Category And Colors

A few days after the end of the war in Europe on May 8, 1944, Capt. William L. Swisher made a quick tour of many ex-Luftwaffe bases. His photographs are an excellent record of the “spoils of war”. This is an Arado Аг 96B, 4658, aircraft CD+XF. It had the no. H4 under the cockpit and E-III on the rudder, significance not known. It has the white US star painted over the Luftwaffe cross and was being used as a squadron “hack". Location unknown, seen on May 15, 1945. (William L. Swisher)

Siebel Fh HI4A with the US blue outlined insignia. Location not recorded, seen in May 1945. It was also being used as a squadron “hack”. (William L. Swisher)

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Goth» Go 150, FG-1163, registered D-E??D, seen at field R-30, Kuril), Germany, on May 8,1945. It has had the LIS star and bar insignia painted over the last three letters of the registration. The swastika on the tail band has been over-painted. (William L. Swisher)

Focke-Wulf Fw 190A-8, 580351, coded 1+5, seen at field R-68, Strauhing, Germany, on May 11,1945. Il is in immaculate condition. (William L. Swisher)

Focke-Wulf Fw 190D-9, 500570, aircraft 12+bar, believed to be of I1T/JG54, seen at field R-30, Furth, Germany, on May 8, 1945. Behind is a Lockheed K-5C, of the 31st PRS, 10th TRG. (William L. Swisher)

Me. ssersehmitt Bf 110G-4d/R3, aircraft G9+DC of NJG-1 in May 1945, Location unknown. Note the Heinkel He 111 behind. (William L. Swisher)

Messersehmitt Me 410A-3, 10047, aircraft 5T+DN of unit KSG-1. Location unknown. Seen in May, 1945. Note the side gun barbette on the fuselage. A superficial resemblance to the RAF DeHavilland Mosquito led to many of the latter being attacked, mis-identified as Me 410s. (William L. Swisher)

Dornier Do 217E-1,1104, aircraft FF+CD, seen at field R-19, Nordhausen, Germany, on May 28,1945. Note the forward “Mistal” attachment struts on the fuselage aft of the cockpit. (William L. Swisher)

Messerschmitt Me 262A-1A, 111755, seen in an Autobahn revetment, ten miles west of Augsburg, Germany, on May 25,1945. Unlike many of these at this time, this Me-262 appears to be in perfect condition. Note the large stand of very upright trees, giving very good concealment from air attacks. (William L. Swisher)

Heinkel He 162H-20,220003, aircraft “M20”, without its engine and in a somewhat bent condition. Seen at field R-82, Munich/Reim, Germany, on May 25,1945. (William L. Swisher)

Biicker Bii 131 trainer, seen at R-82, Munich/Reim, Germany, on May 25,1945. It has its former operators’ markings painted out and replaced by the new owners’ star-arid-bar insignia This was a superb training aircraft and much prized. (William L. Swisher)

Camouflaging of the exterior surfaces of AAF aircraft is no longer required except for night fighters and as may be directed otherwise by the Commanding General, Army Air Forces. Aircraft destined for delivery to U. S. Navy and foreign agencies are not included in these requirements. This does not, however, eliminate the identification data, insignia, antiglare coatings, and corrosion prevention.

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3. FABRIC AIRCRAFT

Fabric covered aircraft and all control surfaces will be aluminized when re-covering is necessary or when major fabric repairs are required.

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5. PROPELLERS

d. Helicopter main blades will be aluminized when re-covering or major repair is necessary. A 6-inch yellow tip will be maintained on all tail rotor blades to prevent accidents caused by lack of visibility. The remainder of the tail rotor blades will be maintained in the original finish. Tips of main rotor blades will be maintained in original color. (Refer to paragraph 22. for markings.)

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8. DAY CAMOUFLAGE

Standard day camouflage consisting of upper surfaces olive drab shade No. 613 AN Bulletin 157 and lower surfaces

sea gray shade No. 603 is no longer required. (Refer to paragraph 2,for policy on removal.)

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On May 27, 1942, the Prod. Eng. Sect.(WF), teletyped the Prod. Eng. Sect. (Wash.) that:

In reference to requirements for application of Desert Camouflage to aircraft for 98th Bomb Group project, it is intended to apply permanent camouflage enamel conforming to Air Corps Spec. 14109 of the same color as water color Sand, Chart No. 26. It is also intended to apply this enamel in a solid color coat over the existing Olive drab camouflage and that the under surfaces will remain neutral gray as they are at present.

In-as-much as present instructions at the Material Center concerning camouflage of this type are not definitive, this information is furnished in order that the proper authority may be informed.

(Note: the 98th Bomb Group (Heavy) initially consisted of 35 B-24Ds, They were sent from Morrison Field, Florida, between 17 and 30 July, via the southern ferry route to their Middle East base at Ramat David, Palestine. They went into action on August 1, 1942).

Application of Haze paint to F-4 aircraft reviewed, May 27,1942.

The Exp. Eng. Sect. (WF), reviewed the painting of eight F-4 aircraft of the 5th and 9th Photographic Reconnaissance Squadrons at Felts Field, Spokane, WA. They found that experienced painters, even if unfamiliar with the principal of haze paint application, could quite easily accomplish the work, under proper supervision.

Deletion of “U. S.ARMY” from below wings ordered, May 28,1942.

The AAF directed that the lettering “U. S. Army” be removed from the bottom of wings of camouflaged airplanes then in service and those being produced. All manufacturers were notified that the lettering was no longer desired, and the Material Center was ordered to elimi­nate the requirement from appropriate specifications.

Spec. 98-24102-K, Amendment No. 3 changes insignia requirements, May 28, 1942.

The design of the insignia was now changed to reflect the requirements of the War Department Circular of May 12th. The following now applied:

Lockheed P-38F, showing the new Insignia to 24102-K, amendment no.3, on left wing. Note the condition of the paint on booms aft of the turbo­superchargers, caused by their exhaust. (USAF via Gerry R. Markgraf)

Lockheed P-38F, shows its black number "86E” on nose of cowls, and the red cowl bands behind propellers. It can be seen where the red star was painted out on the fuselage insignia. Note that the insignia is missing from the top of the left wing. (USAF)

Design:

(1) . Training Aircraft. – The design of the insignia shall be a red circle inside of a white five pointed star, inside of a blue circumscribed circle as shown in Figure I. The circumference of the inner red circle shall be tangent to the lines forming a pentagon made by connecting the inner points of the star.

(2) . Combat Aircraft. – The design shall be the same as that described in para

a. (1) for training aircraft except that the circle inside of the five pointed star shall be eliminated and the entire star shall be white. The colors were to conform to the A-N Aircraft Color Standards.

For rudders, the spec, now read:

(1) . Training Aircraft. – The insignia on the rudder shall consist of one blue stripe parallel to the rudder post and 13 alternate red and white stripes parallel to the longitudinal axis of the airplane as shown in Figure 2.

(2) Combat Aircraft. – The rudders of combat aircraft shall bear no insignia.

Mil. Keq. Policy No. IS, Supply. 1, defines standard basic camouflage, May 29,1942.

A supplement to Mil. Req, Policy No, 15, dated May 29, 1942, set forth the standard basic camouflage for all operational aircraft produced in the U. S. Manufacturers were to apply the olive drab paint to top surfaces and neutral gray to lower surfaces of the aircraft and all lines of demarcation were to be eliminated as much as possible.

A memo issued by the Material Center, WF, on June 8, 1942, further stated that haze paint for special photographic aircraft would be provided if desired and that ail training aircraft should be camouflaged as directed by Theaters of Operations. In order to avoid confusion as to the term operational aircraft, JAC approved on June 12,1942, limitation of this term to apply only to USAAF land based aircraft, with the exception of amphibians.

The first change of 1943 came in the form of T. O. 07-1-1A, dated January 9, 1943, but it was only a minor one. It stated that, under “Camouflaging of Propeller”, that no attempt was to be made to camouflage wood propellers.

Spec, 98-24105-Q, Amendment No. 2 changes color for radio call numbers, January 13, 1943.

There had been some confusion as to how the radio call numbers were to be derived from the aircraft serial numbers. This was because the instructions had slated that the radio call number should start with the last number of the year the aircraft was manufactured, whereas the serial number began with the fiscal year in which the aircraft had been ordered. This led to some duplication of radio call numbers on different aircraft, primarily because the year of manufacture was not necessarily the same year as shown in the serial number. For example, a serial number assigned in 1941, such as 41-2345 and manufactured in 1942, would have a serial number of 41-2345 and a radio call number of 22345, which was incorrect and should have been 12345. Para. E-6A was changed to read as follows:

E-6A. Each airplane shall have a radio call number painted on its vertical tail surfaces. The radio call number shall consist of at least four numerals and shall be determined in the following manner: The first numeral and the hyphen shall be omitted from the serial number of the airplane, using zero where necessary between the year designated and the serial number to make at least four numerals.

Renumbered Paragraph E-6D, “Camouflaged Airplanes”. – Delete the last sentence of this paragraph and substitute the following:

For light colored backgrounds, the numbers shall be black in accordance with color chip No. 44 of Army Air Forces Bulletin No. 41, and for dark backgrounds, the numbers shall be yellow in accordance with color chip No. 48 of Army Air Forces Bulletin No.41,

Many manufacturers had asked for clarification of the color requirements in Spec. 24105-0 for the radio call numbers on dark back­grounds, because although T. O.07-1-1 called out yellow for these, the spec had required either red or black. This new amendment corrected this to require the use of yellow only.

The same day that the revised version of AN-19a introduced the new rectangular bar insignia, HQ. AAF issued a revision to T. O. 07-1­1, which stated that:

The work directed herein will be accomplished immediately by service activities with the aid of sub-depots, if necessary. Under para. 4. STANDARD INSIGNIA., it stated:

a. A cocarde of new design as described below will be placed on all aircraft of the AAF immediately. (Refer to figure 11.)

(1) A five pointed white star within a blue circle (as formerly),

(2) The straight line formed by the top edges of the two star points which are located to the left and right respectively of the upper star point, will be extended outward a distance equal to 1 radius of the circle on either side. Draw lines perpendicu­lar to this line at each end and extending downward for a distance equal to 1/2 the radius of the circle. Draw lines parallel to the above horizontal line from the ends of the two perpendicular lines until they intersect the circle. The bars thus created will be painted white.

(3) Using a width which is 1/8 the radius of the circle, describe a border of red around the entire design outlined in paragraphs 4.a.(l) and (2).

At the end of this section of the T. O., the following was added:

NOTE: Existing insignia may be reworked by adding the white rectangular areas and the red border provided that the provisions of paragraphs 4.b. and c. are complied with in so doing.

Results of camouflage speed test sent to Commanding General, Eighth Air Force, England, by HQ. VII! Bomber Command, dated July 1, 1943.

In accordance with the earlier request to delete camouflage from its aircraft, the 1st Bomb Wing ran camouflage speed tests on a B-17F, with its original camouflage applied and then with it removed, to check the improvement, if any, in its speed. The report stated that removal of the camouflage required the removal of all fabric covered surfaces and the engine cowlings before the job could be started. It took 1,300 man-hours to complete the operation, using 155 gallons of paint remover, one bale of rags, and eight pounds of steel wool. It took this much effort because it was the first time it had been done in the field, there was a lack of paint brushes, lack of a sufficiently strong paint remover, and lack of proper stands to facilitate access all over the aircraft. It was considered that fifty gallons of double strength paint remover would be sufficient to do the job if brushes were available instead of rags. B-17F, serial number 42-29780, was used for the tests.

North American B-25H-NA. of the 823rd BF, 38th BG, оГ the 5th Air Force in the Pacific area, shows both its fearsome tiger marking and its 75mm cannon and four 0.5 inch guns in the nose. It is in the normal dark olive drab and neutral gray camouflage. (March AFB Museum)

North American B-25J-1, possibly 43­3892, of the 823rd BS, 38th BG. F ifth Air Force in July 1943. (March AFB Museum)

The results showed that the speed gain varied between 2.3 and 3.2 miles per hour, and it could be expected that a maximum gain of 4-5 miles per hour would result from removing the camouflage paint. In view of the small gain in speed, it was not recommended to remove camouflage paint from operational aircraft. HQ. VIII Bomber command agreed with this recommendation in their letter to the CG., Eighth Air Force. (This small speed increase was in contrast to the earlier assertion that 20 to 25 miles per hour could be gained – author).

T. 0.07-1-1C fixes diameter of the new wing insignia, July 3,1943

A few days after the new insignia was issued, a change was made to the wing insignia size. The new order read : “Diameter of the blue circle will be 75 percent of the distance between the leading edge of the wing and the aileron cut-out except that the circle will not be greater than 60 nor less than 30 inches in diameter.”

Smooth surface camouflage report released, July 9,1943.

Smooth surface camouflage was discussed in a report issued on July 9,1943 by Eng. Div. (WF). The smooth finish, which had been tested at both Eglin Field and WF, was discussed thoroughly. Eglin Field had also issued a final report, No. 3-43-48, dated May 12, 1943, of additional comparative tests, and this was attached to the WF report. The reports concluded that:

A definite gain of from 1% to 2 % in top speed.

There would be no decrease in camouflaging qualities or delay in production if the smoothing operation was properly fitted into the production schedule.

Boeing B-17F-10-BO, 41­24453, aircraft LG-O, and LG-P, of the 322nd BS, 91st BG, in the pre-June 1943 insignia. Note that the hlue-over-yellow out­lined fuselage insignias have been heavily grayed over, unlike those on the wing upper surfaces. Note the heavily-applied me­dium green blotches all over the aircraft. They show up particularly well on the fabric doped sur­faces. (USAF)

In view of these facts, Eng. Div. recommended that all camouflaged combat aircraft be smoothed and the current painting procedures and specs, be modified to require a minimum of smoothing effort. They also recommended that aircraft manufacturers be requested to review their aircraft designs and methods of construction to prevent dents, skin lap joints and poorly fitting doors, as the resulting drag could be greater than that of rough camouflage paint.

Eglin Field run tests on camouflage of bombardment aircraft, July 12,1943.

On July 12, 1943, Eglin Field made an interim report on tests they were running to determine whether or not bombardment aircraft should be camouflaged differently than the basic camouflage for fighter aircraft. The otive drab color had been developed primarily to protect fighters from observation from above. This color was also used on the sides as well as on the top of the aircraft, because the side areas were small and unimportant.

However, on bombardment aircraft, the increased side area made a specific color coloration necessary for those areas, since the dark olive drab on the side areas silhouetted the aircraft against a bright sky when seen from the side.

Eglin Field believed that camouflaging the under surfaces of bombardment aircraft was unimportant, thus the camouflage could be omitted, also saving weight. They recommended that a gray color be used for camouflaging the sides of bombardment aircraft. Their final report, No. 3-43-77, “Test of Daytime Camouflage for Heavy Bombardment Type Aircraft”, was issued on November 12, 1943.

On August 5,1943, Eng. Div. (WF) informed the Mat. Div., (Wash.), that they felt that painting the sides of aircraft was effective in reducing recognition of low flying aircraft, but that olive drab was better camouflage when viewed from an angle above the aircraft. They also believed that the same coloration would not be effective in all situations, and therefore different colors should be used depending, on the background (sky, water, or land) against which the aircraft would be seen, to achieve the best camouflage effect.

Eglin Field reports on test to increase the visibility of training aircraft, July 28, 1943

Report No. 3-43-99, “Test to Increase Visibility of Training Planes”, was issued by Eglin Field on July 28, 1943. Unfortunately, this is another of the missing reports referred to earlier, but we do know that on December 26,1943, a major revision of T. O. 07-1-1 included new requirements for special trainer markings. No other changes were made to trainer markings prior to this time, so it is most likely that these resulted from the Eglin Field test. The changes affected only aircraft used for instrument training and consisted of adding large areas of insignia red to various parts of the trainer aircraft (see paragraph 3f of the revised T. O. 07-1-1 later in this chapter).

Tech. Sub-Committee on Camouflage asked to approve colors for high-altitude aircraft camouflage, August 13,1943.

A memo dated August 13, 1943, was sent to members of the Tech. Sub-Committee on Camouflage telling them that the suggestion that Army, Navy, and British ideas be exchanged, might prove useful in the development of high altitude camouflage. The members were asked to signify their approval of colors to be added to the AN Standard aircraft camouflage colors. (Note: the British already had a wide range of such colors, such as PRU Blue, Sky Blue, Deep Sky, and Dark Mediterranean Blue, developed for use on their high flying fighters and reconnaissance aircraft. In view of the earlier cooperation between the two countries on standardizing camouflage colors, it is surprising that at this date that such a request should have to be made. Possibly, it was a result of the feelings re British type camouflage expressed earlier by the Dir. Mil. Req, – see the entry for July 27,1942, In the event, Lockheed ended up by painting all of the later F-5A aircraft in a color very similar to the RAF PRU Blue – author).

Bob Hope’s entertainment group is shown arriving at Mateur, Tunisia, on August 10, 1943. They were flown in the 325th FGs B – 25 “Passion Flower 2nd”. Lt. Col. Baseler is in the center of the group, with Frances Langford and Bob Hope at the right. (Robert L. Baseler)

North American B-25D-15-NC, 41-30428, is seen with the Twelfth Air Force in North Africa in 1943. The aircraft is camouflaged in the special North West African scheme of March 1943. (March AFB Museum)

a. The exterior of metal fuselages and metal airfoils do not ordinarily require paint as a protection against corrosion (T. O, No. 01-1-2), However, where it is necessary to provide additional protective finish on any parts not made from chromium – coated sheet material, any such unprotected parts will be cleaned with phosphoric acid alcohol cleaner, finished with one coat of zinc chromate primer, Specification No. AN-TT-P-656, and two coats of aluminized lacquer. Aluminized lacquer consists of lacquer, cellulose nitrate, clear, Specification No. AN-TT-L-51, pigmented with 12 ounces per gallon of paste, aluminum pig­ment, Specification No. TT-A-468.

b. Antiglare camouflage olive drab or dull dark green paint is authorized, where necessary, to be applied to top of the fuselage in front of the cockpit and on the inside upper one fourth of the engine nacelle.

c. Exterior plywood surfaces will be finished with two coats of sealer, Specification No. AN-S-17, or on open grained woods, one coat of sealer followed by one coat of surfacer, Specification No. 14115, sanded down, before the final two coats of aluminized varnish. Use 16-20 ounces of pigment, aluminum paste, Specification No. TT-A-468, in each gallon of varnish. Specification No. AN-TT-V-116 or No. AN-TT-V-118.

d. All exterior fabric parts will have a minimum of two brush and two spray coats of clear nitrate dope, Specification No. AN-TT-D-514 (aluminized dope vehicle AN-TT~D-551 is not a suitable substitute, as it does not have the tautening quali­ties of AN-TT-D514), This will be followed by two or more coats of aluminized dope prepared by adding 8 ounces per gallon of paste, aluminum pigment, TT-A-468, to dope, cellulose nitrate, clear, Specification No. AN-TT-D551, before thinning.

e. Patching will be accomplished with clear dope, Specification No. AN-TT-D-514, applied in same manner as semipigmented dope previously used.

f. EMERGENCY REJUVENATOR FOR OLD FABRIC. – To one gallon of two to one mix of clear dope, Specifica­tion No. AN-TT-D-514, and blush retarding thinner, Specification No. AN-TT-T-258, add 1 fluid ounce each of tricrcsyl phos­phate and castor oil. Apply one coatby brush to clean surface, followed by one spray coat. After several hours drying, spray one coat aluminized dope, prepared as specified in paragraph 2,d.

g. For removal of all types of paint material from metal surfaces, use paint and varnish remover, Specification No. 14119, for removal. If not available, lacquer finishes may be removed with material compounded by the following formula: 3 gallons benzene, 2 gallons acetone, 1 pound paraffin wax. For removal of dope from fabric surfaces, use nitrate dope and lacquer thinner, Specification No. AN-TT-T-256.

1. MARKINGS.

Only such markings and identifying insignia as outlined herein will be used on AAF aircraft except as specifically authorized by the Commanding General, Army Air Forces.

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. 98-24105.)

b. Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in Specification No. 98-24105 will be maintained.

c. Radio call numbers of not less than four numbers will be maintained on all AAF aircraft, utilizing both sides or each outboard side, as applicable, of vertical stabilizer and rudder assembly; on all airplanes operating solely within the continental limits of the United States, the radio call numbers will also be placed on the lower surfaces of both wings. These are not required, however, on primary trainers not equipped with radio and which bear field identifying numbers. Wing numerals will be placed with the top forward on the right wing immediately inboard of the insignia and in a corresponding position on the left wing. Call numbers, or designators, will be of a size discernible at a distance of 150 yards. They will be derived by deletion of the first number of the 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 where available.

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

e. American propeller blades, design Nos. A-2721107 add C-3821306, used in sets in Aeroproducts and Curtiss propel­lers, respectively, will be identified by a yellow stripe, 3/8 inch in width and 3/8 inch inboard of the yellow tip section, A. O. Smith propeller blades used in sets in Curtiss propellers will be identified by two 3/8-inch yellow stripes, one 3/8 inch inboard

of the yellow tip section and the second stripe 3/8 inch inboard from the first. These stripes will extend completely around the blade section.

CAUTION Care will be exercised to mask any angular graduations on the propeller hub or blades. The space between the blade shank and barrel will be masked-off to prevent paint from contacting the seals.

The stenciled markings between the 18- and 24-inch R stations on the cambered side of the propeller blades will be retained.

a. GENERAL. – The placing of organization markings or design (approved by the War Department as outlined in AAF Regula­tion 35-22) will be the responsibility of the organization itself. Depots will not be required to reproduce this insignia.

b. LOCATION. – 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. If applied to other than smooth surfaces, insignia may be painted on the aluminum sheet and bolted or screwed securely to rigid membersof the airplane.

4. DECALCOMAN1AS.

a. The use of decalcomanias, Specification No. 14118, for standard or organization insignias 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, Ohio, will be notified, giving Purchase Order number, type, and size.

5. LIGHTER-THAN-AIR.(omitted – no changes)

A revised version of T. 0. 07-1-1 was issued on July 20, 1945 and added additional information on Jet 622 camouflage and a new paragraph 21, covering markings for Air Sea Rescue planes. As this was changed in format from earlier version, it is reprinted in full below:

This Technical Order replaces T. O, Nos. 07-1-1, dated 25 August 1944, and 07-1-1 A, dated 22 January 1945, revised to include additional information, particularly on Jet 622 camouflage; also to include paragraph 21, on markings for Air Sea Rescue planes. NOTE The work required herein will be accomplished as soon as practicable by all activities having (he affected airplanes.

TABLE OF CONTENTS

General…… . .

Authorized Aircraft Finishes Markings. . .

Insignia

Lighter-than-air…. .

Materials Required.

SECTION 1

GENERAL

1. CAMOUFLAGE.

Camouflaging of the exterior surface of AAF aircraft is hereby discontinued except for helicopters, liaison airplanes, gliders, troop carrier transports, and night fighters and as may be directed otherwise by the Commanding General, Army Air Forces. Aircraft destined for delivery to U. S. Navy and foreign agencies are not included in these requirements. This does not, however, eliminate the required identification data, insignia, antiglare coatings, and corrosion prevention.

OPPOSITE: North American P-51D, aircraft “My Aching Back”, of the 4th FG, in early 1945.

2. REMOVAL OF CAMOUFLAGE

a. Paint may be removed from presently camouflaged metal aircraft provided no interruption in operations results. Aluminized parts installed on a camouflaged aircraft wilt not be camouflaged. However when any unpainted metal surface of sufficient area to materially affect the flight characteristics of the airplane is installed, the remaining camouflage paint may be removed. Camouflaged metal parts installed on unpainted airplanes need not have camouflage removed but all painted surfaces will be properly maintained to present a neat and uniform appearance.

NOTE On aircraft undergoing DIR the paint will either be touched up or removed, whichever is more economical, to avoid an unsightly appearance.

b. For removal of all types of paint materials from metal or wood surfaces, use paint and varnish remover. Specifica­tion No. 14119, in accordance withT. O. No. 07-1-7. For removal of dope from fabric surfaces, use nitrate dope and lacquer thinner. Specification No. AN-TT-T-256.

NOTE On airplanes having laminar flow wings paint should be removed only from the trailing 60 percent of the wings. Sand the edges at the 40 percent chord enough to “feather” but exercise care that the cladding is not removed. Hide the olive-drab finish on the leading 40 percent of both top and bottom of the wing with either aluminized lacquer or aluminized varnish as applicable. This is necessary in order that the special putty and surfacer on that portion of the wings be left undisturbed. The proper putty and surfacer for repair of laminar flow wings are included in section VI of this Technical Order.

Lockheed P-38J-10-LO, 42-68055, aircraft E6-M, of the 402nd FS, 370th FG, has black spinners and a black disc on the vertical tail. The last three digits of the serial number are on the nose in black. (William L. Swisher)

Л group of communication aircraft lined up at Bassinghourne, England, home of the 91st BG, Eighth Air Force, in the spring of 1945. From left to right they are a Piper L-4, no serial visible; Noorduyn UC-64A-N1), 44-70258 in aluminum finish; Republic P-47D-10-RE, 42-75151, aircraft MX-Lofthe 82nd FS, 78th FG; Cessna C-78-CE, 42-58434, aircraft “U". Taxing in the background is a B-37G of the 91st BG. All of the lined up aii-craft are carrying a white triangle with an unidentified symbol in it. (USAF)

a. Radio call numbers of not less than four numerals will be maintained on all AAF aircraft except as stated in paragraph 17.c. These will be applied to both sides or each outboard side, as applicable, of the vertical stabilizer and rudder assembly, except that on rotary winged aircraft, they will be applied to the sides of the fuselage. These call numbers, or designators, will be of a size discernible at a distance of 150 yards. The suggested minimum size is 8 x 12 inches. They will be derived by deletion of the first numeral of the 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. Colors will be black for uncamouflaged surfaces, and yellow for camouflaged surfaces except that black camouflaged planes will have insignia red call numbers. Decalcomanias are authorized if available,

b. IDENTIFICATION MARKINGS.

(1) On all aircraft, except helicopters and lighter than-air, operating solely within the continental limits of the United States, an identification marking will be placed on the lower surface of the left wing, and each side of the fuselage if space permits without relocation of the insignia. These identification markings will consist of two letters and three numerals determined as outlined below. Letters and numerals will be of uniform size, with the letters separated from the numerals by a dash.

NOTE If any duplication of identification symbols should occur on permanently assigned aircraft at any one installa­tion, a suffix letter may be used to further identify the aircraft. The suffix letter will be of a size and so placed so that the size of the basic identification symbol is not reduced.

(2) The wing markings will be centrally placed on single engine aircraft and will be placed outboard of engine nacelles on other aircraft, with the top of the letters and numerals forward. The letters and numerals will be the same height as the star in the wing insignia, with the width two-thirds the height, width of strokes one-sixth the height and with spacing one – sixth the height.

(3) The location of the fuselage markings will depend upon the fuselage surface available therefor. They will be the largest size practicable, determined by available space, however, in no case will they be smaller than 8×12 inches, or larger than 32 x 48 inches. The proportion of width, and length of the stroke, to the height will be the same as that of wing markings insofar as practicable.

(4) Identification markings will be yellow on camouflaged surfaces and black on aluminized surfaces, and of either gloss or lustcrless enamel or lacquer.

(5) The first letter of the identification marking will identify the type of aircraft, the second letter will be an equivalent for the model number and the numerals will be the last three numerals of the serial-number. The tetters to be used for the various types and models, together with an example of the identification markings of a specific aircraft of each type are set forth below:

(The following new aircraft were added to the Glider section of this paragraph):

(The following paragraphs were added or revised):

17.c. Radio call numbers are not required on primary trainers which do not have radio equipment and which bear field identifying numbers; however, identification markings required by paragraph 17.b. are applicable to primary trainers.

19.g. Helicopters used in pilot training may have fuselage finished international orange color shade No. 598 for pur­poses of visibility.

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