, so two fixed plus one movable machine gun were present. The kit has just on single machine gun, so check your scrap box or buy the guns in an accessory kit.
D-modified:
The B-25D-20 and later had additional gun packs added plus two machine guns pointing out of the windows just behind the wings. These windows are the same as used on the B-25J. Note that the location of these windows was identical!
Also these aircraft had an addition gun in the tail. A housing was added, note that this housing had a different shape than the housing of the B-25H and B-25J models, see the drawing added.
The Italeri PBJ-1D has a housing added with a tail gun, but this has a different shape and cannot be used for this version of the Mitchell.
What can be used from this kit are both gunpacks (parts 21 and 22). I think these packs might be some thicker. [By the way all parts for an ordinary B-25C are still with this kit]
See this photo for a good impression of this blister. Note these blisters were slightly different from the blisters used on the first modified strafers!
North-American B-25J-version.
The J-version was usually fitted with two fixed machine guns plus one moveable machine gun in the nose. The kit has only one fixed gun available.
For all models you'll need to put an amount of extra weight in the front of the fuselage, to have model stand nice and easy on its landing gear.
A B-25C Mitchell of the NEIAF, also built about 1984. A first attempt of weathering of the model.
The reason I've used the pylon was simple, some important parts of the landing gear were broken while building the model.
This model is scrapped now.
Decals used came from my scrap box, flags hand painted. The kit used is the old Revell-Italeri model in 1/72th scale.
Again the same model of the B-25C Mitchell shown above.
I decided to refurbish my first Mitchell model, which I built early eighties. Here is a first result.
I found some props and undercarriage parts in my scrap box and adapted these to the Mitchell.
The decals applied are the TallyHo decals.
I don't think the yellow serial of this set is correct as the serials were usually white, but I used the anyhow.
A NEIAF B-25C Mitchell I built in 2013;
The is the Italeri kit, decals used are from TallyHO
A model of a NEIAF B-25C Mitchell Strafer I built in 2014;
Kit used is the Italeri kit; decals come from the Dutch Decal set 72079.
Both gunpacks are scratch-built; the gun barrels are from the QuickBoost 72-025 "Gun Barrels" set.
A B-25J Mitchell of the NEIAF, built in 2012;
This 1/72nd scale model is the Italeri kit.
Alas I discovered an error when the model was finished, as one fixed nose gun was missing in this kit.
The aircraft delivered in March 1942 in India and Australia, had the orange triangle as national insigna applied. No photos of these aircraft in India are known. Only a series made at factory of North American. Soon the triangles were painted over with the Dutch flag.
The serials were applied according NEIAF (ML-KNIL) instructions, number on front of the wings and on the fuselage. No US number on the tail. In August 1942 these instruction were changed. The first six B-25’s in Australia carried serials like these instructions.
August 1942 and later the serials were carried near the flag on the fuselage. The US fiscal Year number was applied in yellow on the tail. (USAF standard).
May 1943 the instructions were change and new delivered B-25's had the serial in small whtie letters near the cockpit and sometimes in the sam fomat on the tail. (See photo page 177 in Camouflage en Kentekens). The serials near the flag were omitted. Older, remaining aircraft had these revised serialling applied after maintenance.
May 1944 serials were in large white letters on the nose and tail in US style type of lettering. Stripped (bare metal) aircraft had the serials applied in black.
From September 1945 a white frame was appied around the flags on camouflaged aircraft.
August 25, 1947 the serials on the tail was changed, in type I à 250 mm heigh for N5, and in type II à 19460 mm heigh, for the aircraft number.
At the end of 1947-early 1948 the flag was replaced with the roundel in six positions plus a small fin flash on the tail.
In January the serialling system was revised and change in M-serials. On existing aircraft the N5-codeletter was replaced with M and the number raised with 200.
Colours.
All B-25's had the standard USAAF colour scheme of Dark Olive Drab, Shade 41 plus Neutral Grey Shade 43 applied. This scheme was referred to as shadow shading. The Dark Olive Drab faded quite quickly to several other colours like brownish yellow or grey, depending on the weather.
Propellers were overall black (Shade 44) with yellow (Identification Yellow Shade 48) tips à 10 cm.
End of September 1943 the code of the colour system was changed. Dark Olive Drab. Shade 43 became Dark Olive Drab, ANA 613 and Neutral Gray Shade 41 in Sea Gray, ANA 603. The colours itself didn't change.
The border between both colours was depending on where the aircraft was manufactured.
B25-C N5-145, is said to be painted all black, nick named "The Flying Dutchman" . [Personally I doubt this very much; The recently released Dutch Profile about the B-25 Mitchel states that none of the NEIAF Mitchells ever received an overall black scheme]
Early 1945 PEP started stripping the B-25's. Initally all TB-25's were stripped. Of other aircraft several parts were bare metal because of repairs, modification and maintenance.
From 1947 and on all aircraft had their camouflage paint removed during overhaul. In 1950 some Mitchells still had a partial camouflage.
| Scheme | Colour name | FS number | Humbrol | XtraColor | Vallejo ModelColor | Vallejo ModelAir | |
|---|---|---|---|---|---|---|---|
| Standard #1 (standard USAF) | Upper surfaces | US Olive Drab 41 | ~4088 | 66 | X111/X112/X113 | 70.889 | |
| Undersides | US Neutral Grey 43 | ~6173 | 176 | X133/X207 | 70.992 | 71.057 | |
| Standard # 2 (after complete overhaul) | Overall | Bare metal | |||||
Check www.paint4models.com for an extensive conversion table with lots of colour and paint systems.
The aircraft shown, still has its original (first) serial.
The armament of the first B-25C Mitchells consisted of two .50 inch machine-guns in both turrets plus one moveable and one fixed .303 inch machine-gun in the nose.
This aircraft has the new serial already applied.
Literature.
| 70 Jaar Marine-LuchtvaartDienst | Nico Geldhof | Pag. 79 - 81 | 1987 | Uitgeverij Eisma b.v., Leeuwarden |
| 85 JAAR Marineluchtvaartdienst in beeld Van Farman tot NH 90 Helikopter | Peter Korbee | Pag. 80 - 81 | 2002 | Uitgever: Korbee MLD Promotie, Valkenburg |
| Aircraft Number 34 B-25 Mitchell in action | Ernest R. McDowell | Pag. 12 - 28; 33 - 42 | 1978 | Uitgever: Squadron/Signal Publications Inc., Carrolton, Texas |
| Air Enthusiast 26: Dutch Mitchells in the far east | Geoffrey J. Thomas | Pag. 45 - 53 | 1984 | Uitgever: Pilot Press Ltd., Bromley, Kent |
| AVIA: 41e jaargang nummer 12: Luchtvloot van Plastic: De ML-KNIL B-25J Mitchell | Hans Loeber | Pag. 454 - 456 | 1982 | Uitgevers Wyt, Rotterdam |
| Cockpit, nummer 9,September 1966 jaargang 7, oktober 1966: Herinneringen aan de B-25. | Hugo Hooftman Hugo Hooftman | Pag. 340 - 345 | 1-10-1966 | COCKPIT-uitgeverij, Bennekom |
| Cockpit, nummer 12 1966 jaargang 7, December 1996: Herinneringen aan de B-25 vervolg | Hugo Hooftman | Pag. 480 - 482 | COCKPIT-uitgeverij, Bennekom | |
| D-DAY, Het Nederlandse vliegtuigsquadron 320 was erbij | H.J.E. van der Kop | Pag. | 1984 | Uitgever: De Boer Maritiem, Bennekom |
| De Nederlandse "Mitchells" De geschiedenis van de B-25 bommenwerper in Nederlandse dienst | G.J. Tornij | Pag. | 1999 | Uitgever: G.J.Tornij, Hilversum |
| Dutch Military Aviation 1945-1978 | Paul A. Jackson | Pag. 94; 122; | 1978 | Uitgever: Midland Countries Publications, Leicester |
| Luchtvaartwereld; 3e jaargang nummer 3: De vliegtuigen van Jackson | Gerard Casius | Pag. 82 - 92 | 1986 | Uitgeverij Ten Brink, Meppel |
| Luchtvaartwereld; 3e jaargang nummer 4: De vliegtuigen van Jackson (2) | Gerard Casius | Pag. | 1986 | Uitgeverij Ten Brink, Meppel |
| Militaire Luchtvaart in Nederlandsch-Indië in beeld Deel 2 | Hugo Hooftman | Pag. 61 - 71; 72 - 82; 84 - 87 | 1981 | Uitgever: Europese Bibliotheek, Zaltbommel |
| Modelbouw in Plastic jaargang 7, nummer 3: De MLD Mitchell. | Hendriks, Ad | Pag. 76 - 78 | 1978 | Uitgever: I.P.M.S. Nederland, Nederland |
| Modelbouw in Plastic jaargang 15, nummer 4: B-25 Mitchell deel 1: De Mitchell en de MLD | Wim Nijenhuis | Pag. 90 - 97 | 1986 | Uitgever: I.P.M.S. Nederland, Nederland |
| Modelbouw in Plastic jaargang 16, nummer 1: De Mitchell bij het ML-KNIL | Wim Nijenhuis | Pag. 2 - 9 | 1987 | Uitgever: I.P.M.S. Nederland, Nederland |
| Modelbouw in Plastic jaargang 16, nummer 1: Aanvulling op Mitchell deel 1 | Burgerhout, R.V.P. | Pag. 9 | 1987 | Uitgever: I.P.M.S. Nederland, Nederland |
| Modelbouw in Plastic jaargang 16, nummer 2: De Mitchell deel 3 | Wim Nijenhuis | Pag. 31 - 39 | 1987 | Uitgever: I.P.M.S. Nederland, Nederland |
| Modelbouw in Plastic jaargang 19, nummer 4: Warbird in Nederland | Wim Nijenhuis | Pag. | 1990 | Uitgever: I.P.M.S. Nederland, Nederland |
| Nederlandse Marinevliegtuigen | Thijs Postma & Nico Geldhof | Pag. 36 | 1978 | Uitgever: Omniboek, 's Gravenhage |
| Nieuwsbrief nummer 56 - januari 1996: De North American B-25C/D Mitchell II (van de MLD) | Nico Geldhof | Pag. 15 - 22 | 1996 | Uitgever: St. Vrienden v.h. Mil. Luchtv. Museum, Soesterberg |
| Squadrons van de Koninklijke Luchtmacht | Willem Helfferich | Pag. 42 | 1983 | Uitgever: Unieboek b.v., Houten |
| Squadrons van de Koninklijke Luchtmacht (derde herzien druk) | Willem Helfferich | Pag. 21; 43 | 1994 | Uitgevers Wyt, Rotterdam |
| The Royal Netherlands Military Flying School 1942-1944 Bijdrage tot de Geschiedenis van het Zeewezen deel 16 | O.G. Ward & Boer, P.C. | Pag. 93 - 105; 249 - 252 | 1982 | Uitgever: Afdeling Maritieme Historie van Min.v.Def., 's Gravenhage |
| Vliegtuigsquadrons 320 en 321 50 jaar | P. Staal & Peter Baeten | Pag. 9 - 35; 49 - 51 | 1990 | Uitgever: Afdeling Maritieme Historie van Min.v.Def., 's Gravenhage |
| Zestig jaar Marineluchtvaartdienst in Beeld. | Hugo Hooftman | Pag. 84 - 88 | 1977 | Uitgever: Europese Bibliotheek, Zaltbommel |
| Early B-25s MLKNIL | P.C. Boer | 11-2014 |
Websites.
- NA B-25C USAF Museum
- NA B-25D USAF Museum
- NA B-25J USAF Museum
- Joe Baugher's Encyclopedie; NA B-25 Mitchell
- NA B-25C 41-12442
- Artikel van Gerben Tornij
- F. Bonne: B25 Mitchell
- Strijdbewijs.nl: B-25
- Go2War2.nl: North American B-25
- Wkipedia UK: B-25 Mitchell
- www.B25.net
- B-25 Sarinah
- B-25 op MarsEtHitoria
- Artikel P. Boer op CortsStichtingen.nl
- B-25: ADF serials
- No 18 squadron NEI: op wwwindie-1945-1950.nl
- www.ozatwar.com/raaf
- www.ozatwar.com/ozcrashes
- Blister van B-25D met twee .50 mitrailleurs
- Informatie over PVA op www.hetdepot.com
Special thanks to mr Akkha Vardhana, Indonesia for some corrections and additons of the serial overview. Further I want to thank Yudi Supri for attending me on some corrections regarding the first B-25s and to mr. G.J. Tornij for supllying me with infomration on this same subject.
Nederlands (nl-NL) 
English (United Kingdom)