Category And Colors

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.

* * *

A major revision of T. O. 07-1-1 was obviously required to cover all of the major changes made since the issue of T. O. 07-1-1, dated April 8, 1941 and T. O. 07-1-1 A, dated October 28, 1941, and this was released on June 1, 1942. The changes were underlined in the original document, and read as follows:

NOTE; The work directed herein will be accomplished as soon as possible by service activities with the aid of sub-depots, if necessary; however, a red diagonal on A. A.F. Form 41 will not be required in this case.

1. Camouflaging of Aircraft.

a. Types of Aircraft to be Camouflaged. – All United States Army Air Forces aircraft will be camouflaged in accordance with Army Air Forces Spec. 24114, with the following exceptions:

(2) Training types of aircraft…. These aircraft may be camouflaged by direction of Theater of Operation Commanders. Training Center Commanders, or Commanders of posts or schools to whom such authority mav be delegated.

b. Application of Camouflage Materials Over Existing Protective Coatings. Temporary camouflage materials, i. e.,

Paint. Water Dry, Army Air Forces Spec. 14057, as outlined herein, mav be applied over existing permanent camouflage finishes when required and as directed by Commanders in the Theaters of Operation.

d. Maintenance of Camouflage Surfaces. -…. Touching -up of permanently camouflaged surfaces is authorized if

required when the permanent camouflage has been partially destroyed by brushing action in removing the temporary camou­flage outlined below.

e. Types of Camouflage Materials. -….. It will be noted that the use of both types of materials requires the use of a

primer.

f. Use of Special Color of Camouflage Materials.

(1) The basic camouflage scheme in permanent camouflage materials for Army Air Forces aircraft is as fob

lows;

(a) Dark Olive Drab. Shade No. 41. Bulletin 41. for surfaces viewed from above

(b) Neutral Gray, Shade No. 43. Bulletin 41, for surfaces viewed from below.

(2) For camouflaged aircraft operating over a terrain predominately green, the use of one coat of Medium Green Shade No. 42. Bulletin 41. in permanent Camouflage Materials is authorized.

(3) The use of the following shades of Paint. Water Dry, Spec. 14057, is authorized, when required, and as directed by Com­manders in the Theaters of Operations.

(a) Sea Green. Shade No. 28. for upper surfaces when operating over terrain predominately preen.

(b) Black. Shade No. 33. for the lower surfaces of night-flying aircraft.

(c) Sand, Shade No. 26. for upper surfaces when operating over desert terrain.

2. Color of Painted Surfaces of Training Aircraft.

All training aircraft will have a finish as outlined in T. O.No. 0-1-3 or as specified in paragraph l. a.(2) of this Technical Order.

7. Organization Insignia.

a……… Rules governing design, submission of samples for approval, and use of organization insignia will be as out­

lined in Army Air Forces Regulation No. 35-22.

T. O. 01-1-3, “Airplanes And Spare Parts, General – Airplane Finishes” was an old Spec, originally issued in 1925. The current version referred to above was dated January 11,1940, and stated that the standard colors for exterior surfaces were prescribed in Spec. 98-24113 (detailed earlier in this chapter – this is a good example of how service specifications are tiered, each one referring you to yet another spec.. This is true to this date – author).

in view of information received from the Theaters indicating a definite need for camouflage of photographic aircraft, the Dir. of Photog­raphy (Wash.) directed that all F-5A aircraft be haze painted with the Cabot paint or its equivalent until a more suitable material was developed. The Dir. of Mil. Req. concurred with this directive.

Mat. Com. (Wash.) on April 15, 1943, (!), acknowledged receipt of this directive. They suggested the use of a newly developed synthetic haze paint which had been approved and requested approval of OC&R (Wash.). This approval was finally granted on May 18, 1943, by the Photo. Req. Sect., OC&R (Wash.). (It seems amazing now that it took so long for such matters to be finalized, especially as the USAAF was very much on the defensive at this time. It is no wonder that Gen. Arnold suffered no less than five heart attacks before he retired on February 9, 1946-author).

Lockheed again summarize their objections to the current haze paint scheme and recommend a new one-coat synthetic finish, January 23, 1943.

Lockheed wrote a letter to the CG, Western Procurement District, Los Angeles, Calif, on January 23,1943, again summarizing their objections, itemizing their production and maintenance difficulties. They indicated the need for use of a color scheme blending with the normal sky backgrounds at higher altitudes, recommending the use of a one-coat finish which would eliminate most difficulties in maintaining uniform coats during application, refinishing and retouching. They believed that this paint was vastly superior to the speci­fied haze paint material.

Lockheed then discussed flight tests run to find solutions to these problems, and as a result recommended that:

Enamel sky base blue and flight blue be adopted for all aircraft whose mission altitudes were over 25,000 feet.

Current specification haze type paint be discarded in favor of a tinted synthetic type enamel.

Flight camouflage having proved superior to standard olive drab and neutral gray, be developed for all altitudes.

Lockheed’s attitude to this problem can clearly be understood from the preceding entry, but despite that, it still took another four months before the problem was finally resolved

Dir. War Org. and Movement (Wash.) agreed with Eglin Field recommendations to polish camouflage finishes to improve air­craft performance, February 1, 1943.

Brig. Gen. F. W. Evans, Dir. War Org. and Movement(Wash.), wrote to the Dir. of Mil. Req. on February 1,1943, agreeing with the letters of November 4,1942, from Col. Chidlaw, and of November 19, 1942, from Eglin Field which had questioned the use of camouflage and recommended the elimination of from 1/3 to 1/2 of currently used camouflage. Eglin Field had indicated that a minimum of 8 mph and a maximum of 21 mph at sea level might be picked up by polishing the camouflage paint. Gen. Evans indicated his approval of the procedure suggested by Eglin Field and recommended that a policy be set up whereby all agencies affected would be directed to follow this procedure.

Amendment No. 3 to Spec. 98-24105-Q requires new escape panel markings, February 9,1943.

A new paragraph, No. E-14, was added to Spec. 98-24104-Q, in amendment No. 3.

This read as follows:

E-14. Escape Panel Releases. – All exterior escape panel releases shall be labeled “ESCAPE PANEL RELEASE” to facilitate quick identification. This identification shall be stenciled in one-inch letters on the outside of all airplanes near the latch.

Despite all of the research that had gone into the design of the new red-bordered national insignia, it was soon found necessary to make a further change, making the new outline border Insignia Blue, rather than Insignia Red.

This change resulted primarily from combat units in the Pacific theater still confusing the red in the insignia with the Japanese insignia. Thus, although various new orders directed the change to be made as soon as possible, in actual fact the change was made much more expeditiously in the Pacific theater than in the European theater. In Europe, aircraft could still be seen with the red-bordered insignia at the end of 1943

AN-I-9b included other lesser changes, which also had many long-term effects. These included deleting the word “star” from the name of the national insignia. For night fighters, size of the wing insignia circle was to be 25 inches in diameter, and the fuselage circle was to have a minimum diameter of 20 inches (as before) and a maximum diameter of 25 inches. On all aircraft, the fuselage insignia could extend over doors and emergency exits, but could not extend over windows or such openings used during combat which would change the insignia pattern,

Air Transport Command aircraft observed with yellow bands marked so that they obscured the national insignia, August 28, 1943.

It was noticed that C-47 aircraft of the Air Transport Command were carrying the required yellow bands around the fuselage in such a manner that they were obliterating or overlapping the fuselage national insignia. These aircraft also had their rudders painted yellow. An order correcting this was issued on September 28,1943, by the Domestic Transportation Division, Air Transport Command. It instructed all contract air carriers to apply these yellow markings in such a way that they did not obliterate or overlap the national insignia.

North American B-25H-1-NA, 43-4105, was the first B-25H. It is seen at El Segundo in mid-1943 with the red outline insignia. Note the P-51B – 1-NA, 43-12339, behind. (March AFB Museum)

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Boeing B-17F-40-DL, 42-3259, aircraft XM-D, “Snafu” of the 332nd BS, 94th BG, from Bury St. Edmunds, England, in early June 1943. It is marked with the grayed-out insignia, which never had the yellow ring added, because the unit had just arrived in England. Hence, the very new Dark Olive Drab and Neutral Gray finish. (USAF via Gerry R. Markgraf)

T. 0.07-1-8 “General-Use of Semipigmcnted Dope”, issued on September 9,1943, to cover using existing stocks of semipigmented dope.

A new Technical Order, T. O. 07-1-8, was issued on September 9,1943, intended primarily to exhaust the existing stock of semipigmented dope. After the stock had been used up, the dope procedures for fabric surfaces were to be followed, as outlined in T. O. Nos. 01-1-3 and 07-1-1C. Either of the following two methods could be used to apply the first four tautening coats of dope on fabric surfaces:

a. Two coats of cellulose nitrate clear dope, to be followed by two coats of cellulose nitrate semipigmented dope.

b. Four coats of a mixture of one part cellulose nitrate clear dope and one part cellulose nitrate semipigmented dope. Note: Under no circumstances was the semipigmented dope to be mixed with clear dope; that was intended to be only

used for aluminized dope.

(1) Painting of ring cowls is authorized in colors, as directed by the Commanding General of the AAF Training Command.

(2) Field identification numbers and radio call letters are authorized, as designated by the Commanding Gen­eral of the AAF Training Command for use in Army Air Forces Training Organizations and Civil Flying Schools. They will be of contrasting color, preferably block type, and will be applied to opposite sides of the fuselage in front of the insignia. The height will be the greatest practicable for the location required.

(3) Aircraft used only for instrument training may be distinguished, at the discretion of the Commanding General of each particular Command, as follows, except that such markings will not be applied to first line combat type aircraft:

(a) Rudders and vertical fins painted insignia red.

(b) Insignia red stripes, 18 inches wide, extending from junction of leading edge of wing and fuse­lage, diagonally (45 degrees to axis of the plane) to the trailing edge of the wing, top and bottom.

(c) Ring cowls to be painted insignia red,

(d) Multi-engine aircraft nose sections to be painted insignia red from the cockpit forward.

f. Markings and insignia may be made with any of the following materials:

(1) Enamel, Specification No. 14109 or No. ANE-3 (3-98).

(2) Insignia colors in oil, Specification No.3-120.

(3) Lacquer, Specification No. 14105 or No. ANTT-L-51.

(4) Dope, Specification No. 14108 or No. AN-TTD-554.

Additional markings were added to training aircraft in T. О. 07-1-1A, dated May 9, 1944. A new paragraph, number 3.e.(4), read as follows:

Training assigned aircraft with wide landing gear such as the P-47 may be marked on the upper wing surfaces to indicate wheel locations in extended position, thus decreasing taxing accidents. A yellow line one inch wide and three inches long of suitable paint material will be placed perpendicular to the leading edge of the wing directly above the wheels in extended position. This marking will be deleted from any aircraft furnished to overseas activities.

Gen Arnold queries USSTAFE if they consider camouflage necessary for TVoop Carrier Aircraft, May 1944.

On May 1,1944, Gen, Arnold asked Gens. Cannon, Stratemeyer, Brereton and Kenney in USSTAFE, “Based on operational experience, do you consider camouflage necessary for Troop Carrier aircraft in your Theater?” The replies to this were dated May 7 and 8, 1944, and stated “Special camouflage painting not considered necessary; however, prefer continuance of present olive drab paint job.”

Colors for insignia on night camouflaged aircraft queried, May 5,1944.

A teletype dated May 5, 1944, to Gen. Spaatz from Gen. Arnold queried the retention of insignia on the fuselage position of night camouflaged aircraft. Spaatz replied on the same day that the suggestion to retain the fuselage insignia, but to reduce their contrast by using a darker color than white, was approved. He continued that a quick decision was necessary for use on aircraft receiving glossy night camouflage, and requested detailed information as to colors and shades to be used, for further consideration by the AAF Board and the Bureau of Aeronautics.

Liaison aircraft, helicopters, and gliders still require standard day camouflage. Other fabric-covered aircraft and all control surfaces will be aluminized when re-covering is necessary.

3. PARTS IN STOCK.

a. Aircraft airfoils and other exterior metal parts in stock need not have the camouflage paint removed.

b. Fabric control surfaces in stock, or installed as replacements, need not be refinished for any color matching pur­poses.

4. PROPELLERS.

a. Lusterless black need not be applied to propellers unless required for antiglare purposes or corrosion resistance; however, the 4-inch yellow tip must be maintained as a safety measure for propellers of 14-foot 11-inch diameter or less, whereas propellers of 15-foot diameter and over require a 6-inch yellow tip. Repaired hollow steel blades from which any of the protective plating has been removed will be painted as outlined below, to protect against corrosion. Wood propellers will not be painted black; however, the yellow tip must be maintained as a safety measure for propellers.

b. If lusterless black is to be used for antiglare or corrosion-resistance purposes, it will be accomplished by spraying the hub and each propeller blade while in a horizontal position, and retaining the propeller in this position until the paint materials have set. Over one light coat of zinc chromate primer, Specification No. AN-TT-P-656, one light coat black cellulose nitrate lusterless lacquer will be applied and will extend to within 4 inches of the tip of the blade; this 4 inch tip section will receive one light coat of lusterless yellow lacquer. The propeller will then be checked for balance.

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.

c. When necessary, three – and four-blade metal propellers may be lightly touched up between overhaul periods, while installed on the airplanes. Care will be exercised to apply proportionate amounts of paint to each blade to maintain proper blade balance.

NOTE Where anti glare paint can be applied to all blades of a propeller assembly in proportionate amounts, propeller balance need not be accomplished. This is not to be interpreted as authorization for deletion of propeller balance at overhaul or any period during which balance is normally required.

5. PRECAUTIONS.

Due to the inflammability and toxicity of solvents used, the precautions outlined in T. O. Nos. 07-1-4 and 07-1-7 will be adhered to when painting or removing paint. When cleaning, precautions outlined in section III of T. O. No. 01-1-1 will be followed.

SECTION II

AUTHORIZED AIRCRAFT FINISHES

6. JET 622 NIGHT CAMOUFLAGE.

a. GENERAL. – Special black camouflage paint, color designation “Jet No. 622,” has been developed for use in minimizing visibility of airplanes at night. The estimated quantities of materials required will be found in table L

TABLE 1

METAL SURFACES FABRIC SURFACES

Lacquer, 2 coats over primer Dope Total Approx

Weight Increase

Fighter (P-40) 10 gal 2 gal 15 1b

Bomber (B-24) 30 gal 7 gal 45 lb

Requirements for other airplanes may be estimated from the preceding tabic.

a. Helicopter rotor blade classification numbers will be stenciled on the blade by any facility authorized to balance or alter the blade. This number will consist of three parts; first section will be the weight in pounds of the blade expressed in decimal form; the second number will be the distance in inches from the tip of the blade to the center of gravity of the blade; the third number will be the distance in inches from the leading edge of the blade to the center of gravity of the blade chordwise. Example: 57.2 – 126.3 – 5.2 when the blade has a weight of 57.2 pounds with center of gravity 126.3 inches from the tip of blade, and with the chordwise center of gravity 5.2 inches from leading edge. Stenciling, approximately 3/4 inch in height, will be accomplished with yellow dope on olive drab and black dope on aluminized surfaces.

b. Identifying color bands painted on the tail rotor blade housing by the contractor will be maintained, and an identify­ing dot approximately 1/2 inch in diameter of the same color as appears on the housing will be painted on the butt end of the blade for matching purposes. As required by paragraph 5.d., a 6-inch yellow tip will be maintained with yellow dope. Specifi­cation No. AN-TT-D-554, stock No. 7300-318500, to prevent accidents, such as have previously occurred, due to lack of visibility.

cl The color bands installed by the contractor on tip of main rotor blades will be maintained, along with matching col ors on the housing. Visibility marking need not be applied. Different colors are required on the blades for tracking as well as matching purposes.

SECTION IV
INSIGNIA