Category And Colors

1. AIRCRAFT TO BE CAMOUFLAGED.

All United States Аллу Air Forces aircraft will be camouflaged in accordance with Army Air Forces Specification No. 24114, with the following exceptions:

a. Aircraft operating in the Alaskan Department or in any country having similar climatic and terrain condi­tions will not be basic camouflaged. However, either camouflage or marked contrast finishes may be used as specified in paragraph 2.a.(4)(d).

b. Training type of aircraft.

c. Aircraft of other types regularly used for training purposes by the Flying Training Command.

d. All types of aircraft not regularly assigned to, or normally located in, theaters of operation.

2. TYPES OF CAMOUFLAGE FINISHES.

a. PERMANENT CAMOUFLAGE.

(1) TYPES AND APPLICATIONS.—Paragraph E-lb of Army Air Forces Specification No. 24114, permits the use of lacquer and enamel materials on metal surfaces, dope on fabric, subject to the provisions herein. It will be noted that the use of both types of materials for metal require use of primer, zinc chromate. Camouflage materials in kind can be satisfactorily applied over existing protective coatings, that is, specification camouflage lacquer over existing lacquer finishes, specification camouflage enamel over existing enamel finishes, and specification camouflage dope over existing dope finishes. It is anticipated that there will be minor chipping of the camouflage materials at the leading edges of airfoils, which may be somewhat unsightly, but as long as the material affords a reasonable coverage of the surface, the finish will not be touched up. However, touching-up of permanently camouflaged surfaces is autho­rized, if the permanent camouflage has been partially destroyed by brushing action in removing temporary camouflage. No attempt will be made to secure a high gloss as this will tend to defeat the purpose of camouflage.

(2) PAINTS TO BE USED ON CAMOUFLAGED AIRPLANES.—The only permanent exterior paints that will be applied to camouflaged airplanes will be the following Air Forces camouflage materials in colors covered by Air Forces Bulletin No. 41:

(a) Lacquer, Specification No. 14105.

(b) Dope, Specification No. 14106.

(c) Enamel, Specification No. 14109.

These specifications are being revised to include infra-red reflectance qualities which decrease photographic qualities of a plane. This new paint will be used on all planes consigned to overseas theaters. Primer, zinc chromate, Specifica­tion No. AN-TT-P-656, will be used wherever a primer coat is required. Special de-icer paint is available only in oyster white for use on white camouflage.

NOTE

It will be borne in mind that essentially, all paints, dopes, and lacquers are of a toxic nature and inflammable. Therefore, precautionary measures will be exercised in handling and application (See T. 0. No. 07-1-4 and Army Air Forces Regulation No. 85-6.)

(3) BASIC CAMOUFLAGE.—The basic camouflage scheme in permanent camouflage materials for Army Air Forces aircraft is dark olive drab, shade No. 41, for surfaces viewed from above and extending down on sides of fuselage; medium green, shade No. 42, in irregular splotches along all edges on the upper side of the wing and the horizontal outline of the tail assembly; also, along all edges of both sides of the vertical outline of the tail assembly, extending inward from the edges for various distances up to 20 percent of the total width of the wing or the tail as­sembly. Rubber parts will not be painted except utilizing white de-icer paint in white camouflage. (See figure I.) Neutral gray, shade No. 43, will be used for surface viewed from below. Masking will not be employed to separate ANY COLORS. Junction lines will be blended by overspraying. (See figure 9.)

(4) SPECIAL.—Use of one coat of the following special permanent finishes over material of like type is authorized (also temporary Specification No. 14057), as required to conform to existing local terrain.

(a) Medium green, shade No. 42, on upper wing and fuselage surfaces for aircraft operating over terrain predominately green,

(b) Sand, shade No, 49, for upper surfaces for aircraft operating over desert terrain.

(c) Black, shade No. 44, for under surfaces for aircraft to be used for night flying.

(d) To provide marked contrast for spotting forced landings, or to provide camouflage, as required by the Commanding Officers, the use of any camouflage materials in color covered by Bulletin No. 41 may be used for air­craft in Alaskan or other theaters having similar terrain conditions.

(e) Insignia white, shade No, 46, on all under surfaces and leading edges and olive drab, shade No. 41, on all upper surfaces for aircraft assigned to seasearch duty. Special de-icer paint in oyster white is available only for this and similar camouflage outlined in preceding paragraph.

(5) CAMOUFLAGE OF PROPELLER. — The camouflage of propellers, as required by Army Air Forces Specification No. 24114, will be accomplished by spraying each propeller blade in a horizontal position and retain­ing the propeller in this position until the camouflaging materials have set, after which it will be necessary that the propeller be checked for balance. Over one light coat of zinc chromate primer, one coat of black lacquer, shade No. 44, will extend to within 4 inches of the tip of the blade; this 4-inch tip will be yellow lacquer, shade No. 48, one light coat. When necessary, three and four blade metal props may be lightly “touched-up” between overhaul periods while in­stalled on the plane. Care should be taken to apply proportionate amounts of paint to each blade to maintain the proper balance.

After overhaul the propellers will be repainted as outlined above, and balanced. No attempt will be made to camouflage wood propellers,

b. TEMPORARY CAMOUFLAGE.—Paint, water dry, Army Air Forces Specification No. 14057, in the following shades may be applied over existing permanent camouflage finishes when required and directed by com manders in the theaters of operation.

(1) Sea green, shade No. 28, for upper surfaces when operating over terrain predominately green.

(2) Black, shade No.33, for the lower surfaces of night flying aircraft

(3) Sand, shade No. 26, for upper surfaces when operating over desert terrain.

SECTION II

The Chief of Mat. Div. (Wash.) in a letter dated November 23,1943, to the Chief of Staff, Mat, Com. WF, directed that Mil. Req. Pol. No. 15, issued November 19,1943 (see entry above) would be placed in immediate effect. All aircraft would be produced in accordance with the policy, with the exception of those allotted to China and the Soviet Union. Those aircraft were to be delivered with the standard Army aircraft camouflage.

Eighth Air Service Command requests information on gloss black enamel, November 25,1943.

The Eighth Air Force Service Command in England requested all available information on a new gloss black enamel for night bombers. This was reputed to render aircraft invisible for 80% of the time at 13,000 feet while in searchlight beams. Mat. Com.(WF) replied on November 25,1943, giving them detailed instructions for removing old camouflage paint and applying the new gloss black paint.

New Army-Navy Aeronautical Bulletin No. 166 lists the standard colors for gloss finishes, December 4,1943.

The second color standard to be issued as a result of the J AC meetings was the new Army-Navy ANA Bulletin No. 166, dated December 4, 1943. This listed the following names and numerical designations for glossy finishes:

Under paragraph 2, it was stated that the sets of porcelain enamel panels entitled Army-Navy Aircraft Color Standards were to be used as standard for the colors listed herein. The title of these standards was now changed to read: Army-Navy Aircraft Color Standards (Glossy).

This actually meant that there was no change in any of the colors, but new sets of color chips eventually replaced the original porcelain plates (issued in September, 1938), which were getting very scarce. Note that the Olive Drab did not change its shade, unlike the camouflage color called out in ANA Bulletin No. 157 (described earlier; see Chapter 7 for full details).

Douglas C-47s in their newly applied black and white stripes prepare for the invasion of France on the night of June 5/6, 1944, (D-Day). There are more than twenty-five aircraft visible, plus one Cessna IJC-78. Aircraft marked 8Y are from the 98th TCS, 440th TCG and those marked 9X are from the 95th TCS, 440th TCG, Ninth Air Force. (USAF)

Douglas C-47s and Waco CG-4s are seen lined up ready for takeoff. The aircraft are coded М2 for the 88th TCS, 438th TCG of the Ninth Air Force. Note that each glider has a large white number painted on its nose, together with the black and white stripes on the aircraft. A huge force of several hundred of these aircraft flew over London, England, on June 5/6,1944, all with their navigation lights on to help prevent collisions. It was the first time that such lights had been seen over England since September 3,1944. (Witnessed by the author). (USAF)

Two Consolidated B-24HS, J4-V and Z5-S, follow B-24H-20-DT, 41-28965, “The Spotted Ass Ape”, lead ship of the 458th BG, 96th CBW, 1st Air Div.. Note the AZON blade antennas under the rear fuselage of J4-V. AZON was a guided-bomb bombing technique that proved to be of limited value. (USAF)

This supplement to T. 0.07- Ы revised the markings for PT type aircraft again. Instead of bands of international orange on their fuselage and wings, PT trainers were now to have the upper surface of upper wings and lower surfaces of lower wings of biplane type airplanes, and upper and lower surfaces of monoplanes painted with orange-yellow or identification yellow, gloss or camouflage paint. The same paints were also to be applied to all surfaces of the empennage.

Two coats of dope were required to hide the aluminized dope, but more than two coats would have a deteriorating effect on the finished fabric. For this reason, only touch-up was to be accomplished after the original application of the two coats. This new requirement considerably changed the appearance of PT type trainers, moving them closer to the original blue and yellow scheme, as requested by AAFTC in March, 1944.

Douglas A-26B-1-DL, 41-39101, (the second A-26B built), aircraft AN-F, of the 553BS, 386BG, Ninth Air Force, England, in early 1945. Finish natural metal, with yellow group band across tail, trimmed in Black. Note the red propeller warning stripe. (USAF via Gerry R. Markgraf)

Fairchild UC-61, no serial number visible, with a two-star general’s markings on the Fin, on a very snowy day in January 1945, at strip A-64, St. Dizier, France. It is Finished in the usual dark olive drab and neutral gray Finish, without any invasion stripes. (William L. Swisher)

New requirements were added for aircraft regularly assigned to tow target service. These aircraft could have orange-yellow or identifi­cation paint materials of applicable type applied locally over the bare metal or previously applied paint materials. This paint was to be applied only to rudder, cowling, and upper and lower wing tips for identification and visibility purposes.

Fighter aircraft used in Flexible Gunnery Training, to make camera gun attacks on bombers, could now be painted in suitable contrasting colors, where required. This was to make them readily seen when filmed against a cloud or terrain background (P-63 aircraft were primarily used for this purpose and were usually painted bright red – author).

A change was made to the instructions for painting the War-Weary and Surplus aircraft letters on the fuselage of aircraft; these two-inch letters were now to }эе painted in insignia paint materials (previously no color had been specified for these letters.)

B-L The following publications of the issue in effect on date of invitation forbids shall form a part of this specification: B-la. Army-Navy Aeronautical Specifications.

AN-D-2 Dope; Cellulose-Acetate-Butyrate, Pigmented, Gloss AN-TT-D-554 Dope; Cellulose-Nitrate, Pigmented.

AN-E-3 Enamel; Aircraft, Gloss AN-L-29 Lacquer; Cellulose Nitrate B-lb. Army-Navy Aeronautical Bulletin.

No. 166 Colors; List of Standard Aircraft Glossy.

B. MATERIAL.

C-l. General.- The insignia, lettering, and markings shall be applied with glossy lacquer, conforming to Specification AN-L- 29, dopes. Specifications AN-TT-D-544 and AN-D-2, or enamel, Specification AN-E-3, as are applicable and compatible with the finishes applied to adjacent surfaces. Decalcomanias may be used upon specific approval of the Procuring Agency.

C-2. Color.- The finishes shall be Color No. 506 Orange-Yellow and Color No. 515 Gloss Black. The colors used shall conform to the applicable Army-Navy Aircraft Color Standards (Glossy), Bulletin No. 166.

The beginning of 1942 was not much better for the USAAF as the Japanese pushed deeper into the Philippines, most of the US aircraft being destroyed on the ground or overwhelmed in the air. The islands were finally overrun in May, but a short while before, Gen. Doolittle led sixteen B-25 medium bombers on a daring raid on Japan, made from the deck of the US Navy carrier Hornet. This was a real morale booster at a time when it was badly needed. The battle of the Coral Sea in May, followed by that of Midway in June, marked the turning point of the war in the Pacific, and finally al­lowed the new Eighth Air Force to be sent to England to commence operations against Germany.

On the eastern front the Russians had launched their first ma­jor winter counter-attack at the beginning of 1942 against the Ger­man Army around Moscow, causing its first major retreat of the war.

Later in the year, in North Africa, British Gen. Montgomery’s victory at El Alamein, Libya, in October started the final Axis re­treat across North Africa and paved the way for the Allied opera­tion “Torch”, under Gen. Eisenhower, the invasion of Northwest Africa on November 8, 1942.

At the end of 1942, the German Army got mired down in Stalingrad, paving the way for more Russian winter offensives.

The USAAF emphasis on production and training began to show results and by June, its strength had more than tripled to a total of more than 21,00(1 aircraft, including more than 12,000 train­ers. More than 140 aircraft were lost in combat over Europe and North Africa, while nearly three times as many, 341, were lost in the war against Japan.

During 1942, the results of combat experience resulted in the following major changes in the marking and camouflaging of USAAF aircraft:

Anti-submarine white camouflage evolved.

Blue haze paint tested for use on F-4 reconnaissance aircraft. “U. S.ARMY” underwing markings deleted from combat aircraft, May.

Red center removed from cocarde, rudder stripes deleted from com­bat aircraft. May.

Medium Green patches added to wing and tail surfaces of combat aircraft, July.

Camouflage colors standardized for all USA produced Allied air­craft, July.

Red center dot removed from cocarde and rudder stripes deleted from all aircraft, July.

Blue and yellow finish for primary and basic trainers deleted, Sep­tember.

Yellow outer ring added to fuselage cocarde in Europe and North Africa, September.

“U. S.ARMY” underwing markings deleted from all aircraft, Octo­ber.

US Army Air Forces specifications in use, revised, or issued, by date and version,

during 1942. The letters indicate a letter revision of a spec., such as T. O. 07-1-1 A. The numbers indicate an amendment to an earlier version of a spec., such as Amendment No. 6 to Spec. 24114.

Curtiss P-40-CU used as a training aircraft by the 54PG, at Hamilton Field, California, in early 1942. It is interesting to note that the cocarde underthe left wing and the old designator markings have been painted out, though very thinly, and that the neutral gray paint sweeps up to the horizontal stabilizer, identifying this as one of the original camouflaged P-40s. (USAF)

* * *

AAF Eastern Theater Of Operations orders camouflage paint to be applied immediately on all aircraft, January 1,1942.

Gen. Krogstad, commander of the First Air Force, requested that the First Bomber Command, Langley Field, VA„ take immediate action to have the prescribed camouflage applied to all of its aircraft immediately. This memo went to the 34th Bomb Gp, Westover Field, MA, the 43rd Bomb Gp, Bangor, ME, the 13th Reconn. Sq, Bangor, ME, and the 2nd Bomb Gp, Langley Field, VA.

The latest version of the “Insignia for Aircraft” spec, required that the material for the insignia should be paint, dope, lacquer, or enamel, consistent with the general finish of the aircraft. Decalcomania transfers could be used if approved by the USAAF. On the wings, it was specified that one star-insignia was to be placed on the upper left wing surface, and one on the under right wing surface with a point forward. For application to wood surfaces it was required that the wood surface be properly sealed, as detailed in Spec. 24115. Finally, it was pointed out that the insignia required by the spec, had been known by various names such as “cocarde” and” wing insignia”. It was now to be referred to as the “star-insignia”.

Dir. of Mil. Req. (Wash.) orders discrepancies in Tech Orders covering camouflage to be corrected, November 13, 1942.

Gen. Fairchild wrote to the CG, Mat. Com., (Wash.) on November 13,1942, that there were several discrepancies in the existing Techni­cal Orders that needed to be corrected. He then issued a revised 11-1111, Addition No. 1, dated November 20, 1942, directing that changes were necessary in existing Technical Orders to meet the current camouflage requirements. These were:

Existing Technical Orders did not prescribe the method of eliminating the boundary line between colors on camouflaged aircraft.

There was no indication that any action had been taken regarding the use of infra-red camouflage paint as recommended by Dir. of Mil. Req.

Aircraft delivered from the factories were camouflaged in the prescribed method, but those re-finished by subdepots did not meet speci­fications.

Current instructions from Mat. Com. indicated that there was no longer a requirement for haze paint for AAF aircraft.

Methods for camouflage of anti-submarine aircraft should be covered in Technical Orders.

3. MARKINGS

a. Each part and assembly will be permanently and legibly marked the same number as the drawing number in such location that it can be read after assembly in the unit. (See Specification No. 98-24105Q.)

b. Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in Specification No. 98-241050, will be maintained.

c. Radio call letters of not less than four numbers, utilizing both sides or each outboard side, as applicable, of vertical stabilizer and rudder assembly, will be maintained on all Army Air Forces aircraft. (See figures 8 and 10.) Call letters, or designators, will be derived by deletion of the first numeral of serial number (4) and the hyphen, and the combination of the remaining four or more numerals. In case of serial numbers of type 41-7, use zero as necessary to make four numerals, as 1007. Decalcomanias may be used in all cases where available. Standard sizes 8 x 12 inches and 6×9 inches may be used when present stocks are depleted. Colors will be yellow, shade No. 48, for dark camou­flage, and black, shade No. 44, for light surfaces.

d. Under no condition will the letters “U. S. Army” be applied to any airplane lower wing surface.

4. STANDARD INSIGNIA.

Cocardes, the five-point white star within a blue circle, will be placed and maintained on each Army Air Forces aircraft as indicated in the following paragraphs, Decalcomanias will be used in all cases where available

WARNING

Under no condition will the red circle within the white star be used.

a. WINGS.—Insignia of a size 80 to 90 percent of available width of wing at location specified herein will be maintained on top surface of left wing and lower surface of right wing with point forward. The center will be located inboard from each wing tip one-sixteenth of the total wing span on wings not tapered, but with outside edge not nearer

than 6 inches to end, and one-eighth of span on tapered wing. The cocarde will be located tangent to the aileron cut­out or midway of the wing width on those on which aileron cut-out is not a factor. (See figures 7 and 8.)

b. FUSELAGE.—One star insignia approximately 75 percent of height of fuselage will be applied to each side with point upward near-midway between the trailing edge of the wing and the leading edge of the horizontal stabilizer. (See figure 8.)

c.
RUDDER STRIPES.—The use of rudder stripes is prohibited.

FIGURE 9

5. ORGANIZATIONAL INSIGNIA.

a. The placing of organizational markings or design (approved by the War Department as outlined in Army Air Forces Regulation 35-32) will be the responsibility of the organization itself. Depots will not be required to reproduce this insignia.

b. No specific locations are mandatory but points between wing and tail surfaces on opposite sides of the fuselage are considered most desirable. In no case will size of insignia exceed 75 percent of height of fuselage at point of application. Similar planes in the same organization will have the same size insignia.

c. If applied to other than smooth surfaces, insignia may be painted on thin aluminum sheet and bolted or screwed securely to rigid members of the airplane.

6. DECALCOMANIAS.

The use of decalcomanias for standard or organizational insignia (T, O. No. 01-1-21), and markings is authorized. Instructions for application should be printed on the reverse side of the various types; however, in event of any confusion the Commanding General, Air Service Command, Patterson Field, Fairfield, Ohio; Attention: Chief, Miscellaneous Equipment Section, will be notified giving Purchase Order number, type, and

size.

SECTION III

The AAF Material Command wrote to Douglas Aircraft Co., Santa Monica, on December 8,1943, concerning the deletion of camouflage on A-20G, A-20J, A-20H, and A-20K aircraft. This letter stated that higher authority had directed that camouflage was to be deleted from all of these versions, at the earliest possible date without delaying production. Only aircraft destined for Russia were to be camouflaged; this was to be applied to aircraft at the Douglas plant if possible, however, it could be done at the Modification Center.

It was also required to delete camouflage from all spares shipped with uncamouflaged aircraft (except for the Russian aircraft). Basically, exterior surfaces of fabric, plywood, wood, magnesium and unclad dural were to be treated with primer and aluminized finishes, while exterior alclad and stainless steel surfaces would not need any finish. Black anti-glare paint was required on top of the fuselage to cover forward areas seen by the pilot.

Douglas were to deliver all aircraft with a uniform color of finish, i. e., no aircraft were to be delivered with some assemblies camouflaged and some not. No existing camouflaged parts or assemblies were to be scrapped. Propellers were to remain black with yellow tips. If existing camouflaged parts in stock would cause a marked delay in carrying out these orders, Douglas was to remove the camouflage or refinish them to an aluminum color without delaying aircraft deliveries.

Douglas was also told to not irrevocably convert its camouflaging facilities to other uses (presumably in case it became necessary to use camouflage finishes at a later date). They were asked to let the Material Command know when they could deliver completely uncamouflaged aircraft so that the necessary contract changes could be issued.

Enclosed with the letter was a sheet containing instructions for the removal of the camouflage. This agreed with the details in the letter, except for two areas. The instruction sheet called for the use of “Dark Green” anti-glare paint on the top of the forward fuselage, whereas the letter had asked for “Black” paint, and it also required the removal of camouflage from spinners (apparently, even higher authorities got their signals crossed!).

This anti-glare paint disagreement was resolved by a letter from Wright Field, dated December 13, 1943, which directed that all A – 20G and A-20H aircraft having camouflage deleted required Olive Drab No. 613 anti-glare paint on top of the fuselage and inboard side of nacelles, forward of the wing leading edge, to cover forward and lateral vision areas seen by the pilot. It also stated that in addition to “Moth” (P-70) aircraft, it was still necessary to camouflage all Lease-Lend aircraft.

The general confusion over details of camouflaging production aircraft continued, and Douglas Aircraft found it necessary to ask the Material Center to clarify the situation in a letter dated December 15, 1943, This stated that an AAF letter directed that standard A-20 camouflage should be applied to all P-70 aircraft. Other AAF directives stated that Lend-Lease and “Moth” aircraft only should be camouflaged. They received a reply from Material Command on December 17,1943, stating that camouflage was required on all the P­70 night fighter versions. In turn, on December 20, 1943, they acknowledged the directives received, stated that they were determining the effective dates for deletion of camouflage on the A-20G, H, J, and К versions. They also requested immediate official contract authority for the change, so that they could implement it without delay.

This correspondence clearly shows the time involved in contract changes at that time, due to transit times for mail, even with the use of teletypes.

On March 24,1944, a revised ANA Bulletin No. 157a, Standard Aircraft Camouflage Colors, added atable showing the AAF and Bureau of Aeronautics colors equivalent to or superseded by these standard camouflage colors. The British nearest equivalent colors were also listed and were those for which the AN standard colors could be substituted. The name of color 619 was changed to read “Bright Red” in place of “Insignia Red”. A paragraph titled “Color Match” was also added and read as follows:

In order to determine color matches the subject standards shall be compared with the dry paint film under test by viewing un­der diffuse daylight illumination. The illumination shall be equivalent to International Commission on Illumination Illuminant “C” obtained from north sky light or suitably filtered artificial sources. The line of sight should be normal to the plane of the specimen and the standard. No water, oil or other means of moistening the surfaces shall be used. Color standards should be handled by the edges and suitable precautions taken to minimize drift due to exposure, soil, rubbing or other cause.

The added table read as follows:

NOTES: (1) AAF Bulletin No. 41

(2) Ministry of Aircraft Production Color Standards.

(3) 611 Interior Green is intended for standardization of the product obtained by tinting zinc chromate primer, Spec. AN-TT-P-656, for shop coat or interior finish purposes.

(4) 619 Bright Red (formerly called Insignia Red) is intended for use as specified by the Bureau of Aeronautics.

Boeing B-17G-75-BO, 42-37938, aircraft OR-E of the 323rd BS, 91st BG, at Bassing bourne, England, on June 6,1944, awaiting its next mission. Note that most of the aircraft behind are now in natural metal finish. (USAF)