View source for North American B-25 Mitchell

{{short description|American WWII medium bomber}}
{{Redirect|B-25|the British World War II-era fighter plane |Blackburn Roc|other uses|B25 (disambiguation)}}
{{Use dmy dates|date=February 2021}}
{{Use American English|date=May 2019}}
{{Infobox aircraft
 |name= B-25 Mitchell
 |image= File:B25 Mitchell - Chino Airshow 2014 (14033501440).jpg
 |image_caption= A B-25J Mitchell over the Chino Airshow 2014
 |aircraft_type= [[Medium bomber]]
 |national_origin=United States
 |manufacturer= [[North American Aviation]]
 |designer=  <!--Only appropriate for single designers, not project leaders-->
 |first_flight= 19 August 1940
 |introduction= 1941
 |retired= 1974 (Indonesia)
 |status= 
 |primary_user= [[United States Army Air Forces]]
 |more_users = [[Royal Air Force]] <br /> [[Soviet Air Force]]<br />[[United States Marine Corps]]
 |number_built= 9,816<ref name="U.S. Air Force Factsheets: North American B-25B Mitchell">[https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196310/north-american-b-25b-mitchell/ "North American B-25B Mitchell."] ''U.S. Air Force''. Retrieved: 8 July 2017.</ref>{{efn|This number does not include aircraft built after World War II.}}
 |developed_from= [[North American NA-40]]
 |variants=
 |developed_into= [[North American XB-28 Dragon]]
}}

The '''North American B-25 Mitchell''' is an American [[medium bomber]] that was introduced in 1941 and named in honor of Brigadier General [[Billy Mitchell|William "Billy" Mitchell]], a pioneer of U.S. military aviation.<ref>United Press, "Bomber Named For Mitchell", The San Bernardino Daily Sun, San Bernardino, California, Friday 23 January 1942, Volume 48, page 21.</ref> Used by many [[Allies of World War II|Allied]] air forces, the B-25 served in every theater of [[World War II]], and after the war ended, many remained in service, operating across four decades. Produced in numerous variants, nearly 10,000 B-25s were built.<ref name="U.S. Air Force Factsheets: North American B-25B Mitchell" /> It was the most-produced American medium bomber and the [[List of most-produced aircraft |third-most-produced American bomber overall]]. These included several limited models such as the F-10 [[reconnaissance aircraft]], the AT-24 crew trainer, and the [[United States Marine Corps]]' PBJ-1 [[Maritime patrol aircraft|patrol bomber]].

==Design and development==
On 11 March 1939, the [[United States Army Air Corps|US Army Air Corps]] issued Proposal No. 39-640 specifying a medium bomber capable of carrying a {{convert|3000|lb|abbr=on}} bombload over a range of {{convert|2000|miles|abbr=on}} at top speed in excess of {{convert|300|mph|abbr=on}}. [[North American Aviation]] (NAA) used its [[North American NA-40|NA-40B]] design to develop the NA-62 proposal. Compared to the competing [[Martin B-26 Marauder|Martin No. 179]] proposal, the North American design included easy field maintenance and repair features, and according to Avery, "It promised to be an easy airplane to fly and placed no special requirements on pilot training programs." On 20 September. the Air Corps issued North American contract No. W353-ac-13258 for 184 B-25s powered by the Wright R-2600. The plane used the [[National Advisory Committee for Aeronautics|NACA]] 23017 airfoil at the wing root changing to a NACA 4409-R at the wingtip. On 19 August 1940, [[Vance Breese]] and NAA test engineer Roy Ferren flew the first flight test, during which Ferren noted a severe [[Aircraft principal axes|roll-yaw]] condition.<ref name=anl>{{cite book |last1=Avery |first1=N.L. |title=B-25 Mitchell: The Magnificent Medium |date=1992 |publisher=Phalanx Publishing Vo., Ltd. |location=St. Paul |isbn=9780962586057 |pages=22-52}}</ref>

[[File:Alfred T. Palmer - Assembling the North American B-25 Mitchell at Kansas City, Kansas (USA).jpg|thumb|North American B-25 Mitchell production in Kansas City in 1942|alt=Interior of huge aircraft factory where rows of bombers are being assembled]]

Preliminary flights by the Air Corps noted the [[Dutch roll]] characteristic, accentuated by wind and gusts and demanded a fix.  NAA's first nine aircraft had a constant-[[Dihedral (aeronautics)|dihedral]], with the wing having a consistent upward angle from the [[fuselage]] to the wingtip. Eliminating the outer wing panels' dihedral flattened the wing and solved the aerodynamic problem. This gave the B-25 its [[gull wing]] configuration. The 25 February 1941 flight test confirmed the change resulted in optimum flight characteristics.<ref name="chor aero p74">Chorlton ''Aeroplane'' May 2013, p. 74.</ref> The vertical tail also went through five variations before being finalized. By the time of the [[attack on Pearl Harbor]], 130 B-25s had been delivered.<ref name=anl/>

Special variations were made to accommodate photo reconnaissance, armament, long range ferry, anti-submarine patrol, winterizing, and use in a desert environment. By February 1941, the first 24 B-25s were configured with three .50 caliber guns and a single .50 caliber tail gun. The B-25A had self-sealing fuel cells. The B-25B had top and bottom turrets with twin .50 caliber guns each, though the tail gun was removed. By December 1941, the B-25C had additional self-sealing fuel cells outboard the wing center section. By February 1942, the first B-25D, and then in May 1943, the 75mm cannon-armed B-25G series were accepted by the Air Corps. By August 1943, the B-25H had a lighter 75mm cannon, 4 nose guns instead of 2, two waist guns, two in the tail turret, four blister gun packs, and eliminated the co-pilot after [[Jimmy Doolittle]] questioned the need. In December 1943, the B-25J was introduced, the final variant and the most produced, reincorporated the co-pilot position and included a [[Bombardier (aircrew)|bombardier]].<ref name=anl/>

[[File:B25-1 300.jpg|thumb|Late war development B-25J2 Mitchell strafer bomber|alt=Black-and-white photo of an early bomber parked perpendicular to the camera, facing left, rearward of the wing is a star in front of horizontal stripes]]

NAA manufactured the greatest number of aircraft in World War II, the first time a company had produced trainers, bombers, and fighters simultaneously (the [[North American T-6 Texan|AT-6/SNJ Texan/Harvard]], B-25 Mitchell, and the [[North American P-51 Mustang|P-51 Mustang]]).<ref>{{Cite web|title=T-6/SNJ/HVD Information (Ray) – NATA|url=https://flynata.org/content.aspx?page_id=22&club_id=812035&module_id=241058|access-date=2020-07-13|website=flynata.org}}</ref> It produced B-25s at both its [[Inglewood, California]], main plant and an additional 6,608 aircraft at its [[Kansas City, Kansas]], plant at [[Fairfax Airport]].<ref name="ReferenceA">Parker 2013, pp. 77–79, 83, 88, 92.</ref><ref name="autogenerated70">Borth 1945, pp. 70, 92, 244.</ref><ref>Herman 2012, pp. 11, 88, 115, 140–143, 263, 297.</ref>

After the war, the USAF placed a contract for the TB-25L trainer in 1952. This was a modification program by Hayes of [[Birmingham, Alabama]]. Its primary role was [[reciprocating engine]] pilot training.<ref>{{Cite book|last=Johnson|first=E. R.|title=American Military Training Aircraft: Fixed and Rotary-Wing Trainers Since 1916|publisher=McFarland|year=2015|isbn=9780786470945|pages=162}}</ref>

A development of the B-25 was the [[North American XB-28 Dragon]], designed as a high-altitude bomber. Two prototypes were built, with the second prototype, the XB-28A, evaluated as a photo-reconnaissance platform, but the aircraft did not enter production.<ref>Norton 2012, p. 68.</ref>

=== Flight characteristics ===
The B-25 was a safe and forgiving aircraft to fly.<ref>Tallman 1973, pp. 216, 228.</ref> With one engine out, 60° banking turns into the dead engine were possible, and control could be easily maintained down to 145&nbsp;mph (230&nbsp;km/h). The pilot had to remember to maintain engine-out directional control at low speeds after takeoff with rudder; if this maneuver were attempted with ailerons, the aircraft could snap out of control. The tricycle landing gear made for excellent visibility while taxiing. The only significant complaint about the B-25 was its extremely noisy engines; as a result, many pilots eventually suffered from some degree of [[hearing loss]].<ref name="dbvxho">Higham 1975, 8; Higham 1978, 59.</ref> A Clayton S stack, introduced to quench the exhaust flame, was introduced in the B-25C series. These stacks protruded through the [[cowling]], and though they weighed less than the replaced collector ring, they reduced aircraft speed by 9 mph due to the required [[aircraft fairing]]s. According to Avery, "The increase in noise as compared to collector rings ported on the outboard side of the [[nacelle]]s was a general crew complaint."<ref name=anl/>

=== Durability ===
[[File:B-25 bomber is assembled.jpg|alt= B-25 Engine Assembly|thumb|The B-25 engine cowling assembly]]

The Mitchell was exceptionally sturdy and could withstand tremendous punishment. One B-25C of the [[321st Bombardment Group|321st Bomb Group]] was nicknamed "Patches" because its crew chief painted all the aircraft's [[flak]] hole patches with bright yellow [[zinc chromate]] [[Primer (paint)|primer]]. By the end of the war, this aircraft had completed over 300 missions, had been [[Belly landing|belly-landed]] six times, and had over 400 patched holes. The [[airframe]] of "Patches" was so distorted from battle damage that straight-and-level flight required 8° of left [[aileron]] trim and 6° of right rudder, causing the aircraft to "crab" sideways across the sky.<ref>[http://www.usaf.com/pastplanes/b-25.htm "A Brief history of the B-25."] {{Webarchive|url=https://web.archive.org/web/20150303172949/http://www.usaf.com/pastplanes/b-25.htm|date=3 March 2015}} USAF.com. Accessed: 25 May 2015.</ref>

== Operational history ==
[[File:Lt. Preddy and crew of 3d Antisubmarine Squadron.jpg|thumb|Full crew required to keep a B-25 operational]]
[[File:USS Hornet flight deck April 1942.jpg|thumb|[[Doolittle Raid]] B-25Bs aboard USS ''Hornet'']]

=== Asia-Pacific ===
Most B-25s in American service were used in [[Pacific War|the war against Japan in Asia and the Pacific]]. The Mitchell fought from the North to the South Pacific and the Far East. These areas included the campaigns in the [[Aleutian Islands]], [[Papua New Guinea]], the Solomon Islands, [[New Britain]], China, Burma, and the [[island hopping campaign]] in the Central Pacific, as well as in the [[Doolittle Raid]]. The aircraft's potential as a ground-[[attack aircraft]] emerged during the Pacific war. The jungle environment reduced the usefulness of medium-level bombing, and made low-level attack the best tactic. Using similar [[Battle of the Bismarck Sea#Allied tactics|mast height level tactics]] and [[skip bombing]], the B-25 proved itself to be a capable anti-shipping weapon and sank many enemy sea vessels. An ever-increasing number of forward firing guns made the B-25 a formidable [[strafing]] aircraft for island warfare. The [[Paul Gunn]] and Jack Fox modified strafer models with four .50 caliber guns were the B-25C1/D1, while the factory B-25J was equipped with a factory made eight gun strafer nose.<ref name=anl/>{{rp|89-110}}

In Burma, bridge busting was a primary target of the [[Tenth Air Force]] [[341st Missile Wing|341st Bomb Group]] operating B-25C and D airplanes. A glide and skip technique, called "glip" bombing, was the most effective for the Burma Bridge Busters.  The 341st ranged as far as the [[Formosa Strait]], the East China coast and [[French Indochina]].<ref name=anl/>{{rp|115-122}}

=== Middle East and Italy ===
The first B-25s arrived in Egypt and were carrying out independent operations by October 1942.<ref>Pace, 2002 p23</ref> Operations there against Axis airfields and motorized-vehicle columns supported the ground actions of the [[Second Battle of El Alamein]]. Thereafter, the aircraft took part in the rest of the [[North Africa campaign|campaign in North Africa]], the [[invasion of Sicily]], and the [[Italian campaign (World War II)|advance up Italy]]. In the Strait of Messina to the Aegean Sea, the B-25 conducted sea sweeps as part of the coastal air forces. In Italy, the B-25 was used in the [[ground attack]] role, concentrating on attacks against road and rail links in Italy, Austria, and the Balkans. The B-25 had a longer range than the [[Douglas A-20 Havoc]] and [[Douglas A-26 Invader]], allowing it to reach further into occupied Europe. The five bombardment groups – 20 squadrons – of the Ninth and Twelfth Air Forces that used the B-25 in the [[Mediterranean Theater of Operations]] were the only U.S. units to employ the B-25 in Europe.<ref>Pace 2002, p. 6.</ref>

=== Europe ===
In October 1943, the [[Ninth Air Force]] 340th was transferred from the African and Mediterranean theater to England in support of the assault on Germany. In November 1944 the medium bombers eliminated the use of electric locomotives along [[Brenner Pass]].<ref name=anl/>{{rp|128-129}}<ref>{{Cite web|url=http://57thbombwing.com/340th_History/340thHistory.php|title=340th Bomb Group History|website=57thbombwing.com}}</ref>

[[File:Army B-25 (Doolittle Raid).jpg|thumb|A B-25 Mitchell taking off from USS ''Hornet'' for the Doolittle Raid]]

=== Use as a gunship ===

<!-- Gunship links here -->
[[File:North American B-25 Mitchell.JPG|thumb|A view of a B-25G shows the midship location of dorsal turret.]]
In antishipping operations, the USAAF had an urgent need for hard-hitting aircraft, and North American responded with the B-25G. In this series, the transparent nose and bombardier/navigator position was changed for a shorter, hatched nose with two fixed .50&nbsp;in (12.7&nbsp;mm) machine guns and a manually loaded [[75 mm Gun M2/M3/M6|75&nbsp;mm (2.95&nbsp;in) M4 cannon]].<ref name=Merriam>Merriam, Ray, ed. [https://books.google.com/books?id=R7GjzzNMpu4C&pg=PA8 "U. S. Warplanes of World War II."] ''World War II Journal, No. 15,'' 1 July 2000, p. 8.</ref>

The B-25H series continued the development of the gunship version. NAA Inglewood produced 1000. The H had even more firepower; most replaced the M4 gun with the lighter [[75 mm gun (US)#T13E1 / M5|T13E1]],<ref name=Merriam /> designed specifically for the aircraft, but 20-odd H-1 block aircraft completed by the [[Republic Aviation]] modification center at Evansville had the M4 and two-machine-gun nose armament. The 75&nbsp;mm (2.95&nbsp;in) gun fired at a muzzle velocity of {{convert|2362|ft/s|abbr=on|lk=on}}. Due to its slow rate of fire (about four rounds could be fired in a single [[strafing]] run), relative ineffectiveness against ground targets, and the substantial recoil, the 75&nbsp;mm gun was sometimes removed from both G and H models and replaced with two additional .50&nbsp;in (12.7&nbsp;mm) machine guns as a field modification.<ref>Kinzey 1999, pp. 51, 53.</ref>

[[File:B-25H.jpg|thumb|A restored B-25H "Barbie III" showing 75&nbsp;mm M5 gun and four 0.50 Brownings with belt feeds]]

The H series normally came from the factory mounting four fixed, forward-firing .50&nbsp;in (12.7&nbsp;mm) machine guns in the nose; four in a pair of under-cockpit [[wikt:conformal|conformal]] flank-mount gun pod packages (two guns per side); two more in the manned dorsal turret, relocated forward to a position just behind the cockpit (which became standard for the J-model); one each in a pair of new waist positions, introduced simultaneously with the forward-relocated dorsal turret; and lastly, a pair of guns in a new tail-gunner's position. Company promotional material bragged that the B-25H could "bring to bear 10 machine guns coming and four going, in addition to the 75&nbsp;mm cannon, eight [[unguided rocket|rockets]], and 3,000&nbsp;lb (1,360&nbsp;kg) of bombs."<ref>Yenne 1989, p. 40.</ref>

The H had a modified cockpit with single flight controls operated by the pilot. The co-pilot's station and controls were removed and replaced by a smaller seat used by the navigator/cannoneer, The radio operator crew position was aft of the bomb bay with access to the waist guns.<ref>Kinzey 1999, pp. 52–53.</ref> Factory production totals were 405 B-25Gs and 1,000 B-25Hs, with 248 of the latter being used by the Navy as PBJ-1Hs.<ref name=Merriam /> Elimination of the co-pilot saved weight, and moving the dorsal turret forward partially counterbalanced the waist guns and the manned rear turret.<ref>Baugher, Joe. [http://www.joebaugher.com/usaf_bombers/b25_15.html North American B-25H Mitchell."] {{Webarchive|url=https://web.archive.org/web/20150525183931/http://www.joebaugher.com/usaf_bombers/b25_15.html |date=25 May 2015 }} ''American Military Aircraft: US Bomber Aircraft'', 11 March 2000. Retrieved: 28 May 2015.</ref>
<!-- WHEN CORRECTING HERE, CORRECT THE SAME TEXT IN [[Gunship]] ARTICLE, TOO -->

=== Return to medium bomber ===
[[File:Restored B-25J Take-off Time at an air show.JPG|thumb|The restored B-25J Mitchell ''Take-Off Time'' at the [[Mid-Atlantic Air Museum]] for World War II Weekend 2015 in [[Reading, Pennsylvania]]]]
The final, and most numerous, series of the Mitchell, the '''B-25J''', looked less like earlier series apart from the well-glazed bombardier's nose of nearly identical appearance to the earliest B-25 subtypes.<ref name=Merriam /> Instead, the J followed the overall configuration of the H series from the cockpit aft. It had the forward dorsal turret and other armament and airframe advancements. All J models included four .50&nbsp;in (12.7&nbsp;mm) light-barrel Browning AN/M2 guns in a pair of "fuselage packages", conformal [[gun pod]]s each flanking the lower cockpit, each pod containing two [[Browning M2]]s. By 1945, however, combat squadrons removed these. The J series restored the co-pilot's seat and dual flight controls. Factory-made kits were made available to the Air Depot system to create the strafer-nose B-25J-2. This configuration carried a total of 18 .50&nbsp;in (12.7&nbsp;mm) light-barrel AN/M2 Browning M2 machine guns: eight in the nose, four in the flank-mount conformal gun pod packages, two in the dorsal turret, one each in the pair of waist positions, and a pair in the tail – with 14 of the guns either aimed directly forward or aimed to fire directly forward for strafing missions. Some aircraft had eight [[5-Inch Forward Firing Aircraft Rocket|5-inch (130&nbsp;mm) high-velocity aircraft rockets]].<ref name=Merriam />

=== Postwar (USAF) use ===
In 1947, legislation created an independent [[United States Air Force]] (USAF) and by that time, the B-25 inventory numbered only a few hundred. Some B-25s continued in service into the 1950s in training, reconnaissance, and support roles. The principal use during this period was as pilot trainers, radar control trainers, weather reconnaissance, and transports. Others were assigned to units of the [[Air National Guard]] in training roles in support of [[Northrop F-89 Scorpion]] and [[Lockheed F-94 Starfire]] operations.<ref name=anl/>{{rp|141-143}}

During its USAF tenure, many B-25s received the so-called "Hayes modification" and as a result, surviving B-25s often have exhaust systems with a semicollector ring that splits emissions into two different systems. The upper seven cylinders are collected by a ring, while the other cylinders remain directed to individual ports.

TB-25J-25-NC Mitchell, ''44-30854'', the last B-25 in the USAF inventory, assigned at [[March AFB]], California, as of March 1960,<ref>"Doolittle Park Will Have AF B-25 Bomber". ''Playground News'' (Fort Walton Beach, Florida), Volume 15, Number 7, 10 March 1960, p. 10.</ref> was flown to [[Eglin AFB]], Florida, from [[Naval Air Station Albany#Turner Air Force Base (1947-66)|Turner Air Force Base]], Georgia, on 21 May 1960, the last flight by a USAF B-25. It was presented by Brigadier General A. J. Russell, Commander of [[Strategic Air Command|SAC]]'s [[822d Air Division]] at Turner AFB, to the Air Proving Ground Center Commander, Brigadier General Robert H. Warren. He in turn presented the bomber to [[Valparaiso, Florida]], Mayor Randall Roberts on behalf of the Niceville-Valparaiso Chamber of Commerce. Four of the original [[Doolittle Raid|Tokyo Raiders]] were present for the ceremony, Colonel (later Major General) [[David M. Jones|David Jones]], Colonel Jack Simms, Lieutenant Colonel Joseph Manske, and retired Master Sergeant Edwin W. Horton.<ref>"B-25 Makes Last Flight During Ceremony at Eglin". ''Playground News'' (Fort Walton Beach, Florida), Volume 15, Number "17" (actually No. 18: Special), 26 May 1960, p. 2.</ref> It was donated back to the [[Air Force Armament Museum]] around 1974 and marked as Doolittle's ''40-2344''.<ref>[http://www.warbirdregistry.org/b25registry/b25-4430854.html "B-25 44-330854."] ''warbirdregistry.org''. Retrieved: 30 December 2009.</ref>

=== U.S. Navy and USMC ===
[[File:PBJ-1D Mitchell in flight near NAS Patuxent River in February 1944.jpg|thumb|PBJ-1D]]

The U.S. Navy designation for the Mitchell B-25 was the PBJ-1, similarly the PBJ-1C and PBJ-1D reflected their AAF counterparts. Night search PBJs incorporated a retractable [[List of radars|APS-3 radome scope]]. Under the pre-1962 USN/USMC/USCG aircraft designation system, PBJ-1 stood for Patrol (P) Bomber (B) built by North American Aviation (J), first variant (-1) under the [[1922 United States Navy aircraft designation system|existing American naval aircraft designation system of the era]]. In early 1943, the Navy took delivery of an initial 706 B-25s, assigned to the Marine Corps for patrol and anti-submarine duties initially, but then transitioning into an attack aircraft with bombs, torpedoes and radar directed rockets. The PBJ had its origin in an inter-service agreement of mid-1942 between the Navy and the USAAF exchanging the Boeing Renton plant for the Kansas plant for [[B-29 Superfortress]] production. The [[Boeing XPBB Sea Ranger]] flying boat, competing for B-29 engines, was cancelled in exchange for part of the Kansas City Mitchell production. On 1 March 1943, VMB-413 was the first of sixteen USMC squadrons equipped with PBJs, all commissioned at [[MCAS Cherry Point]]. The large quantities of B-25H and J series became known as PBJ-1H and PBJ-1J, respectively.<ref name=anl/>{{rp|65-72}}

From 1944 onwards, the Marine PBJs flew from the Philippines, Saipan, [[Iwo Jima]], and [[Okinawa Prefecture|Okinawa]]. Their primary mission was radar directed night strikes against enemy shipping. Weapons included the five-inch [[High Velocity Aircraft Rocket|HVAR rocket]], and the 11.75 inch "Tiny Tim" rocket. Long range night operations meant more fuel, with weight reductions achieved removing the top turret and slide blisters.<ref>{{Cite web|url=https://www.nps.gov/parkhistory/online_books/npswapa/extcontent/usmc/pcn-190-003131-00/pcn-190-003131-00/sec2.htm|title=Closing In: Marines in the Seizure of Iwo Jima (Assault Preparations)|website=www.nps.gov}}</ref><ref name=anl/>{{rp|67-68}}

During the war, the Navy tested the cannon-armed G series and conducted carrier trials with an H equipped with arresting gear. After World War II, some PBJs stationed at the Navy's rocket laboratory in [[Inyokern, California]], site of the present-day [[Naval Air Weapons Station China Lake]], tested air-to-ground rockets and arrangements. One arrangement was a twin-barrel nose that could fire 10 spin-stabilized five-inch rockets in one salvo.<ref>[https://books.google.com/books?id=O-ADAAAAMBAJ&pg=PA113 "Smash Hits."] ''Popular Mechanics'', March 1947, p. 113.</ref>

=== Royal Air Force ===
Great Britain received 910 B-25s during WWII, but many were returned afterwards.<ref name=anl/>{{rp|192}}

The [[Royal Air Force]] (RAF) was an early customer for the B-25 via [[Lend-Lease]]. The first Mitchells were given the service name Mitchell I by the RAF and were delivered in August 1941, to No. 111 Operational Training Unit based in [[the Bahamas]]. These bombers were used exclusively for training and familiarization and never became operational. The B-25Cs and Ds were designated Mitchell II. Altogether, 167 B-25Cs and 371 B-25Ds were delivered to the RAF. The RAF tested the cannon-armed G series but did not adopt the series nor the follow-on H series.

By the end of 1942, the RAF had taken delivery of 93 Mitchells, marks I and II. Some served with squadrons of [[No. 2 Group RAF]], the RAF's tactical medium-bomber force, including [[No. 139 Wing RAF]] at [[RAF Dunsfold]]. The first RAF operation with the Mitchell II took place on 22 January 1943, when six aircraft from [[No. 180 Squadron RAF]] attacked oil installations at [[Ghent]]. After the invasion of Europe (by which point 2 Group was part of [[Second Tactical Air Force]]), all four Mitchell squadrons moved to bases in France and Belgium (Melsbroek) to support Allied ground forces. The British Mitchell squadrons were joined by [[No. 342 Squadron RAF|No. 342 (Lorraine) Squadron]] of the [[French Air Force]] in April 1945.

As part of its move from Bomber Command, [[No. 305 Polish Bomber Squadron|No 305 (Polish) Squadron]] flew Mitchell IIs from September to December 1943 before converting to the [[de Havilland Mosquito]]. In addition to No. 2 Group, the B-25 was used by various second-line RAF units in the UK and abroad. In the Far East, No. 3 PRU, which consisted of [[No. 681 Squadron RAF|Nos. 681]] and 684 Squadrons, flew the Mitchell (primarily Mk IIs) on photographic reconnaissance sorties.

=== Royal Canadian Air Force ===

The [[Royal Canadian Air Force]] (RCAF) used the B-25 Mitchell for training during the war. Postwar use continued operations with most of the 162 Mitchells received. The first B-25s had been diverted to Canada from RAF orders. These included one Mitchell I, 42 Mitchell IIs, and 19 Mitchell IIIs. No 13 (P) Squadron was formed unofficially at [[Ottawa/Rockcliffe Airport|RCAF Rockcliffe]] in May 1944 and used Mitchell IIs on high-altitude aerial photography sorties. No. 5 Operational Training Unit at Boundary Bay, British Columbia and Abbotsford, British Columbia, operated the B-25D Mitchell in the training role together with [[Consolidated B-24 Liberator|B-24 Liberators]] for Heavy Conversion as part of the BCATP. The RCAF retained the Mitchell until October 1963.<ref>Skaarup 2009, pp. 333–334.</ref>

No 418 (Auxiliary) Squadron received its first Mitchell IIs in January 1947. It was followed by No 406 (auxiliary), which flew Mitchell IIs and IIIs from April 1947 to June 1958. No 418 operated a mix of IIs and IIIs until March 1958. No 12 Squadron of Air Transport Command also flew Mitchell IIIs along with other types from September 1956 to November 1960. In 1951, the RCAF received an additional 75 B-25Js from USAF stocks to make up for attrition and to equip various second-line units.<ref>Walker, R.W.R. [http://rwrwalker.ca/RCAF_5200_5249_detailed.html "RCAF 5200 to 5249, Detailed List."] {{Webarchive|url=https://web.archive.org/web/20160304060518/http://rwrwalker.ca/RCAF_5200_5249_detailed.html |date=4 March 2016 }} ''Canadian Military Aircraft Serial Numbers'', 25 May 2013. Retrieved: 25 May 2015.</ref>

=== Royal Australian Air Force ===
The Australians received Mitchells by the spring of 1944. The joint Australian-Dutch [[No. 18 (Netherlands East Indies) Squadron RAAF]] had more than enough Mitchells for one squadron, so the surplus went to re-equip the RAAF's [[No. 2 Squadron RAAF|No. 2 Squadron]], replacing their [[Bristol Beaufort|Beauforts]].

=== Dutch Air Force ===
[[File:18 Sqn (AWM P02769-001).jpg|thumb|B-25 Mitchells assigned to [[No. 18 (Netherlands East Indies) Squadron RAAF]] in 1943]]
During World War II, the Mitchell served in fairly large numbers with the Air Force of the Dutch government-in-exile. They participated in combat in the [[Dutch East Indies|East Indies]], as well as on the European front. On 30 June 1941, the Netherlands Purchasing Commission, acting on behalf of the Dutch government-in-exile in London, signed a contract with North American Aviation for 162 B-25C aircraft. The bombers were to be delivered to the [[Netherlands East Indies]] to help deter any Japanese threatened expansion into the region.<ref name=anl/>{{rp|81-87}}

In February 1942, the [[British Overseas Airways Corporation]] agreed to ferry 20 Dutch B-25s from Florida to Australia travelling via Africa and India, and an additional 10 via the South Pacific route from California. During March, five of the bombers on the Dutch order had reached [[Bangalore]], India, and 12 had reached [[Archerfield Airport|Archerfield]] in Australia. The B-25s in Australia were used as the nucleus of a new squadron, [[No. 18 (Netherlands East Indies) Squadron RAAF]].<ref name=anl/>{{rp|81-87}}

In June 1940, [[No. 320 (Netherlands) Squadron RAF]] had been formed from personnel formerly serving with the [[Netherlands Naval Aviation Service|Royal Dutch Naval Air Service]], who had escaped to England after the German occupation of the Netherlands. Equipped with various British aircraft, No. 320 Squadron flew antisubmarine patrols, convoy escort missions, and performed air-sea rescue duties. In March 1943, they acquired the B-25 Mark II and III Mitchells. In October 1944, they deployed to Belgium, but then disbanded in August 1945.<ref name=anl/>{{rp|86}}

=== Soviet Air Force ===
The USSR received 862 B-25s (B, C, D, G, and J types) from the United States under [[Lend-Lease]] during World War II<ref>{{Cite book|last=Hardesty|first=Von|title=Red Phoenix: The Rise of Soviet Air Power 1941–1945|publisher=Smithsonian Institution Press|year=1982|isbn=0874745101|location=Washington, D. C.|pages=253}}</ref> via the Alaska–Siberia [[ALSIB]] ferry route. A total of 870 B-25s were sent to the Soviets,<ref>{{Cite book|last=Glantz|first=David|title=Companion to Colossus Reborn: Key Documents and Statistics|publisher=University Press of Kansas|year=2005|isbn=0700613595|location=United States of America|pages=148}}</ref> meaning that 8 aircraft were lost during transportation.

Other damaged B-25s arrived or crashed in the Far East of Russia, and one Doolittle Raid aircraft landed there short of fuel after attacking Japan. This lone airworthy Doolittle Raid aircraft to reach the Soviet Union was lost in a hangar fire in the early 1950s while undergoing routine maintenance. In general, the B-25 was operated as a ground-support and tactical [[day bomber]] (as similar Douglas A-20 Havocs were used). It saw action in fights from Stalingrad (with B/C/D models) to the German surrender during May 1945 (with G/J types).

The B-25s that remained in Soviet Air Force service after the war were assigned the [[NATO reporting name]] "Bank".

=== China ===
Well over 100 B-25Cs and Ds were supplied to the [[Republic of China Air Force|Nationalist Chinese]] during the [[Second Sino-Japanese War]]. An unknown number were abandoned with the retreat to Formosa.<ref name=anl/>{{rp|192}}

=== Brazilian Air Force ===
[[File:B-25J Mitchell - s-n 44-30069 - at Museu Aerospacial in Campos dos Afonsos Air Force Base - Rio de Janeiro.jpg|thumb|B-25J Mitchell ''44-30069'' at ''Museu Aerospacial'' in ''Campos dos Afonsos Air Force Base'', Rio de Janeiro]]

During the war and after WWII, Brazil received 80 B-25s, with the first delivery prior to December 1941.<ref name=anl/>{{rp|191}}

=== Free French ===
The Royal Air Force issued at least 21 Mitchell IIIs to No 342 Squadron, which was made up primarily of Free French aircrews. Following the liberation of France, this squadron transferred to the newly formed [[French Air Force]] (''Armée de l'Air'') as GB I/20 Lorraine. The aircraft continued in operation after the war, with some being converted into fast VIP transports. They were struck off charge in June 1947.

=== Biafra ===
In October 1967, during the [[Nigerian Civil War]], [[Biafra]] bought two Mitchells. After a few bombings in November, they were put out of action in December.<ref name="auto">{{cite book|last=Jowett|first=Philip|title=Modern African Wars (5): The Nigerian-Biafran War 1967–70|year=2016|publisher=[[Osprey Publishing]] Press|location=Oxford|isbn=978-1472816092|page=18}}</ref>

=== Indonesia ===
[[File:Indonesian Air Force B-25J.jpg|thumb|Indonesian B-25J Mitchell on display at [[Satriamandala Museum]]]]
[[Indonesian Air Force]] received 25 ex-Dutch B-25 Mitchells after the end of [[Indonesian National Revolution]] in 1950,<ref>{{cite web |first=Jos |last=Heyman |url=http://nei.adf-serials.com/indonesian-aviation-1945-50.pdf |title=Indonesian aviation 1945-1950 |date=November 2005 |access-date=28 July 2025 |website= nei.adf-serials.com |archive-url=https://web.archive.org/web/20051214192414/http://nei.adf-serials.com/indonesian-aviation-1945-50.pdf |archive-date=14 December 2005|url-status=dead }}</ref> consisting of 5 B-25C photo-reconnaissance, 1 B-25C transport, 10 B-25J bombers and 9 B-25J gunship/strafer variants.<ref name="angkasa1">{{cite magazine |title= Duet B-25 Mitchell dan B-26 Invader |trans-title=B-25 Mitchell and B-26 Invader Duet |magazine= Angkasa Edisi Koleksi. Pesawat Kombatan TNI-AU 1946-2011: Dari Legenda Churen Hingga Kedigdayaan Flanker |volume=  |number=72  |date=2011 |publisher= PT Mediarona Dirgantara |language= ID |page=20-23}}</ref> A pair of B-25J were used to attack a radio station in [[Ambon, Maluku|Ambon]] during [[Republic of South Maluku|South Maluku rebellion]] in August 1950.<ref>{{cite magazine |author= Beny Adrian |title= Bungkam Radio RMS |trans-title=Silencing RMS Radio |magazine= Angkasa Edisi Koleksi. Pesawat Kombatan TNI-AU 1946-2011: Dari Legenda Churen Hingga Kedigdayaan Flanker |volume=  |number=72  |date=2011 |publisher= PT Mediarona Dirgantara |language= ID |page=22-23}}</ref> They were used to bomb rebel targets during the [[Revolutionary Government of the Republic of Indonesia|PRRI]] and [[Permesta rebellion]]s in 1958, where one was hit by anti-aircraft fire and three were damaged by strafing run from rebel-flown [[Douglas A-26 Invader|B-26 Invader]].<ref>{{cite web |first1=Tom |last1=Cooper |first2=Mark |last2=Koelich |url=http://www.acig.org/artman/publish/article_175.shtml |title=Clandestine US Operations: Indonesia 1958, Operation "Haik" |date=1 September 2003 |access-date=28 July 2025 |website=ACIG.info |archive-url=https://web.archive.org/web/20040815051535/http://www.acig.org/artman/publish/article_175.shtml |archive-date=15 August 2004 |url-status=dead }}</ref> 

To extend its service life, the B-25s were sent to Hong Kong for major overhaul in 1959–1960.<ref name="angkasa1"/> Indonesian B-25s once again saw combat during the [[Operation Trikora]] against the Dutch in 1962, where one was used for strafing runs against a Dutch warship, while two others were used in [[Maluku Islands|Maluku]].<ref>{{Cite web |last=Poetra |date=2023-07-19 |title=Pembom B-25 Mitchell AURI pernah menembak kapal perang Belanda |url=https://www.airspace-review.com/2023/07/19/pembom-b-25-mitchell-auri-pernah-menembak-kapal-perang-belanda/ |access-date=2024-12-28 |website=Airspace Review |language=en-US}}</ref> The last Indonesian B-25s were retired in 1974.<ref name="dispenau">{{cite book |author=Tim Subdisjarah Dispenau |title=Alat Utama Sistem Senjata TNI AU Periode Tahun 1951-1960 |trans-title=Main Weapons Systems of the Indonesian Air Force 1951-1960 Period |date=2019 |location=Jakarta |publisher=Sub-Direktorat Sejarah Dinas Penerangan TNI Angkatan Udara |language=id |pages=50}}</ref>

== Variants ==
[[File:North American B-25 Mitchell 3-view line drawing.png|thumb|A 3-view line drawing of a B-25 or B-25A]]
[[File:North American B-25C Mitchell (00910460 178).jpg|thumb|A B-25C Mitchell]]
[[File:77BS B-25.jpg|thumb|A USAAF B-25C/D, equipped with an early radar set,  with transverse-dipole [[Yagi antenna]] fitted to the nose]]
[[File:North American B-25J (00910460 117).jpg|thumb|B-25J]]

;B-25
:The initial production version of B-25s, they were powered by {{convert|1350|hp|kW|0|abbr=on}} R-2600-9 engines. and carried up to 3,600&nbsp;lb (1,600&nbsp;kg) of bombs and defensive armament of three .30 machine guns in nose, waist, and ventral positions, with one .50 machine gun in the tail. The first nine aircraft were built with constant [[dihedral (aircraft)|dihedral]] angle. Due to low stability, the wing was redesigned so that the dihedral was eliminated on the outboard section (number made: 24).<ref name="WoF3 p124">Dorr ''Wings of Fame'' Volume 3, p. 124.</ref><ref name="fact b25">[https://web.archive.org/web/20140703012605/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2509 "Factsheets: North American B-25."] National Museum of the United States Air Force, 26 June 2009. Retrieved: 16 July 2017.</ref>
;B-25A
:This version of the B-25 was modified to make it combat ready; additions included [[self-sealing fuel tank]]s, crew armor, and an improved tail-gunner station. No changes were made in the armament. It was redesignated obsolete (''RB-25A'') in 1942 (number made: 40).<ref name="fact b25a">[https://web.archive.org/web/20140324130125/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2510 "Factsheets: North American B-25A"]. National Museum of the U.S. Air Force, 26 June 2009. Retrieved: 16 July 2017.</ref>
;B-25B
:The tail and gun position were removed and replaced by a manned dorsal turret on the rear fuselage and retractable, remotely operated ventral turret, each with a pair of .50&nbsp;in (12.7&nbsp;mm) machine guns. A total of 120 were built (this version was used in the Doolittle Raid). A total of 23 were supplied to the Royal Air Force as the Mitchell Mk I.<ref name="WoF3 p125-6">Dorr ''Wings of Fame'' Volume 3, pp. 125–126.</ref><ref name="fact b25b">[https://web.archive.org/web/20120616113901/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2511 "Factsheets: North American B-25B."] National Museum of the U.S. Air Force, 26 June 2009. Retrieved: 16 July 2017.</ref>
;B-25C
:An improved version of the B-25B, its powerplants were upgraded from [[Wright R-2600]]-9 radials to R-2600-13s; de-icing and anti-icing equipment were added; the navigator received a sighting blister; and nose armament was increased to two .50&nbsp;in (12.7&nbsp;mm) machine guns, one fixed and one flexible. The B-25C model was the first mass-produced B-25 version; it was also used in the United Kingdom (as the Mitchell Mk II), in Canada, China, the Netherlands, and the Soviet Union (number made: 1,625).
;ZB-25C
;B-25D
:Through block 20, the series was near identical to the B-25C. The series designation differed in that the B-25D was made in Kansas City, Kansas, whereas the B-25C was made in Inglewood, California. Later blocks with interim armament upgrades, the D2s, first flew on 3 January 1942 (number made: 2,290).

[[File:North American F-10 Mitchell.jpg|thumb|North American F-10 reconnaissance aircraft]]

;F-10
:The F-10 designation distinguished 45 B-25Ds modified for photographic reconnaissance. All armament, armor, and bombing equipment were stripped. Three K.17 cameras were installed, one pointing down and two more mounted at oblique angles within blisters on each side of the nose. Optionally, a second downward-pointing camera could also be installed in the aft fuselage. Although designed for combat operations, these aircraft were mainly used for ground mapping.
;B-25D weather reconnaissance variant
:In 1944, four B-25Ds were converted for weather reconnaissance. One later user was the [[53d Weather Reconnaissance Squadron]], originally called the Army Hurricane Reconnaissance Unit, now called the "Hurricane Hunters". Weather reconnaissance first started in 1943 with the [[1st Weather Reconnaissance Squadron]], with flights on the North Atlantic ferry routes.<ref>Robison, Tom. [http://www.awra.us/The%20B-29%20in%20Weather%20Reconnaissance%20by%20Tom%20Robison.htm "B-29 in Weather Reconnaissance."] ''Aerial Weather Reconnaissance Association: Hurricane Hunters.'' Retrieved: 2 October 2010.</ref><ref>Gibbins, Scott and Jeffrey Long. [http://www.hurricanehunters.com/history.htm "The History of the Hurricane Hunters."] {{Webarchive|url=https://web.archive.org/web/20100912104708/http://www.hurricanehunters.com/history.htm |date=12 September 2010 }} ''Hurricane Hunters Association.'' Retrieved: 2 October 2010.</ref>

;ZB-25D
;XB-25E
:A single B-25C was modified to test de-icing and anti-icing equipment that circulated exhaust from the engines in chambers in the leading and trailing edges and empennage. The aircraft was tested for almost two years, beginning in 1942; while the system proved extremely effective, no production models were built that used it before the end of World War II. Many surviving [[warbird]]-flown B-25 aircraft today use the de-icing system from the XB-25E (number made: 1, converted).
;ZXB-25E
;XB-25F-A
:A modified B-25C, it used insulated electrical coils mounted inside the wing and empennage leading edges to test the effectiveness as a de-icing system. The hot air de-icing system tested on the XB-25E was determined to be the more practical of the two (number made: 1, converted).
;XB-25G
:This modified B-25C had the transparent nose replaced to create a short-nosed gunship carrying two fixed .50&nbsp;in (12.7&nbsp;mm) machine guns and a 75&nbsp;mm (2.95&nbsp;in) M4 cannon, then the largest weapon ever carried on an American bomber (number made: 1, converted).
;B-25G
:The B-25G followed the success of the prototype XB-25G and production was a continuation of the NA96. The production model featured increased armor and a greater fuel supply than the XB-25G. One B-25G was passed to the British, who gave it the name Mitchell II that had been used for the B-25C. The USSR also tested the G (number made: 463; five converted Cs, 58 modified Cs, 400 production).

[[File:B-25 At Centennial.jpg|thumb|A B-25H ''Barbie III'' taxiing at [[Centennial Airport]], Colorado]]

[[File:B-25 Flyover at Willow Run.jpg|thumb|B-25 "Mitchell Madness" Flyover at Willow Run, Michigan in 2007]]

;B-25H
:An improved version of the B-25G, this version relocated the manned dorsal turret to a more forward location on the fuselage just aft of the flight deck. It also featured two additional fixed .50&nbsp;in (12.7&nbsp;mm) machine guns in the nose and in the H-5 onward, four in fuselage-mounted pods. The T13E1 light weight cannon replaced the heavy M4 cannon 75&nbsp;mm (2.95&nbsp;in). Single controls were installed from the factory with navigator in the right seat (number made: 1000; two airworthy {{As of|2015|lc=yes}}).
;B-25J-NC
: Follow-on production at Kansas City, the B-25J could be called a cross between the B-25D and the B-25H. It had a transparent nose, but many of the delivered aircraft were modified to have a strafer nose (J2). Most of its 14–18 machine guns were forward-facing for strafing missions, including the two guns of the forward-located dorsal turret. The RAF received 316 aircraft, which were known as the Mitchell III. The J series was the last factory series production of the B-25 (number made: 4,318).
;CB-25J
:Utility transport version
;VB-25J
:A number of B-25s were converted for use as staff and VIP transports. [[Henry H. Arnold]] and [[Dwight D. Eisenhower]] both used converted B-25Js as their personal transports. The last VB-25J in active service was retired in May 1960 at the [[Eglin Air Force Base]] in Florida.<ref>Drucker, Graham.{{usurped|1=[https://web.archive.org/web/20010824112708/http://www.fleetairarmarchive.net/Aircraft/Mitchell.htm "North American B-25 Mitchell."]}} ''fleetairarmarchive.net''. Retrieved: 31 March 2013.</ref>

=== Trainer variants ===
Most models of the B-25 were used at some point as training aircraft.
;TB-25D
:Originally designated AT-24A (Advanced Trainer, Model 24, Version A), trainer modification of B-25D often with the dorsal turret omitted, in total, 60 AT-24s were built.
;TB-25G
:Originally designated AT-24B, trainer modification of B-25G
;TB-25C
:Originally designated AT-24C, trainer modification of B-25C
;TB-25J
:Originally designated AT-24D, trainer modification of B-25J, another 600 B-25Js were modified after the war.
;TB-25K
:Hughes E1 fire-control radar trainer (Hughes) (number made: 117)
;TB-25L
:Hayes pilot-trainer conversion (number made: 90)
;TB-25M
:Hughes E5 fire-control radar trainer (number made: 40)
;TB-25N
:Hayes navigator-trainer conversion (number made: 47)

=== U.S. Navy / U.S. Marine Corps variants ===
[[File:PBJ-1H VMB-613 open bomb bay.JPG|thumb|A PBJ-1H of VMB-613.]]
[[File:PBJ Philippine guerillas 1945.jpg|thumb|Two PBJ-1Ds on Mindanao,1945.]]
;PBJ-1C
:Similar to the B-25C for the U.S. Navy, it was often fitted with airborne search radar and used in the antisubmarine role.
;PBJ-1D
:Similar to the B-25D for the U.S. Navy and U.S. Marine Corps, it differed in having a single .50&nbsp;in (12.7&nbsp;mm) machine gun in the tail turret and waist gun positions similar to the B-25H. Often it was fitted with airborne search radar and used in the antisubmarine role.
;PBJ-1G
:U.S. Navy/U.S. Marine Corps designation for the B-25G, trials only
;PBJ-1H
:U.S. Navy/U.S. Marine Corps designation for the B-25H
:One PBJ-1H was modified with carrier takeoff and landing equipment and successfully tested on the [[USS Shangri-La|USS ''Shangri-La'']], but the Navy did not continue development.<ref name=anl/>{{rp|69-70}}
;PBJ-1J
:U.S. Navy designation for the B-25J (Blocks −1 through −35), it had improvements in radio and other equipment. Beside the standard armament package, the Marines often fitted it with 5-inch underwing rockets and search radar for the antishipping/antisubmarine role. The 11.75 inch [[Tiny Tim (rocket)|Tiny Tim]] rocket-powered warhead was used in 1945 on PBJ-1H.<ref name=anl/>{{rp|67-68}}

== Operators ==
;{{ARG}}
* An ex-USAAF TB-25N (s/n 44-31173) was acquired in June 1961 and registered locally as LV-GXH, it was privately operated as a [[smuggling]] aircraft. It was confiscated by provincial authorities in 1971 and handed over to ''Empresa Provincial de Aviacion Civil de San Juan'', which operated it until its retirement due to a double engine failure in 1976. Currently, it is under restoration to airworthiness.<ref>{{cite web |url=https://b-25history.org/aircraft/4431173.htm |title=B-25J-30-NC SN 44-31173 "Huaira Bajo" |website=The B-25 History Project |access-date=15 November 2018}}</ref>
;{{AUS}}
[[File:18 sqn (AWM P01818.011).jpg|thumb|B-25 Mitchell bombers from [[No. 18 (Netherlands East Indies) Squadron RAAF|No. 18 (NEI) Squadron RAAF]] on a training flight near [[Canberra]] in 1942.]]
* [[Royal Australian Air Force]] – 50 aircraft, including three joint units with [[Royal Netherlands East Indies Army Air Force|Military Aviation – Royal Dutch East Indies Army]] (''ML-KNIL''):
** [[No. 2 Squadron RAAF]];<ref name="choir aero p85">Chorlton, ''Aeroplane'' May 2013, p. 85.</ref>
** [[No. 18 (Netherlands East Indies) Squadron RAAF]];
** [[No. 19 (Netherlands East Indies) Squadron RAAF]] and;
** [[No. 119 (Netherlands East Indies) Squadron RAAF]].
;{{Flag|Biafra}}
* [[Biafran Air Force]] operated two aircraft.<ref name="choir aero p86">Chorlton. ''Aeroplane'' May 2013, p. 86.</ref>
;{{BOL}}
[[File:B-25 en Cochabamba Bolivia 01.jpg|thumb|Bolivian North American B-25J Mitchell.]]
* [[Bolivian Air Force]] operated 13 aircraft
;{{BRA}}
* [[Brazilian Air Force]] operated 75 aircraft, including B-25B, B-25C, and B-25J.
;{{Flag|Canada|1921}}
* [[Royal Canadian Air Force]] operated 164 aircraft in bomber, light transport, trainer, and special mission roles.
** No. 13 (P) Squadron Mitchell II at RCAF Station Rockcliffe
** No. 406 Auxiliary Squadron Mitchell III
;{{ROC}}
* [[Republic of China Air Force]] operated more than 180 aircraft.
;{{PRC}}
* [[People's Liberation Army Air Force]] operated captured Nationalist Chinese aircraft.
;{{CHL}}
* [[Chilean Air Force]] operated 12 aircraft.
;{{COL}}
* [[Colombian Air Force]] operated three aircraft.
;{{CUB}}
* [[Cuban Army Air Force]] operated six aircraft.
* [[Cuban Army Air Force|Fuerza Aérea del Ejército de Cuba]]
* [[Cuban Army Air Force|Cuerpo de Aviación del Ejército de Cuba]]
;{{DOM}}
* [[Dominican Air Force]] operated five aircraft.
;{{FRA}}
* [[French Air Force]] operated 11 aircraft.
* [[Free French Air Force]] operated 18 aircraft.
;{{IDN}}
* [[Indonesian Air Force]] in 1950, received 25 B-25C and B-25J Mitchells previously operated by the [[Royal Netherlands East Indies Army Air Force]] (''ML-KNIL'').<ref name="angkasa1"/> The last of these served until 1974.<ref name="dispenau"/>
;{{MEX}}
* [[Mexican Air Force]] received three B-25Js in December 1945, which remained in use until at least 1950.<ref name="Hag AE pt1 p53-4">Hagedorn, ''Air Enthusiast'' May/June 2003, pp. 53–54.</ref>
* Eight Mexican civil registrations were allocated to B-25s, including one aircraft registered to the Bank of Mexico, but used by the [[President of Mexico]].<ref name="Hag AE pt1 p55">Hagedorn, ''Air Enthusiast'' May/June 2003, p. 55.</ref>

;{{NLD}}
[[File:Een formatie North American B-25 J Mitchell middelzware bommenwerpers van het in 1946 geformeerde 16 Squadron van de ML-KNIL.jpg|thumb|A formation of B-25Js of 16 Squadron [[ML-KNIL]], formed in 1946, during the [[Indonesian War of Independence]]. These aircraft were used in the ground attack role, leading to the dorsal turret being removed.]]
* Military Aviation – Royal Dutch East Indies Army (''ML-KNIL''; 1942–1950): 149 aircraft (initially in three joint units with the [[Royal Australian Air Force]]) during World War II and the [[Indonesian War of Independence]]:
** [[No. 18 (Netherlands East Indies) Squadron RAAF|No. 18 Squadron (NEI) RAAF/18 Squadron ML-KNIL]] (1942–1950) – bomber
** [[No. 119 (Netherlands East Indies) Squadron RAAF]] (1943–1943) – bomber
** [[No. 19 (Netherlands East Indies) Squadron RAAF|No. 19 Squadron (NEI) RAAF/19 Squadron ML-KNIL]] (1944–1948) – transport
** 16 Squadron ML-KNIL (1946–1948) – ground attack 
** 20 Squadron ML-KNIL (1946–1950) – transport
* [[Dutch Naval Aviation Service|Naval Aviation Service]] (''MLD'') – 107 aircraft; initially in a joint unit with the UK Royal Air Force:
** [[No. 320 (Netherlands) Squadron RAF]] (1942–1946)
;{{PER}}
* [[Peruvian Air Force]] received eight B-25Js in 1947, which formed Bomber Squadron N° 21 at [[Talara]].
;{{POL}}
* [[Polish Air Forces in France and Great Britain|Polish Air Forces on exile in Great Britain]]
** [[No. 305 Polish Bomber Squadron]]
;{{flag|Spain|1938}}
* [[Spanish Air Force]] operated one ex-USAAF example interned in 1944 and operated between 1948 and 1956.<ref>Leeuw, Ruud. [http://www.ruudleeuw.com/cuatro_vientos04.htm "Cuatro Vientos – Madrid."] ''ruudleeuw.com.'' Retrieved: 25 August 2010.</ref>
;{{USSR}}
* [[Soviet Air Force]] (''Voyenno-Vozdushnye Sily''. VVS) received a total of 866 B-25s of the C, D, G*, and J series.<ref>Hardesty 1991, p. 253.</ref>  * trials only (5).
;{{UK}}
* [[Royal Air Force]] received just over 700 aircraft.{{efn|The maximum on RAF strength was 517 in December 1944{{cn|date=July 2023}}}}<ref name="ab">"Mitchells: The North American Mitchell in Royal Air Force service." ''Aeromilitaria'' ([[Air-Britain]] Historians), Issue 2, 1978, pp. 41–48.</ref>
** [[No. 98 Squadron RAF]] – September 1942 – November 1945 (converted to the Mosquito<ref name="ab" />
** [[No. 180 Squadron RAF]] – September 1942 – September 1945 (converted to the Mosquito)<ref name="ab" />
** [[No. 226 Squadron RAF]] – May 1943 – September 1945 (disbanded)<ref name="ab" />
** [[No. 305 Polish Bomber Squadron]] – September 1943 – December 1943 (converted to the Mosquito)<ref name="ab" />
** [[No. 320 (Netherlands) Squadron RAF]] – March 1943 – August 1945 (transferred to Netherlands)<ref name="ab" />
** [[No. 342 Squadron RAF|No. 342 (GB I/20 'Lorraine') Squadron RAF]] – March 1945 – December 1945 (transferred to France)<ref name="ab" />
** [[No. 681 Squadron RAF]] – January 1943 – December 1943 (Mitchell withdrawn)<ref name="ab" />
** [[No. 684 Squadron RAF]] – September 1943 – April 1944 (Replaced by Mosquito)<ref name="ab" />
** [[No. 111 Operational Training Unit RAF]], [[Nassau Airport]], Bahamas, August 1942 – August 1945 (disbanded)<ref name="ab" />
* [[Royal Navy]] [[Fleet Air Arm]]
** operated 1 aircraft for evaluation {{citation needed|date=May 2015}}
;{{US}}
* [[United States Army Air Forces]]
: see [[B-25 Mitchell units of the United States Army Air Forces]]
* [[United States Navy]] received 706 aircraft, most of which were then transferred to the USMC.<ref>Swanborough 1976, p. 457</ref>
* [[United States Marine Corps]]
;{{URU}}
* [[Uruguayan Air Force]] operated 15 aircraft.
;{{VEN}}
* [[Venezuelan Air Force]] operated 24 aircraft.

== Accidents and incidents ==
===Training mission incident===
On 1 November 1941, a B-25 on a training mission flying out of [[Wright-Patterson Air Force Base]], crashed near [[Benton Ridge, Ohio]].<ref>{{cite news |title=History saved in Benton Ridge memorial |url=https://www.toledoblade.com/opinion/editorials/2024/11/06/editorial-history-saved-benton-ridge-memorial/stories/20241106021 |access-date=7 December 2024 |publisher=The Toledo Blade |date=6 November 2024}}</ref>

===West Chester B-25 crash===
{{Main|West Chester B-25 crash}}
On 7 May 1944, a B-25C crashed and exploded around {{convert|1|mi|km|spell=in}} north of [[West Chester, Pennsylvania|West Chester]], [[Pennsylvania]], killing all seven military passengers and crew members on board. Caught in stormy weather, the plane nose-dived into the woods at [[Oaklands Cemetery]] and burst into flames.<ref>{{Cite news |date=1944-05-08 |title=7 in Army Plane Killed in Cemetery Crash |pages=1 |work=[[The Philadelphia Inquirer]] |url=https://www.newspapers.com/clip/117535971/7-in-army-plane-killed-in-cemetery-crash/ |access-date=2023-01-29}}</ref>

===Empire State Building crash===
{{Main|1945 Empire State Building B-25 crash}}
At 9:40 on 28 July 1945, a USAAF B-25D crashed in thick fog into the north side of the Empire State Building between the 79th and 80th floors. Fourteen people died&nbsp;— 11 in the then world’s tallest building and the three occupants of the aircraft, including the pilot, Colonel William F. Smith.<ref>Roberts, William."ESB News." ''Elevator World, March 1996.''</ref> Betty Lou Oliver, an elevator attendant, survived the impact and the subsequent fall of the elevator cage 75 stories to the basement.<ref>Kingwell 2007, p. 12.</ref>

===General Leclerc's aviation accident===
{{Main|General Leclerc's aviation accident}}
French general [[Philippe Leclerc de Hauteclocque|Philippe Leclerc]] was aboard his North American B-25 Mitchell, ''Tailly II'', when it crashed near Colomb-Béchar in [[French Algeria]] on 28 November 1947, killing everyone on board.<ref>{{cite news |url=http://www.valeursactuelles.com/histoire/les-morts-mysterieuses-4-leclerc-lenigme-du-13e-passager-27403 |title=Les morts mystérieuses : 4. Leclerc, l'énigme du 13e passager |first=Mickaël |last=Fonton |newspaper=Valeurs actuelles |date=5 August 2010 |language=fr |access-date=8 September 2018}}</ref>

===Lake Erie skydiving disaster===
{{Main|1967 Lake Erie skydiving disaster}}
A bit after 16:00 on 27 August 1967, a converted civilian B-25 mistakenly dropped eighteen<!--[[MOS:NUMNOTES]]--> skydivers over [[Lake Erie]], four or five nautical miles (7.5–9.3&nbsp;km) from [[Huron, Ohio|Huron]], Ohio. The air traffic controller had confused the B-25 with a [[Cessna 180 Skywagon]] that was trailing it to take photographs, causing the B-25 pilot to think he was over the intended drop site at [[Ortner Airport]]. [[1967 Lake Erie skydiving disaster|Sixteen of the jumpers drowned]], while two were rescued.<ref>{{Cite web |last=Jackson |first=Tom |date=2017-08-14 |title=Disaster 50 years ago killed 16 sport parachutists |url=https://sanduskyregister.com/news/8543/disaster-50-years-ago-killed-16-sport-parachutists/ |access-date=2023-07-02 |website=[[Sandusky Register]] |publisher=[[Ogden Newspapers]] |language=en |url-access=limited<!-- metered paywall -->}}</ref> A [[National Transportation Safety Board]] report faulted the pilot, and to a lesser extent the skydivers, for executing a jump when they could not see the ground, and faulted the controller for the misidentification.<ref>{{Cite news |last=Clark |first=Evert |date=1967-09-26 |title=Pilot, Controller and Jumpers Found at Fault in Deaths of 16 Sky Divers |language=en |page=36 |work=[[The New York Times]] |url=http://timesmachine.nytimes.com/timesmachine/1967/09/26/83634851.html?pageNumber=36 |url-access=subscription |id={{ProQuest|117481014}}}}</ref><ref>{{Cite report |url=https://books.google.com/books?id=zHNBAQAAIAAJ&pg=PA1 |title=Fatal Parachuting Accident Near Huron, Ohio, August 27, 1967: Special Investigation Report |date=1967 |publisher=[[National Transportation Safety Board]] |language=en}}</ref> The United States was subsequently held liable for the controller's negligence.<ref>{{cite journal |last1=McCarthy |first1=James J. |title=Aerobatics, Sport Aviation and Student Instruction |journal=[[Journal of Air Law and Commerce]] |date=1978 |volume=44 |issue=2 |pages=315 |url=https://scholar.smu.edu/cgi/viewcontent.cgi?article=2217&context=jalc |access-date=8 July 2023}}</ref>

== Surviving aircraft ==
[[File:B-25J Mitchell high bank 80th.JPG|thumb|Mitchell III, in RAF configuration with [[invasion stripes]], of the [[Canadian Warplane Heritage Museum]] during the Brantford Air Show at [[Brantford, Ontario]], Canada in 2010]]
{{Main|List of surviving B-25 Mitchells}}

Many B-25s are currently kept in airworthy condition by air museums and collectors.

== Specifications (B-25H) ==
[[File:North American B-25J Mitchell 3-view line drawing.svg|thumb|B-25J Mitchell]]
{{Aircraft specs
|ref=United States Military Aircraft since 1909<ref name="Swan mil p359">Swanborough and Bowers 1963, p. 359.</ref>
|prime units?=imp
<!--
        General characteristics
-->
|crew=5 (one pilot, navigator/bombardier, turret gunner/engineer, radio operator/waist gunner, tail gunner)
|capacity=
|length ft=52
|length in=11
|length note=
|span ft=67
|span in=7
|span note=
|height ft=16
|height in=4
|height note=
|wing area sqft=618
|wing area note=
|aspect ratio=<!-- sailplanes -->
|airfoil='''root:''' [[NACA airfoil|NACA 23017]]; '''tip:''' [[NACA airfoil|NACA 4409R]]<ref name="Selig">{{cite web |last1=Lednicer |first1=David |title=The Incomplete Guide to Airfoil Usage |url=https://m-selig.ae.illinois.edu/ads/aircraft.html |website=m-selig.ae.illinois.edu |access-date=16 April 2019}}</ref>
|empty weight lb=19480
|empty weight note=
|gross weight lb=
|gross weight note=
|max takeoff weight lb=35000
|max takeoff weight note=
|fuel capacity=
|more general=
<!--
        Powerplant
-->
|eng1 number=2
|eng1 name=[[Wright R-2600-92 Twin Cyclone]]
|eng1 type=14-cylinder two-row air-cooled radial piston engines
|eng1 hp=1700
|eng1 note=

|prop blade number=<!-- propeller aircraft -->
|prop name=
|prop dia ft=<!-- propeller aircraft -->
|prop dia in=<!-- propeller aircraft -->
|prop dia note=
<!--
        Performance
-->
|max speed mph=272
|max speed note=at {{cvt|13000|ft}}
|cruise speed mph=230
|cruise speed note=
|stall speed mph=
|stall speed note=
|never exceed speed mph=
|never exceed speed note=
|minimum control speed mph=
|minimum control speed note=
|range miles=1350
|range note=
|combat range miles=
|combat range note=
|ferry range miles=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling ft=24200
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|climb rate ftmin=
|climb rate note=
|time to altitude=
|wing loading lb/sqft=
|wing loading note=
|fuel consumption lb/mi=
|power/mass=
|more performance=
<!--
        Armament
-->
|guns=12–18 × .50 in (12.7 mm) [[Browning M2|machine guns]] and 75&nbsp;mm (2.95 in) [[75 mm Gun M2/M3/M6|T13E1]] cannon
|bombs=3,000&nbsp;lb (1,360&nbsp;kg) bombs
|hardpoints=2,000&nbsp;lb (900&nbsp;kg) ventral shackles to hold one external [[Mark 13 torpedo]]<ref>Caiden 1957, p. 176.</ref>
|rockets=racks for eight {{convert|5|in|mm|0|abbr=on}} high velocity aircraft rockets (HVAR)

|avionics=
}}

== Notable appearances in media ==
{{Main|Aircraft in fiction#B-25 Mitchell}}

== See also ==
{{Portal|Aviation}}
{{aircontent
|related=
* [[North American NA-40]]
* [[North American XB-21]]
* [[North American XB-28 Dragon]]
|similar aircraft=
* [[de Havilland Mosquito]]
* [[Douglas A-26 Invader]]
* [[Junkers Ju 188]]
* [[Martin B-26 Marauder]]
* [[Mitsubishi Ki-67]] ''Hiryū''
* [[Nakajima Ki-49]] ''Donryu''
* [[Vickers Wellington]]
|see also=
* [[GT-1 (missile)]]
|lists=
* [[List of aircraft of World War II]]
* [[List of non-carrier aircraft flown from aircraft carriers]]
}}

== Notes ==
{{notelist}}

== References ==
{{Reflist}}

=== Bibliography ===
{{refbegin}}
* Borth, Christy. ''Masters of Mass Production''. Indianapolis, Indiana: Bobbs-Merrill Co., 1945.
* Bridgman, Leonard, ed. "The North American Mitchell." ''Jane's Fighting Aircraft of World War II''. London: Studio, 1946. {{ISBN|1-85170-493-0}}.
* [[Martin Caidin|Caidin, Martin]]. [https://books.google.com/books?id=bT1tfRMvD3IC&pg=PA176 ''Air Force.''] New York: Arno Press, 1957.
* Chorlton, Martyn. "Database: North American B-25 Mitchell". ''[[Aeroplane Monthly|Aeroplane]]'', Vol. 41, No. 5, May 2013. pp.&nbsp;69–86.
* Dorr, Robert F. "North American B-25 Variant Briefing". ''Wings of Fame'', Volume 3, 1996. London: Aerospace Publishing. {{ISBN|1-874023-70-0}}. {{ISSN|1361-2034}}. pp.&nbsp;118–141.
* Green, William. ''Famous Bombers of the Second World War''. New York: Doubleday & Company, 1975. {{ISBN|0-385-12467-8}}.
* Hagedorn, Dan. "Latin Mitchells: North American B-25s in South America, Part One". ''[[Air Enthusiast]]'' No. 105, May/June 2003. pp.&nbsp;52–55. {{ISSN|0143-5450}}
* Hagedorn, Dan. "Latin Mitchells: North American B-25s in South America, Part Three". ''[[Air Enthusiast]]'' Mo. 107, September/October 2003. pp.&nbsp;36–41. {{ISSN|0143-5450}}
* Hardesty, Von. ''Red Phoenix: The Rise of Soviet Air Power 1941–1945''. Washington, D.C.: Smithsonian Institution, 1991, first edition 1982. {{ISBN|0-87474-510-1}}.
* Heller, Joseph. ''Catch 22''. New York: Simon & Schuster, 1961. {{ISBN|0-684-83339-5}}.
* Herman, Arthur. ''Freedom's Forge: How American Business Produced Victory in World War II,'' New York: Random House, 2012. {{ISBN|978-1-4000-6964-4}}.
* Higham, Roy and Carol Williams, eds. ''Flying Combat Aircraft of USAAF-USAF (Vol. 1)''. Andrews AFB, Maryland: Air Force Historical Foundation, 1975. {{ISBN|0-8138-0325-X}}.
* Higham, Roy and Carol Williams, eds. ''Flying Combat Aircraft of USAAF-USAF (Vol. 2)''. Andrews AFB, Maryland: Air Force Historical Foundation, 1978. {{ISBN|0-8138-0375-6}}.
* Johnsen, Frederick A. ''North American B-25 Mitchell''. Stillwater, Minnesota: Voyageur Press, 1997. {{ISBN|0-933424-77-9}}.
* Kingwell, Mark. ''Nearest Thing to Heaven: The Empire State Building and American Dreams''. New Haven, Connecticut: Yale University Press, 2007. {{ISBN|978-0-300-12612-9}}.
* Kinzey, Bert. ''B-25 Mitchell in Detail''. Carrollton, Texas: Squadron/Signal Publications Inc., 1999. {{ISBN|1-888974-13-3}}.
* Kit, Mister and Jean-Pierre De Cock. ''North American B-25 Mitchell'' (in French). Paris, France: Éditions Atlas, 1980.
* {{cite book |last = Lawrence |first = Joseph |title = The Observer's Book Of Airplanes |location = London and New York |publisher = Frederick Warne & Co |year = 1945}}
* McDowell, Ernest R. ''B-25 Mitchell in Action (Aircraft number 34)''. Carrollton, Texas: Squadron/Signal Publications Inc., 1978. {{ISBN|0-89747-033-8}}.
* McDowell, Ernest R. ''North American B-25A/J Mitchell'' (Aircam No.22). Canterbury, Kent, UK: Osprey Publications Ltd., 1971. {{ISBN|0-85045-027-6}}.
* Mizrahi, J.V. ''North American B-25: The Full Story of World War II's Classic Medium''. Hollywood, California: Challenge Publications Inc., 1965.
* Norton, Bill. ''American Bomber Aircraft Development in World War 2.'' Hersham, Surrey, UK: Midland Publishing, 2012. {{ISBN|978-1-85780-330-3}}.
* Pace, Steve. ''B-25 Mitchell Units in the MTO''. Oxford, UK: Osprey Publishing, 2002. {{ISBN|978-1-84176-284-5}}.
* Pace, Steve. ''Warbird History: B-25 Mitchell''. St. Paul, Minnesota: Motorbooks International, 1994. {{ISBN|0-87938-939-7}}.
* Parker, Dana T. ''Building Victory: Aircraft Manufacturing in the Los Angeles Area in World War II''. Cypress, California: Dana Parker Enterprises, 2013. {{ISBN|978-0-9897906-0-4}}.
* {{cite journal|title=Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation|journal=Air Enthusiast Quarterly |date=n.d. |issue=2 |pages=154–162 |issn=0143-5450}}
* Powell, Albrecht. [http://pittsburgh.about.com/od/transportation/a/b25_bomber.htm "Mystery in the Mon".] {{Webarchive|url=https://web.archive.org/web/20151231204916/http://pittsburgh.about.com/od/transportation/a/b25_bomber.htm |date=31 December 2015 }} 1994
* {{cite magazine|last=Reinhard|first=Martin A.|title=Talkback|magazine=[[Air Enthusiast]] |date=January–February 2004|issue=109 |page=74 |issn=0143-5450}}
* Scutts, Jerry. ''B-25 Mitchell at War''. London: Ian Allan, 1983. {{ISBN|0-7110-1219-9}}.
* Scutts, Jerry. "Medium with the mostest-The B-25 Mitchell (Part 1)". ''[[Air International]]'', February 1993, Vol. 44, No. 2. pp. 83–91. {{issn|0306-5634}}. 
* Scutts, Jerry. "Medium with the mostest - the B-25 Mitchell (Part 2)". ''Air International'', March 1993, Vol. 44, No. 3. pp 144–151. {{issn|0306-5634}}.
* Scutts, Jerry. ''North American B-25 Mitchell''. Ramsbury, Marlborough, Wiltshire, UK: Crowood Press, 2001. {{ISBN|1-86126-394-5}}.
* Skaarup, Harold A. ''Canadian Warplanes''. Bloomington, Indiana: IUniverse, 2009. {{ISBN|978-1-4401-6758-4}}.
* Swanborough, F.G. and [[Peter M. Bowers]]. ''United States Military Aircraft since 1909''. London: Putnam, 1963.
*{{Cite book |last=Swanborough |first=Gordon |url=https://archive.org/details/unitedstatesnavy0000swan/mode/2up?view=theater |title=United States Navy aircraft since 1911 |date=1976 |location=London |publisher=Putnam |isbn=978-0-370-10054-8}}
* Swanborough, Gordon. ''North American, An Aircraft Album No. 6''. New York: Arco Publishing Company Inc., 1973. {{ISBN|0-668-03318-5}}.
* Tallman, Frank. ''Flying the Old Planes''. New York: Doubleday and Company, 1973. {{ISBN|978-0-385-09157-2}}.
* {{cite magazine|last=Vernon|first=Jerry|title=Talkback|magazine=[[Air Enthusiast]]|date=Winter 1993|issue=52|pages=78–79 |issn=0143-5450}}
* Wolf, William. ''North American B-25 Mitchell, The Ultimate Look: from Drawing Board to Flying Arsenal''. Atglen, Pennsylvania: Schiffer Publishing, 2008. {{ISBN|978-0-7643-2930-2}}.
* Yenne, Bill. ''Rockwell: The Heritage of North American''. New York: Crescent Books, 1989. {{ISBN|0-517-67252-9}}.
{{refend}}

== External links ==
{{Commons category}}
* [http://www.joebaugher.com/usaf_bombers/b25.html North American B-25 Mitchell] {{Webarchive|url=https://web.archive.org/web/20160303213841/http://www.joebaugher.com/usaf_bombers/b25.html |date=3 March 2016 }} Joe Baugher, ''American Military Aircraft: US Bomber Aircraft''
* {{YouTube|id=-YQmkjpP6q8|title="How to Fly the North American B-25 "Mitchell" Medium Bomber (1944)"}}
* [https://web.archive.org/web/20151231204916/http://www.popsci.com/archive-viewer?id=oiUDAAAAMBAJ&pg=70&query=Vol.+144 I Fly Mitchell's, February 1944] ''[[Popular Science]]'' article on B-25s in North Africa Theater
* [https://web.archive.org/web/20151231204916/http://www.popsci.com/archive-viewer?id=oiUDAAAAMBAJ&pg=105&query=Vol.+144 Flying Big Gun, February 1944, ''Popular Science'' article on 75&nbsp;mm cannon mount]
* [https://books.google.com/books?id=pCcDAAAAMBAJ&dq=popular+science+june+1941&pg=PA119 Early B-25 model's tail gun position, extremely rare photo]
* A collection photos of the Marine VMB-613 post in the Kwajalein Island at the [http://digital.lib.uh.edu/cdm4/about_collection.php?CISOROOT=/p15195coll10 University of Houston Digital Library] {{Webarchive|url=https://web.archive.org/web/20130515231505/http://digital.lib.uh.edu/cdm4/about_collection.php?CISOROOT=%2Fp15195coll10 |date=15 May 2013 }}
* {{usurped|1=[https://web.archive.org/web/20120310001635/http://i-ota.net/BarbieIII/ Hi-res spherical panoramas; B-25H: A look inside & out – "Barbie III"]}}
* [https://www.scribd.com/doc/76131949 (1943) Report No. NA-5785 Temporary Handbook of Erection and Maintenance Instructions for the B-25 H-1-NA Medium Bombardment Airplanes]{{dead link|date=March 2015}}
* [https://web.archive.org/web/20120601120901/http://lend-lease.airforce.ru/english/articles/akvilyanov/index.htm "The B-25 Mitchell in the USSR", an account of the service history of the Mitchell in the Soviet Union's VVS during World War II]
* [http://www.airspacemag.com/history-of-flight/lake-murrays-mitchell-14033140/?no-ist Lake Murray's Mitchell]
* [https://web.archive.org/web/20160128065604/http://rubicon-foundation.org/Projects/b-25-recovery-and-preservation-project/ B-25 Recovery and Preservation Project] Rubicon Foundation
* [https://digitalcollections.museumofflight.org/nodes/view/2821 Pilot training manual for the Mitchell bomber B-25] {{Webarchive|url=https://web.archive.org/web/20240816225346/https://digitalcollections.museumofflight.org/items/show/46679 |date=16 August 2024 }} – [https://digitalcollections.museumofflight.org/ The Museum of Flight Digital Collections]
* [https://digitalcollections.museumofflight.org/nodes/view/2819 B-25 instructor's manual] – [https://digitalcollections.museumofflight.org/ The Museum of Flight Digital Collections]

{{North American Aviation aircraft}}
{{AircraftDesignationNavboxShell
  |1={{USAF bomber aircraft}}
  |2={{US reconnaissance aircraft}}
  |3={{USAF trainer aircraft}}
  |4={{USN patrol aircraft}}
  |5={{ADF aircraft designations}}  
  |6={{NATO bomber reporting names}}
}}
{{Authority control}}

[[Category:North American Aviation aircraft|B-25]]
[[Category:Aircraft first flown in 1940]]
[[Category:Gull-wing aircraft]]
[[Category:Mid-wing aircraft]]
[[Category:1940s United States bomber aircraft]]
[[Category:Twin piston-engined tractor aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]
[[Category:Lend-Lease in the Soviet Union]]