|
North
American B-25 Mitchell
-------------------------------------------------------------------
History of Executive Sweet
Manufactured by North American Aviation,
Kansas City, KS
Delivered to USAAF as 44-30801
– BOC: Feb.
26, 1945.
– SOC: March 1959
–
Assigned to 2144th AAF Base Unit (Advanced Two-Engine Pilot
School, ATC),
Moody AAF GA, March 1945
–
Transferred to 2109th AAF Base Unit (Advanced Two-Engine Pilot
School, ATC),
Turner AAF GA, April 1945
– Transferred to
2100th AAF Base Unit (Headquarters, Eastern Air Training
Command),
Maxwell AAF AL (deployment to Kirtland
AFB NM), May 1945
– Transferred to 42nd AAF Base Unit (Air
University Command), Maxwell AAF (deployment
to
Greenville AAF SC), Feb. 1946
– Transferred to 27th AF Base Unit (AUC), Randolph AB TX (to
VB-25J), Feb. 1947
--Transferred to 3800th Air Base Wing
(AUC), Maxwell AFB, AL, April 1947
– Transferred to AF School
of Aviation Medicine (AUC), Randolph AFB, TX, Nov. 1948
–
Transferred to VB-25N (deployment to Carswell AFB TX), Dec. 1954
– Transferred to Arizona Aircraft Storage Branch (Air Materiel
Command), Davis-Monthan AFB AZ, June 1958-1959
Fogle
Aircraft, Tucson, AZ, Sept. 9, 1959.
- Registered as N3699G.
Christler & Avery Aviation, Greybull, WY, Jan. 1960.
Avery
Aviation, Greybull, WY, Aug. 1961-1968.
- Flew as sprayer.
Filmways Inc, Hollywood, CA, 1968-1972
- Flew in movie "Catch
22" as Vestal Virgin, 1968-1969.
Tallmantz Aviation,
Orange County, CA, Aug. 1971-1972.
Ed Schnepf/Challenge
Publications, Van Nuys, CA Feb. 1972-1982.
- Registered as
N30801.
American Aeronautical Foundation, Camarillo, CA, July
1982-2008.
- Flown as 430801/Executive Sweet.
Millions of aviation fans have seen this
popular 64 year old Warbird perform. Built in Kansas City
in 1944 -45 as a B-25J, Executive Sweet saw extensive
Stateside service throughout the war as a crew trainer. In
1948,it was turned converted into a USAF VB-25J, a VIP transport
until the end of her service. In December of 1954 it was
upgraded and designated a VB-25N by Hayes Aircraft, Inc. After several more years
in military service at the School of Aviation Medicine at
Randolph Field, Texas, the Mitchell was sold as surplus ad
became a crop sprayer. Acquired by Hollywood's Filmways Studios
in 1968, the B-25 became the lead "on camera" aircraft named
Vestal Virgin in the film Catch-22. Placed
for sale after completion of filming in 1970, it was purchased
by Ed Schnepf (Thank you Ed!!) in 1972 to begin a two-year
restorative program back to a wartime J model appearance.
Looking factory - new in its bare metal
finish, Executive Sweet once again was armed with
thirteen .50 caliber machine guns, a Norden bombsight and
operable bomb bay, authentic insignia and interior detailing
down to crash axes and crew intercom.
In 1982, Schnepf's Challenge
Publications donated the B-25 to the newly formed American
Aeronautical Foundation Museum at Camarillo, California, who has
been operating it ever since. Executive Sweet has
appeared in a dozen major films and numerous TV shows and
commercials. In April 1992, the plane participated in the
Doolittle Raid 50th Anniversary reenactment staged at North
Island NAS.
Executive Sweet set the pace
that soon saw hundreds of other warbirds fully restored to their
original wartime pristine condition. As it begins its 37th
year of appearances, Executive Sweet enters the season
with a great new look (see our new nose art), and multiple shows
already scheduled. The pilots and air crew volunteers of
the AAF Museum look forward to another season of keeping alive
the aviation heritage that millions come to share each year.
--------------------------------------------------------------------------------
Specifications:
Powerplant:
Two Wright R-2600-13 Double Cyclone fourteen-cylinder
air-cooled radials, rated at 1700 hp each for takeoff and 1500
hp at 2400 rpm. Equipped with Holley 1685HA carburetors or
Bendix Stromberg carburetors.
Performance:
Maximum speed 275 mph at 15,000 feet. 230 mph cruising speed.
Initial climb rate 1110 feet per minute. An altitude of 15,000
feet could be reached in 19 minutes. Service ceiling 24,000
feet. Range 1275 miles with 3200 pounds of bombs. Ferry range
2700 miles.
Dimensions:
Wingspan 67 feet 6.7 inches, length 53 feet 5.75 inches
(bomber version), height 16 feet 4.2 inches, wing area 610
square feet.
Weights:
21,100 pounds empty, 33,000 pounds normal loaded, 35,000
pounds gross, 41,800 pounds maximum overload. The fuel capacity
consisted of four tanks in the inner wing panels, with a total
capacity of 670 US gallons. In addition, 304 US gallons of fuel
could be carried in auxiliary tanks in the outboard wing panels,
for a normal total fuel load of 974 US gallons. A 515-gallon
tank could be installed in the bomb bay for ferrying purposes,
125 gallons of fuel could be carried in side waist positions, a
215-gallon self-sealing fuel tank could be installed in the top
of the bomb bay, and provisions could be made for a droppable
335-gallon metal bomb-bay fuel tank. Fuel System
Armament:
Medium Bomber Version:
One flexible 0.50-inch machine gun in nose, 300 rounds. One
fixed 0.50-inch machine gun in nose, 300 rounds. Beginning with
B-25J-20, a second fixed 0.50-inch gun was added in the nose.
Strafer Version:
Eight 0.50-inch machine guns in the nose with 400 rpg.
All Versions:
Two 0.50-inch machine guns in individual blisters on the left
and right-hand side of the fuselage with 400 rpg. Two 0.50-inch
machine guns in top turret, 400 rpg. Two 0.50-inch machine guns
in waist position, 200 rpg. Two 0.50-inch machine guns in tail
turret, 600 rpg. Normal bomb load was 3000 pounds, but a maximum
bomb load of 4000 pounds could be carried on short-range
missions. Some had underwing racks for eight 5-inch high
velocity aircraft rockets (HVARs).
--------------------------------------------------------------------------------
Production Blocks
The B-25J (NA-108) was the final
production version of the Mitchell. It was also the version of
the Mitchell to be built in the largest numbers, a total of
4318. It was manufactured exclusively at North American's Kansas
City plant, the Inglewood plant having switched over to the
manufacture of the P-51 Mustang fighter after the last B-25H had
been delivered.
Kansas City briefly built both the B-25D and J at the same
time, the first J being accepted in December 1943 and the last D
in March of 1944.
The B-25J returned to its primary function as medium bomber
and reverted to the transparent, bombardier-equipped nose of the
earlier B-25C and D. The tail gun position with the deeper rear
fuselage, the bay-window mounted waist guns, and the
forward-mounted dorsal turret that had been introduced on the
B-25H were all retained on the B-25J. The blister gun packs on
the sides of the forward fuselage of the later versions of the
B-25H were also retained. However, the co-pilot position (which
had been omitted on the B-25H) was restored. The crew was now
six -- pilot, co-pilot, navigator/bombardier/gunner, turret
gunner/engineer, radio operator/waist gunner, and tail gunner.
The bomb racks and bomb bay doors were now all
electrically-operated. A 50,000 BTU surface combustion heater
was provided at the waist gun station. Provision was made to
carry three 1000 pound bombs rather than just two.
Alternatively, two 1600-pound armor-piercing bombs could be
carried. Provisions were made for the carrying of six 325-pound
depth charges on underwing racks. B-25 fuselage arrangement
The first B-25J (43-3780) took off on its first flight in
October 1943, piloted by Joe Barton. The first USAAF acceptance
took place before the end of the year.
The B-25J was built in eight main production blocks (-1, -5,
-10, -15, -20, -25, -30, -35), with different suffix numbers
being allocated to significant modifications, including -11,
-17, -22, -27, -32, and -37. Many of these modifications
involved the replacement of the transparent nose by a solid,
eight-gun nose.
Beginning with the 151st B-25J-1 (43-4019), provisions for the
carrying of a single 2000-pound bomb were deleted. As it turned
out, the 2000-pound bomb was rarely carried during actual
combat, and the bulky and restrictive shackles for the
2000-pound bomb took up a lot of space in the bomb bay. This
enabled a normal offensive load of two 1600-lb or three 1000-lb
bombs to be carried internally, plus combinations of smaller
bombs of various types, including 20-pound parafrags.
The -5 production block introduced a revised braking system
control cable. The N-3C gun sight replaced the N-3B sight and A-1
bombing head. De-icing windshield panels were installed, and
gun-blast arrestors were installed on top turret guns and on
side fuselage blister guns.
The -10 production block introduced the mounting lugs and
controls for underwing bombs. Electric bomb racks were provided.
The heaters at the waist gun positions were found to be
inefficient and were removed.
The -15 production block had N-8A optical gun sights installed
on the flexible waist guns. Provisions for ring and bead sights
were provided for the flexible nose gun.
The -20 production block introduced some revisions to the
cabin heating system with a 50,000 BTU/hour heater. A second
0.50-inch fixed machine gun was installed in the nose. The
flexible nose gun was relocated 4 inches higher. Additional
armor protection was provided in the floor of the nose for the
bombardier. The top turret canopy was reinforced for greater
strength, and a hydraulic emergency brake system was
incorporated. Beginning with 44-29304, a change was made to the
Holley 1685RB carburetor.
The -25 production block introduced new types of armored seats
for both pilots. Beginning with 44-30111, armored plate
deflectors were added to the upper fuselage to prevent the upper
turret gunner from inadvertently firing his guns into the
structure of his own plane, especially into the raised cupola
where the tail gunner sat. Beginning with 44-30309 and
throughout the -25 production block, provisions were made for
the mounting of a chemical tank on an underwing bomb rack. On
production block -30, stainless steel "S"-shaped exhaust stacks
replaced the enameled 1020 steel stacks on cylinders 1, 7, and
9. Effective with serial number 44-31111, provisions were made
for the mounting of a chemical tank in the bomb bay. Provisions
for a type C-6 electric bomb hoist were made effective with
44-31311. Provisions were made for the carrying of wing-mounted
T-64 zero-length rocket launchers beginning with 44-31338. These
launchers could carry up to eight five-inch high-velocity
aircraft rockets (HVAR). Beginning with 44-31491, a K-10
computing gun sight was provided for the gunner in the tail
turret, and M-8A gun mounts were provided for the tail guns.
Provisions for the mounting of glide bombs suspended underneath
the fuselage were added beginning with 44-86692. In addition, a
special cockpit sight and release controls for the glide bomb
were provided. An N-9B bombsight was installed beginning with
44-86793. Beginning with 44-86799, the rudder control cables
were rerouted. Armor Protection - Location of emergency
equipment
The -35 production block introduced provisions for the
carrying and laying of aerial mines.
Some of the B-25Js were assigned to training units, but most
were issued to units in action in the Southwest Pacific. The
first B-25Js arrived at Townsville, Australia and Nadzab, New
Guinea depots in the summer of 1944. They were issued to the
38th Bombardment Group. The 345th BG received its B-25Js in
September. Despite volume production, it was hard to meet the
demand, and the 42nd Bombardment Group did not get its B-25Js to
replace its aging C and D models until late 1944.
In the Mediterranean theater, the B-25J was issued to
operational bomb groups on an as-required basis. In April 1944,
the 310th Bombardment Group based on Corsica received its first
B-25Js. The remaining groups in the 57th Bombardment Wing of the
12th Air Force transitioned to the B-25J throughout the
remainder of 1944.
The US Marine Corps ordered 255 B-25Js under the designation
PBJ-1J.
The transparent nose for the bombardier could be replaced by a
factory built solid gun nose that was equipped with eight
0.50-inch machine guns. With this modification, the aircraft was
designated as B-25J-11, -17, -22, -27, -32, or -37, depending on
which production block the modification took place. With its
maximum armament of eighteen guns, the solid-nosed B-25J was one
of the most heavily-armed attack aircraft in the Allied arsenal.
Sometimes, however, the package guns on the sides of the
fuselage were deleted, the remaining fourteen guns being more
than enough. B-25 forward armament
The last B-25J was delivered to the USAAF in August of 1945.
The day after the war in the Pacific ended, the Kansas City
plant was closed.
--------------------------------------------------------------------------------
Serial Numbers of B-25J:
c/n denotes construction number; 108 is
the model number
43-3870/4104 North American B-25J-1 Mitchell
c/n 108-24196/24430
43-27473/27792 North American B-25J-1 Mitchell
c/n 108-34486/34805
43-27793/28112 North American B-25J-5 Mitchell
c/n 108-34806/35125
43-28113/28222 North American B-25J-10/11 Mitchell
c/n 108-35126/35235
43-35946/36245 North American B-25J-10/11 Mitchell
c/n 108-35236/35535
44-28711/29110 North American B-25J-15/17 Mitchell
c/n 108-31986/32385
44-29111/29910 North American B-25J-20/22 Mitchell
c/n 108-32386/33185
44-29911/30910 North American B-25J-25/27 Mitchell "Heavenly
Body" s/n 44-30748
c/n 108-33186/34185 "Heavenly Body" c/n 108-34023
44-30911/31510 North American B-25J-30/32 Mitchell
c/n 108-36986/37585
44-86692/86891 North American B-25J-30/32 Mitchell
c/n 108-47446/47645
44-86892/86897 North American B-25J-35/37 Mitchell
c/n 108-47646/47651
45-8801/9242 North American B-25J-35/37 Mitchell
c/n 108-47652/47750
45-9000/9242 canceled contract for B-25J-35 Mitchell
--------------------------------------------------------------------------------
The Doolittle Tokyo Raid
The Doolittle Tokyo raid was perhaps the most famous exploit
of the B-25 Mitchell. It was carried out in an attempt to shore
up morale on the home front during the early months of 1942,
which was sagging as a result of suffering defeat after defeat
in the Pacific.
Planning for a retaliatory raid on the Japanese home islands
seems to have begun very soon after the attack on Pearl Harbor.
Contrary to general knowledge, Lt. Col. James Doolittle was not
the originator of the Tokyo raid concept. The basic idea of
launching medium bombers from the deck of an aircraft carrier
seems to have come from Navy Captain Francis Low, who was on
Admiral King's staff. Low took the idea to Captain Duncan,
Admiral King's air officer. Duncan concluded that the idea was
technically feasible and passed it along to his boss. The
Admiral was enthusiastic about it, and on his orders, Capt.
Duncan passed the idea along to General Arnold. General Arnold
then sent for his new special projects officer, Lt. Col. James
H. Doolittle, who was already a famous aviator as a result of
his exploits with racing aircraft. Doolittle was enthusiastic
about the idea and immediately signed on.
A "Tokyo project" was quickly and secretly formed. Lt. Col.
Doolittle and Captain Duncan were assigned project
responsibilities for their respective services. Lt. Col.
Doolittle would lead a picked crew of aviators who would launch
an attack against the Japanese home islands from the deck of the
aircraft carrier USS Hornet. Although it was believed that it
was indeed feasible to launch medium bombers from the deck of an
aircraft carrier, it was impossible for these types of planes to
land back on the deck of the carrier once the raid was over.
Consequently, plans were made for the planes to be recovered at
prearranged airfields in eastern China at the end of the raid.
From there, the bombers would continue on to Burma and enter
service in General Stilwell's command.
The plan required an aircraft with an overall range of 2400
miles carrying a 2000-pound bomb load and capable of taking off
from the deck of an aircraft carrier. The only two possible
candidates at the time were the Martin B-26 Marauder and the
North American B-25 Mitchell. The B-25 was selected on the basis
of its superior takeoff performance.
At that time, the only B-25s in service were with the 17th
Bombardment Group. The 17th Bombardment Group comprised the
34th, 37th and 95th Squadrons, plus the attached 89th
Reconnaissance Squadron. This group had been transferred from
Oregon to South Carolina in order to meet the greater threat
from German submarines operating off the East Coast. 24 B-25Bs
were diverted from the 17th Bombardment Group, and volunteers
were recruited, the crews being told only that this was going to
be a secret and very dangerous mission against heavy odds.
Two Mitchells had been flown off the deck of the carrier, USS
Hornet, on February 3, 1942, confirming that the basic concept
was feasible. The volunteers moved to Eglin Field in Florida for
training. Still not knowing what kind of mission they were
training for, the crews practiced making takeoffs in as short a
distance as possible. It was found that with a reasonable
headwind, a B-25 could get airborne with a 450-foot run.
Certain modifications had to be made to the B-25Bs to make
them suitable for the mission. Since the raid was going to be
made at low level, the retractable ventral turret was removed,
saving about 600 pounds of weight. More fuel was added to the
plane, bringing the total fuel load to 1241 gallons -- 646
gallons in the wing tanks, 225 gallons in the bomb bay tank, 160
gallons in a collapsible tank carried in the crawlspace above
the bomb bay, 160 gallons in the ventral turret space, and ten
5-gallon cans for refills. The still-secret Norden bombsight was
removed, lest it fall into Japanese hands. It was replaced by a
makeshift bombsight that proved more satisfactory for low level
operations. The bomb load consisted of four 500-pound bombs. As
a deterrent against Japanese fighters making stern attacks, a
pair of dummy guns in the form of wooden sticks, painted black,
were attached to the extreme rear fuselage, protruding out the
back of the transparent tail cap. Takeoff weight was about
31,000 pounds.
Upon completion of training, the crews left Eglin Field for
McClellan Field in California. On April 1, the crews departed
McClellan for Alameda Naval Air Station Base near San Francisco.
Sixteen B-25Bs were all that could be loaded onto the Hornet,
although all of the crew members that trained for the mission
embarked aboard the carrier in case back-ups were needed. The
task force steamed off toward Japan on April 2.
A chance encounter with a Japanese picket boat forced the raid
to be launched at a distance greater than the 400 miles offshore
that had originally been planned and ten hours ahead of schedule
in a rough sea. On April 18, 1942, Lt. Col. Doolittle's plane
took off from the Hornet, followed by the 15 others. They headed
for Japan, which was over 700 miles away.
The Mitchells successfully bombed targets in Kobe, Yokohama
and Nagoya, as well as Tokyo. The bombing altitude was about
1500 feet. No aircraft were lost over the target. However, bad
weather prevented the flyers from finding their prearranged
landing fields in China, and eleven of the crews had to bail out
while four others crash-landed. One B-25B (40-2242) was flown to
Vladivostok, Russia where both the aircraft and crew were
interned. Click here for a detailed list of the Doolittle pilots
and crew.
All sixteen B-25s that took part in the mission were lost,
seven men were injured and three were killed. Eight crew members
were taken prisoner by the Japanese. Only four of those eight
survived the war. The survivors who had landed in
Japanese-controlled territory were sheltered and attended by
courageous Chinese, and for this the Japanese occupying force in
China wrought full vengeance on the local population.
Doolittle at first told his crews that he thought that the
mission had been a total failure and that he expected a court
martial upon his return to the USA. Although all the aircraft
were lost and the damage inflicted during the raid was minimal,
the operation provided an incalculable boost to American morale
when just about everything else in the Pacific was going badly.
It also pointed out the vulnerability of the Japanese homeland
to bomber attack, and four first-line fighter groups were
retained in Japan rather than being sent to the Solomon's where
they were urgently needed. Instead of being court-martialed,
Doolittle was promoted to Brigadier General, awarded the Medal
of Honor, and assigned a new command with greater
responsibility.
For the 25th anniversary of the Doolittle raid, B-25D-30,
43-3374 (a former F-10 reconnaissance ship) was converted into a
replica of Lt. Col. Doolittle's B-25B 40-2344. This airplane is
now on display at the Air Force Museum at Wright-Patterson AFB
in Dayton, Ohio.
Serials:
40-2229/2348 North American B-25B Mitchell
- 2242, 2247, 2249, 2250, 2261, 2267, 2268,
2270, 2278, 2282, 2283, 2292, 2297,
2298, 2302, 2344 were Doolittle
Tokyo raiders, 2344 was Doolittle's
plane
--------------------------------------------------------------------------------
Post-War Service of B-25 with USAF
By late 1945, the B-25 Mitchell outnumbered all other medium
bombers in service with the USAAF. Most examples of its Martin
B-26 Marauder stablemate had been scrapped immediately after the
war was over. During the immediate post-war years, substantial
numbers of B-25s were stripped of their combat equipment and
used as advanced pilot trainers. They remained in service with
the Air Force for many years thereafter, the last example not
being struck off the USAF rolls until January of 1959.
TB-25K was the designation given to 117 B-25Js converted as
trainers for the operators of the E-1 fire control system. The
initial contract was awarded to the Hughes Tool Company of
Culver City, California late in 1950 for 12 conversions. Later
contracts increased the total to 117 aircraft. All military
equipment was removed, and a radome was fitted in the front of
the transparent nose. The instrumentation for the radar
equipment was housed inside a modified bomb bay, and monitoring
equipment for one instructor and the students was installed in
the aft fuselage. An astrodome was installed above the
navigator's compartment.
Under contract with the Hayes Aircraft Company of Birmingham,
Alabama, 75 B-25Js were modified for specialized advanced pilot
training under the designation TB-25L. All armament and armor
was removed, and the pilot's three-piece windshield was replaced
by a one-piece windshield that was equipped with wiper blades
and an anti-icing system. The front entrance hatch was enlarged.
Two passenger seats were added forward of the bomb bay, and five
seats were installed in the aft fuselage. On some airplanes,
exhaust semi-collector rings replaced the "S"-stacks on the top
seven cylinders of each engine. Deliveries began in April of
1952 and continued through December.
As the TB-25K contract was coming to an end, Hughes was
awarded a further contract for the modification of 25 more
B-25Js under the designation TB-25M. These were modified from
TB-25L aircraft, and were essentially the same as the K model
except for the installation of the more advanced E-5 fire
control system. Deliveries began in 1952.
From November 1953 through December 1954, Hayes modified an
additional 380 B-25Js as TB-25N. They were similar to the
preceding TB-25Ls, but were fitted with R-2600-29A engines. Some
of these were later modified as VIP transports under the
designation VB-25N.
Between 1952 and 1954, 979 B-25Js went through the Hayes
Aircraft Company for IRAN (Inspect and Repair As Needed). These
aircraft were equipped with such features as an automatic pilot,
bomb bay fuel tanks, AN/ARN-14 radio gear, dual UHF/VHF, and
demand oxygen systems. Sixty planes were fitted with the solid
eight-gun nose shell in place of the original transparent nose.
All were initially powered by R-2600-29 engines and Holley
carburetors, although many were later fitted with Bendix
Stromberg carburetors and the engines redesignated -35.
In the immediate post-war years, substantial numbers of B-25s
found their way into units of the Air National Guard. Some
TB-25Ks were assigned to certain fighter interceptor squadrons
in support of F-89 and F-94 fighters. A few TB-25Ns served with
ANG squadrons as weather reconnaissance and personnel
transports.
|
