Country of origin:

United States of America

Description:

Twin-engine light-to-medium bomber

Power Plant:

(B-25J) Two 1,268 kw (1,700 hp) Wright Cyclone R-2600-29 fourteen-cylinder two-row radial air-cooled engines

Specifications:

Armament:

Thirteen 12.7 mm (0.5 in) Colt-Browning machine guns in five positions, manually operated in nose and waist positions; fixed in packets on fuselage side below cockpit operated by the pilot; and in upper and tail turrets, with 5,000 rounds; max offensive bomb load of 1,814 kg (4,000 lb); normal bomb load of 1,361 kg (3,000 lb)

History:

The B-25 Mitchell was probably the best all-round light-to-medium twin-engine bomber to be operated on the Allied side during World War II. Named after Colonel William ”Billy” Mitchell, an exponent of aircraft for bombing, the type became well known when a flight of Mitchells was flown from the flight deck of the aircraft carrier, USS Hornet, to attack Tokyo in 1942.  Although little material damage was occasioned, morale in that city was said to be considerably depressed.

In 1938 North American built the prototype of a new bomber to compete against the Douglas A-20 series. Powered by 821 kw (1,100 hp) Pratt & Whitney R-1830-S6C3-G radial engines, the new type was known as the NA-40-1. The prototype was flown for the first time in January 1939, and a month later it was re-engined with Wright Cyclone GR-2600-A71 engines of 1,007 kw (1,350 hp). It then became known as the NA-40-2. In the event the NA-40 was not ordered. However, the advent of war in Europe led to the design being developed into the B-25. A contract was placed in September 1939 for 184 examples of the new aircraft ‘off the drawing board’.

Powered by 1,268 kw (1,700 hp) Wright Cyclone R-2600-9 engines, the aircraft could achieve a maximum speed of 518 km/h (322 mph). The first production aircraft was flown on 19 August 1940.  Known as the B-25, the new aircraft differed from the NA-40 in a number of respects, including a wider fuselage to accommodate a second pilot, and an increased wingspan. After the first nine aircraft had been completed, the wing geometry was altered to give the characteristic ‘gull-wing’ configuration. Flight testing revealed some shortcomings in directional stability, and the outer wing panels were redesigned. Combat reports from Europe revealed that modifications were required, so further alterations, such as self-sealing fuel tanks and armour protection for the pilots, were made to aircraft on the production line at Inglewood in California.

With more than 9,000 examples built, the Mitchell was flown extensively during World War II, and operators included the RAF, RAAF, RNEIAF, USAAF and the Soviet Union, which received 870 examples. The type was used in the Pacific campaign, and a number of USAAF units operated the B-25 from Australia, as did the RAAF.  The history of the type is well documented and too long to relate in detail here; but suffice to say that the Mitchell was developed through a number of versions from the B-25, B-25A to the B-25J for a variety of purposes, including a variant fitted with a 75 mm cannon. The Model B-25J was built in the largest numbers, with 4,390 being completed.

On 30 June 1941 the Dutch Government in exile placed a contract through the USAAF for 162 B-25Cs for the ML-KNIL, to be allotted serials N5-122 to N5-283, with construction numbers 90-11819 to 90-11980. In fact 162 NA-90s (USAAF serials 42-53332 to 53493) were supplied. However, by the time the aircraft were ready for delivery, Allied forces had surrendered in Java (on 8 March 1941) and the B-25s were delivered to Australia where they were allotted to Dutch, Australian, British and USAAF units. The first four delivered were B-25Cs but the remainder were B-25Ds. Combat aircraft at that stage of the war were at a premium and the US 3rd Bombardment Group negotiated a deal in Australia with Dutch authorities and obtained 15 of the B-25s, these being flown to Port Moresby, NG in April.  The next 24 were delivered to Brisbane, QLD and taken over by US units and ten remained in the United States.

No 18 Squadron (NEI) on 1 May 1941 came under the command of the RAAF and trained on B-25s that had been delivered to Canberra, ACT. First delivery comprised twelve aircraft, followed by a further five accepted at Archerfield, QLD, and initial operations were anti-submarine patrols off the NSW coast, a Japanese submarine being claimed as being sunk off Sydney. Quite often aircraft were based for short periods at coastal strips such as Jervis Bay and Moruya, NSW. The unit moved to McDonald in the Northern Territory where it carried out a variety of tasks, including reconnaissance, bombing enemy airfields, low-level shipping strikes in New Guinea, and supply dropping to guerrilla forces in Java.

As a result of a decision to re-equip No 2 Squadron RAAF with the Mitchell in lieu of the Beaufort, orders were given for 18 B-25Ds and two B-25Cs of the Netherlands Army Air Force at RAAF Canberra to be taken on charge and commence operations from Batchelor, NT, the only change to the aircraft being the installation of the Mk XI bomb sight to replace the Norden unit. In fact all aircraft delivered were B-25Ds. A47-1 to A47-20 were received in April 1944, A47-21 to A47-27 in June, and the last few in August 1945.

A total of fifty Mitchells was taken on charge by the RAAF during the war years. The serial numbers allocated were A47-1 to A47-25 (Model B-25D); A47-26 to A47-32 (Model B-25J); A47-33 to A47-37 (Model B-25D); and A47-38 to A47-50 (Model B-25J).  A47-1 to A47-39 were all ex-RNEIAF aircraft, which were evacuated in the face of the advancing Japanese forces. As noted the remnants of the Dutch forces were formed into No 18 Squadron, RAAF, and this unit operated alongside Australian squadrons against the Japanese from the Northern Territory, and later in Borneo.  No 2 Squadron, RAAF, was the only Australian manned unit to be formed with the Mitchell, and this unit experienced similar service to the Dutch unit. In addition, many B-25s were used by US combat and service squadrons, also being used as squadron hacks, and for transport of supplies, spare parts, ambulance work and photo reconnaissance platforms.

The Mitchell was used extensively in this area by American forces during the war, by both the US Navy and USAAC units of the 5th Air Force. US Navy Squadrons included VMB413, VMB433, VMB443 and VMB611. US Army Air Corps units included the 2nd, 8th, 13th and 17th Tactical Reconnaissance squadrons; and the 19th, 33rd, 71st, 90th, 405th, 498th, 499th, 500th, 501st, 822nd, and 823rd Bombardment Squadrons. In addition, the 69th, 71st, 75th, 100th and 390th Bombardment Squadrons of the 13th Air Force were also committed to operations. Most of the US Mitchells transitted through Australia during delivery, having been ferried via Hawaii, Christmas Island, Nadi in Fiji, to Cloncurry and other centres. Some were assembled in Australia after being shipped out; others were flown out by their crews; others underwent modifications at the US 4th Air Depot at Townsville, QLD to suit them for other tasks.

Many B-25s were lost on operations, along with their crews, and although occasionally a B-25 wreck is found in New Guinea and the islands, some 19 B-25s are still missing and have never been found.  About 30 Mitchells were lost in accidents in Australia during the war years, and RAAF aircraft lost include: A47-2 at Hughes Strip, NT on 26 December 1944; A47-3 off the coast of Timor on 22 September 1944; A47-6 near Perron Island on 2 September 1944; A47-9 at Hughes Strip on 26 December 1944; A47-11 at Bathurst Island on 5 December 1944; A47-12 near Perron Island on 2 September 1944; A47-28 near Anglesea, VIC on 11 December 1944; and A47-40 on take-off at Laverton, VIC on 12 October 1945.  No 18 Squadron losses included N5-40 in the sea off Darwin on 6 April 1943; N5-141 at Mascot, NSW on 7 November 1944; N5-145 at Batchelor, NT on 18 October 1943; N5-153 at Batchelor on 10 September 1943; N5-155 at Bankstown, NSW in September 1944; N5-161 at Drysdale River Mission, NT; N5-182 at Swan Hill, VIC on 29 March 1944; N5-211 at Batchelor; and N5-241 at Canberra, ACT on 14 November 1944.

Probably the most devastating raid of the B-25 in this theatre was on 2 November 1943 when some 80 Mitchells escorted by P-38 Lightnings attacked Japanese forces at Rabaul, New Britain making low-level strafing attacks on land defences and shipping in Simpson Harbour. On this occasion, known as ‘Bloody Tuesday’, nine B-25s were lost to Japanese fighters and flak. Probably the longest bombing operation was on 9 April 1942 when nine Mitchells and three B-17 Fortresses left Darwin and flew to Mindanao in the Philippines where fuel had been stored, from there commencing a series of raids against Japanese shipping and, after sinking several ships, returning to Australia.

The remains of a Mitchell were located in the Northern Territory in the 1970s and conveyed to Darwin for restoration, using parts taken from other Mitchell wrecks that had been located. Work progressed on restoration but was considerably delayed when Cyclone Tracy hit Darwin at Christmas 1974.  Considerable damage was at that time occasioned but since then work has brought the aircraft to display standard at the Darwin Aviation Museum.

In 1982 a group of enthusiasts obtained a TB-25J ex-borate bomber in the USA. This aircraft (N8196H) was made airworthy and flown to Australia, arriving in December 1983.  Owned by Aero Heritage and the Australian War Memorial the aircraft was shown at a number of aviation  events on the east coast painted in RAAF markings as A47-31 (registered VH-XXV) until its forced grounding and placement in storage for the AWM at Canberra. However, in 1999 the AWM decided the aircraft was surplus to the museum’s requirements and, despite efforts by an Australian organisation to purchase the aircraft, it was sold in the USA and left by ship. It has since been restored to airworthiness and operates with the Yanks Air Museum at Chino, California. A number of B-25 wrecks survive in New Guinea, the best known being B-25D-15-NA (41-30099 – The Wolf Pack) which remains where it force landed on 11 September 1944 in a swamp near the Upper Keram River in the Sepik Province.

In 2008 a Queensland based vintage aircraft collector purchased an airworthy B-25J-30 Mitchell (N25NA – ex 44-86725) in Oregon. This aircraft had served with the Royal Canadian Air Force in the years 1952 to 1963 before going to the Venezuelan Air Force in 1963, and later the Bolivian Air Force, ending up as a exhibit at the entrance to the La Paz air base. It was returned to the United States and restored in the 1980s but in April 1987 suffered a forced landing in the Everglades. It was re-built and sold, operating with the Rogers-Air Classics Aviation Museum and was to be imported to join the fleet of warbird aircraft at Wirraway Station. However, following the demise of the Australian owner the aircraft was not imported and was sold in the United States, becoming N25NA.

A further example was imported to South Australia for a museum late in 2015. This aircraft (N6578D – c/n 108-37583 – Huaira Bajo) was built as a B-25J, leaving the North American facility at Kansas City, Missouri in February 1945.  It was delivered to the USAAF and disposed of in January 1960 from Olmstead Air Force Base in Pennsylvania.  It subsequently had its ups and downs, being flown from San Antonio in Texas, Marietta in Georgia, Miami and Fort Lauderdale in Florida, and in November 1967 was modified to carry cameras, being used as a camera aircraft for the movie Battle of Britain in Spain and the United Kingdom. It was derelict in Florida in the late 1970s but was restored to airworthy condition at Kissimee, Orlando in 1981. It had further owners and was named ‘Lucky Lady’ but after operating with Rio Grande Aviation in Texas from 1999 to 2013 it was withdrawn from service at Franklin in Virginia until obtained by the Reevers Warbirds Museum.  It was dismantled and shipped to Australia where it was restored to static display standard and painted in the markings of a B-25 operated in Australia by the Netherlands East Indies Air Force in World War II.

In 1942 Hans de Vries, an RAAF pilot, on VP day, flew his B-25 Mitchell under the Sydney Harbour Bridge.  Having been born in the Dutch East Indies, he escaped to Australia, joined the RAAF and flew a number of missions with his unit from Batchelor, NT.  He survived until 2019 when he passed away at the age of 95.