DB-7B/A-20 NEIAF
Hello everyone
27 February 1942 Naval Air Service (Marine Luchtvaart Dienst (MLD)) received the first six Douglas DB-7B/A-20 Boston's barely 24 hours before the Japanese landed on Java. I have not found any pictures Dutch Boston's of this period . I was wondering if anyone will able to make these skins : 2 NEIAF skins, with the details ( inscriptions on the fuselage , D-code MLD) of course, if possible, and 2 captured by Japanese :
1) A-20 Boston III NEIAF/MLD series D51, - ex RAF Boston III serial number AL904 (c/n 3836)
2) This same plane ex-NEIAF Boston III AL904- captured by Japanese on Java and tested by Japanese Navy test unit
3) A-20 Boston III ex-NEIAF/MLD series D52 - ex RAF Boston III serial number AL906 (c/n 3838)
4) another one DB-7/A-20 Boston III - captured by the Japanese ex-NEIAF (last picture)
I think that you will find a lot of useful information here:
http://www.academia.edu/3126218/The_story_of_the_Douglas_DB-7B_Bostons_of_the_Dutch_Naval_Air_ServiceMarkings etc...
by quoting :
Douglas also adapted the painting of the aircraft to some extent, though the RAF camouflage was retained. Apart from orange triangles surrounded by a black edge on the fuselage and on the lower surface of the wings (the NEI national markings) and a D serial on the spot of the RAF serial number, Douglas applied several letterings in Dutch in the cockpits. Both sides of the nose bore the words KON.MARINE (Royal Netherlands Navy) in small black blocked letters. Only the six aircraft to be disassembled and created by Douglas were shipped without NEI markings and the text KON.MARINE having been applied on the nose. The British national markings and the RAF serial numbers had, however, been removed alredy by painting them over with camouflage paint and the D serialnumber of the MLD had been applied .
US-manufactured aircraft such as Douglas DB-7B and Lockheed Hudsons were finished at the factory in US equivalents of Dark Green, Dark Earth and Sky which generally only roughly resembled their British counterparts (standard RAF paint scheme).
http://www.pacificwrecks.com/aircraft/a-20/A28-8.htmlA28-8 undergoing restoration as can be seen after 60 years the colours are still quite good , US Dupont Dark Green, Dark Earth and Sky If you compare to the picture of the Japanese Boston AL904 the schemes are very close A28-8 is AL907
One of the Netherlands East Indies DB-7Cs that was taken over by the U.S.Army. As a non-standart model, it was identified by D6282 instead of an Army serial number.D stood for Douglas, and the four-digit number was the Douglas factory serial number, or C/N.
DB-7B Boston III AL904/MLD series D51 captured by Japanese on Java and tested by Japanese Navy test unit 
Same aircraft found after war at Atsugi naval air base in Japan
ID plate for same aircraft
I found only this ,one illustration showing the Dutch A-20/DB-7 if anyone would be interested in:
and a very interesting history:
As part of an emergency plan to reinforce the Netherlands Indies, a batch of 32 Douglas DB-7B Bostons were diverted from British contracts and assigned to the Neth. Naval Air Service (MLD). The first six of these arrived in the port of Tjilatjap on Java's South Coast on February 27, 1942, barely 24 hours before the Japanese landed on Java.
To save time, it was decided to fly the Bostons right off the harbor quay, which was cleared of all obstacles. Tjilatjap at that time had no airfield, but it was the only port which was still considered safe enough for arriving reinforcements, more in particular for the old USS Langley which was expected with a load of P-40s. The cleared area was considered adequate for take-off of P-40s, but a Boston was another matter.
Dutch maintenance crews had the first DB-7B ready for flight on March 5 and it was flown to the airfield at Tasik Malaja, east of Bandung. The remaining five airplanes were destroyed by punching holes through the wings with iron bars and by breaking the carburetors off the engines. When the Japanese arrived a few days later there was enough left to assemble at least one plane.
The Japanese employed the Dutch Navy personnel, now POWs to continue work on the DB-7 and early May 1942 they had one plane ready. As was the case with the captured P-40s, the Japanese were reluctant to fly the Boston themselves and were probably not encouraged by the prospect of the very tricky take-off from the quay. Therefore, they contacted Mr. Theodore de Bruyn, director of the Royal Neth. Indies Airlines with the request to provide a pilot who was familiar with American-built aircraft.
Several of the European personnel of the Royal Neth. East Indies Airlines (KNILM) who had not been able to evacuate, were in semi-hiding. In those days shortly after the Japanese take-over the Dutch civilians were not yet interned and enjoyed relative freedom if they did not make themselves too obvious. De Bruyn stayed in touch with them.
The pilot whom De Bruyn decided to ask to fly the Boston was Karl Rupplin von Keffikon, despite his German name a full-blooded Dutchman. He had missed two opportunities to escape from Java, first with the Douglas DC-5 PK-ADA (c/n 430) on March 7, 1942, and the second time with a KNILM Grumman G-21 on March 9, 1942, the day of the surrender. Both these aircraft were damaged in Japanese air raids at Bandung, hastily repaired for an escape, but at the last moment damaged again. Karl Rupplin was now hiding in the village of Tjileuleuh, North of Bandung.
When Theo de Bruyn asked Rupplin if he could fly out the DB-7, he agreed, but told his boss that he would make an attempt to escape with the aircraft. De Bruyn okayed the idea, despite the fact that the Japanese could obviously revenge themselves on him. Rupplin thereupon contacted two KNILM flight engineers. Cornelius "Big" Meier and M. Koster, who agreed to go.
The three Dutchmen reported to the Japanese HQ in Bandung to announce their willingness to go and inquire about the fee. To their surprise the Japanese offered a couple of hundred guilders for the job, paid in advance, which the men accepted graciously. Then they were taken to Tjilatjap by military truck.
On arrival in the port area they found the Boston there apparently in good condition. However, there were absolutely no manuals or any information from which to determine take-off distance, speeds, range, etc. Since the airplane had been assembled by Dutch Navy mechanics, there was of coarse the possibility that it had been sabotaged. Therefore, the Navy people were contacted, but they declared that the plane was in perfect condition and fit to fly.
When the trio inspected the Boston, it was obvious that it did not possess sufficient range to reach Australia. Moreover, they had no idea about the military situation around Australia, and all maps were lacking for such a trip. It was therefore decided to make a try for Christmas Island, which lay some 300 miles Southwest into the Indian Ocean and probably had not yet been occupied.
On the day of departure the tanks of the Boston were topped off and Dutch Navy POW's began clearing the quay from all obstructions. Karl Rupplin reported how he will never forget the hatred in the eyes of these men, who naturally thought that they were collaborating with the Japanese. The engines were fired up and tested, but just when everything seemed alright, a Japanese Army captain appeared who informed them that an armed Japanese guard would go along on the flight, which officially was destined for Bandung.
The Japanese guard added a completely new element to their plan. The engines were shut down again and they quickly discussed what to do next. "Big" Meier brought the decisive factor into the discussion in the form of an enormous crescent wrench he carried around for a while. He had earlier voluntarily declined an opportunity to be evacuated to Australia while there was still time, but was now determined to not let this last chance pass him by. Meier assured his mates that he could put the Japanese to sleep once they were airborne.
It was agreed that they would fly the plane around for 30 minutes in order to estimate the fuel endurance. If there was enough to go to Christmas Island. Karl Rupplin would take his flying helmet off his head, which was the sign for Meier to give the Japanese guard the crescent wrench treatment. The take-off from the harbor quay was a nerve-wracking experience. The airplane was heavy and there was only some 10-12 feet clearance between the left wingtip and the port warehouses, while Rupplin of course had never flown a DB-7 before.
Unfortunately, Rupplin had to decide after half an hour flight that their range was insufficient to make Christmas Island. He kept his helmet on and three very disappointed Dutchmen and one unsuspecting Japanese guard landed at Andir Field, Bandung. The Boston eventually made it to Tokyo where it was exhibited with other war prizes.
Regards,
PIOTREK
Author
Topic: DB-7B/A-20 NEIAF (Read 6333 times)
