Category And Colors

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

Some confusion had arisen concerning which service was responsible for developing collapsible decoys for camouflage purposes. The Material Center at Wright Field, as directed by the Dir. of Mil. Req., issued a memo dated June 8, 1942, stating that the responsibility for development of materials, methods, and technique relating to camouflage was as follows:

Corps of Engineers – all camouflage except protective coloration of aircraft.

Army Air Forces * Protective coloration of aircraft.

Curtiss P-40E of the 23rd FG, 14th AF, at Kunming, China, in early 1942. Warming up, it shows the fearsome AVG shark marking very well. Note that the aircraft behind are the very rare Republic P-43As; only 80 were built. The nearest one is 40-2945. (USAF)

Camouflage defined for AAF Consolidated PBY-5A aircraft, June 10,1942.

The Joint Aircraft Committee decided on June 10, 1942 that the standard basic camouflage scheme for AAF operational aircraft would now refer only to land based aircraft, and that the Consolidated PBY-5A aircraft being procured for the AAF would be camouflaged in accordance with the previously approved standard Navy “ship-based aircraft and flying boats” camouflage scheme. As a result, the Material Center issued a memo on June 13, 1942, stating that the standard basic camouflage scheme for all AAF Consolidated PBY-5 aircraft was:

a. Surfaces seen from above to be painted non-specular blue-gray.

b. Surfaces seen from below to be painted non-specular light gray.

The memo also stated that the term operational aircraft referred only to land based aircraft used by the AAF, with the exception of amphibians.

Continued Requests for the use of White anti-submarine aircraft camouflage.

A decision on whether or not to use white paint as a camouflage on anti-submarine aircraft still had not been made by June 29,1942, when No. 1 Bomber Command, New York, sent a request to the Commanding General, Air Forces, EDC, and First Air Force, Mitchcl Field. This asked that they be authorized to camouflage, and be furnished with the materials to camouflage, all aircraft of their Command engaged in patrol operations.

They requested that the paint should be No. 1 white, or “just off-white”

In response to this, on July 2, 1942, HQ Air Forces EDC and First Air Force requested that the Material Center, WF, should allow the First Air Force to conduct experiments in camouflage.

The Material Center replied on July 13, 1942, that action on this type of camouflage had been delayed by the lack of a satisfactory camouflage paint for de-icers, but that a contract for the development of such a paint was going to be made to the Goodrich Tire and Rubber Co. They went on to state that oyster gray finishes for metal and fabric covered surfaces could be prepared locally by tinting white camouflage enamel (Shade 46, Bulletin 41) with black camouflage enamel of the same spec.. If conditions required flight tests before de­icer paint could be obtained, they suggested that water paints to Spec. 14057 be used.

On July 30, 1942, HQ Air Forces EDC requested that the 1 Air Service Area Command, Heinpsted, NY, obtain data on the number and types of aircraft that would be used in the white paint tests.

On July 23, 1942, HQ 1 Bomber Command forwarded the following list of aircraft to be painted:

1st Air Service Area Command

The HQ 1 Bomber Command wanted to have this repainting done as soon as possible, as all of the aircraft were being used on combat missions. There was a misunderstanding as to the extent of the repainting and testing that was actually going to be done and the repainting was delayed until later.

T. O. 07-1-1 Amended to add Medium Green patches to wings and revises insignia requirements, July 10,1942.

T. O. 07-1-1 was amended to include a new paragraph l. f. (1) (c) and revised paras. 5.a. and 6, l. f. Use of Special Color of Camouflage Materials.

(1) The basic camouflage scheme in permanent camouflage materials for AAF aircraft is as follows:

(c) Medium Green. Shade No.42 in splotches or patches along the leading edges, tips and trailing edges of the wing, vertical and horizontal stabilizers and rudders.

1. Application should be made so that the continuity in appearance of the wing, stabilizer, and rudder outlines is broken,

2. The size of the splotches or stripes should extend inward from the edges at various distances ranging fro 0 to 20% of the width of wing, stabilizer or rudder member.

5. Markings.

a. The markings for all military aircraft will be in accordance with Spec. 98-24105 (airplanes), or 99-2050 (lightcr – than-aircraft) except that on camouflaged aircraft the marking “U. S. Army” on the under surface of wing will be omitted.

6. Standard Insignia. Standard military insignia will be placed and maintained on each aircraft as outlined in Spec. 98-24102, or Spec. 24114 (airplane camouflage) which includes the following:

a. The red circle in the middle of the star insignia as used as present will be eliminated on all types of aircraft. The new type of insignia will therefore be a five pointed, white star within a blue circle.

b. All rudder stripes will be eliminated and the color of the rudder will be the same as that of the upper surfaces of the fuselage except as noted in para, l. f.(l) (s).

Use of Infra-Red (I-R) Paint recommended by Dir. Mil. Req. (Wash.), July 25, 1942

Gen. Fairchild, after the approval of Eglin Field had been obtained, recommended that the use of infra-red reflecting camouflage paint should be expedited. This paint contained chromium oxide, which was in short supply. However, the War Production Board (WPB) considered that a sufficient supply could be spared for this use. Because of its high protection against infra-red photographic characteris­tics it was of great value to aircraft: an aircraft saved from destruction by enemy fire by using I-R paint was as valuable as the production of another aircraft (and a lot cheaper-author).

Douglas C-S3-DO, 41-20090, one of a batch of 91 aircraft. It is in service with Northeast Airlines and shows how airliners were painted in standard camouflage and carried the national insignia, as weil as a version of the Air Transport insignia without any lettering. (Delta Air Lines via Talbott)

Left side view of another Northeast Airlines C-53-DO, shows a ciose-up of the markings on that side. Seen at Boston, Massachusetts. (Delta Air Lines via Talbott)

Recommendation for use special camouflage on anti-submarine aircraft, July 27, 1942.

The push to get a better anti-submarine aircraft camouflage did not cease and in a memo dated July 27, 1942, the Director of Technical Services recommended that a special camouflage be applied to all anti-submarine aircraft. The proposed colors were an oyster-shell white on the lower surfaces and a dirty sea-water color on the upper surfaces.

He pointed out that a British LB-30 seen at Langley Field used a plain white on the underneath surfaces. He further suggested that this camouflage be applied to the B-18s as they were processed through the San Antonio Air Depot, it being best to remove the existing camouflage from these first.

At a meeting the next day the Dir. Mil. Req. pointed out to the Dir. of War Org. and Movement (Wash.) that the above recommenda­tion was contrary to AC Board findings. The Dir. of Tech. Services then advised that the British used a plain white in similar assignments, but the Dir. Mil. Req., Gen. Fairchild, countered with a statement, “It is believed that because the British painted some of their airplanes

a certain way, that is no reason for us changing ours, for the British type of camouflage has been proven both visually and photographi­cally as being inferior to (he Air Corps Board findings”. (Note: there is no evidence available to support this very chauvinistic statement in any of the AC Board reports-author).

The Dir. of War Org. and Movement reported the next day that tests were to be run on anti-submarine aircraft camouflage at Langley Field, VA. The Dir. of Tech. Services had emphasized that the AC Board findings did not cover this application as operations were conducted between ЗШ. Ю and 300 feet altitude and no such tests had been made by the AC Board. Moreover, current regulations govern­ing camouflage painting of all aircraft in a uniform manner were a result of the AC Board findings which were based on tests made during peace time in the southeastern United States. Army aircraft were currently being used all over the world under conditions which the peace time study did not cover.

Beech VC-43B-BH, 42-68340, one of many impressed Beech B-17s. This one was ex NC20793. This photograph ts very unusual in showing the aircraft on Edo floats next to an Army flotation device. (Harry Gann)

In later comments, a discussion was held concerning a disagreement between Langley Field and Eglin Field re camouflaging of aircraft. The Dir. of War Org. and Movement recommended the use of the Eglin Field’s recommended anti-submarine camouflage when hostile aircraft would not be encountered. However, in combat areas, the camouflage of anti-submarine aircraft should be left to the discretion of the local commander. Gen. Fairchild agreed with this recommendation but believed that the local commander should be familiar with all pertinent information. After further contact with Eglin Field, the Dir. of War Org and Movement stated that they had recommended that all under surfaces of anti-submarine warfare aircraft should be painted insignia white, with all other surfaces painted neutral gray.

JAC Standardizes Aircraft Camouflage Colors, July 28,1942.

On July 28, 1942, the JAC committee on standardization reviewed a chart containing all of the colors being used by the USAAF, the Navy Bureau of Aeronautics, and the British. It had been prepared by using the Standard Color Cards of the respective services. The USAAF member. Col. Schneider (who had run the AC Board Study No. 42 on Camouflage), explained the need for simplifying as much as possible the multiplicity of colors used by the different services. It was pointed out that many of the colors presently in use differed from one another only by a slight degree of shade.

The committee agreed that a single standardized Color Card would greatly simplify the entire system. They made the following recom­mendations:

Accepted as standard color.

(1) British Dull Red Navy Insignia Red for further tests

(2) Navy Insignia Blue

(3) Navy Insignia White

(4) Army Black

(5) British Azure Blue

(6) British Extra Dark Sea Gray, name to be changed to Sea Gray

(7) Navy Light Gray

(8) Navy Orange Yellow

(9) British Middlestone, Army Sand *

(10) British Dark Earth.

(11) Army Dark Olive Drab

(12) Army Medium Green **

(13) British Sky Type S Gray

Note: * These to be retained pending a report from the British showing the results of Middlestone use in North Africa..

** The Army to investigate the possibility of eliminating their Medium Green entirely.

The committee requested that the Aeronautical Board be asked to prepare a new AN Standard Color Card for non-specular camouflage colors, based on the above decisions. This standard be used for finishing all camouflaged aircraft for use by Army, Navy, and British. (Note: this duly resulted in the new ANA Bulletin No. 157, to be discussed later – author).

The continuing lack of a technical order, containing instructions for the application of a suitable camouflage to his anti-submarine aircraft, caused the Commander of AAF Anti-submarine command on February 13,1943, to urgently request the Director of Technical Services, at HQ AAF, Washington, DC. to issue such a document. He must have been really exasperated, because, as we saw in the last chapter, his command had run tests some ten months earlier in addition to those run by the Proving Ground.

However, only three days previously, the Production Division had sent an extra priority teletype to the Aircraft Modification Section. This read as follows:

It is requested that all airplanes destined for the Anti-submarine Command be camouflaged as follows:

1. Under and vertical surface, Insignia White #46.

2. Upper surfaces, Olive Drab (no change).

The above camouflage scheme for anti-submarine airplanes supersedes previous directives which specify Insignia White for under and vertical surfaces and Gray #43 for upper surfaces. This new camouflage requirement will also apply to the one B-26 airplane destined for use on Project MK-92 and other B-25 airplanes destined for use in the future.

Army requests that Dark Olive Drab be superseded as the new standard aircraft camouflage color by a different one, February 18, 1943.

On February 18, 1943, the Director of Military Requirements asked the JAC Technical Sub-Committee on Camouflage to consider an Army request to change the standard Dark Olive Drab to a different one. The recent proposal to standardize the Dark Olive Drab in place of the British Dark Slate Gray and Dark Green had not yet been approved for release as a new color standard. The Army requested that a new Lusterless Olive Drab, Class 204, be adopted as the new standard. This request was approved by the JAC on March 2,1943 (this change has not been generally known and caused a great deal of confusion in determining the exact shade of the Olive Drab used on USAAF aircraft from 1943. See Chapter 7 for the full story).

Army and Navy release new A-N Aeronautical Spec. AN-I-9, Insignia; National Star (for airplane exterior), dated March 1,

1943.

This new national star insignia spec, applied to all Army and Navy aircraft, and was to be effective no later than September 1, 1943. However, it could be used at any earlier date after promulgation. The new spec, required the following:

The insignia is to be applied with lacquers, dopes or enamels compatible with the local aircraft finish. Decalcomanias can be used. The gloss of the insignia is to match the adjacent surface. Colors used are to conform to the A-N standard color cards for non-specular (matte) insignia and to the ANA color standards for glossy insignia.

Consolidated B-24D-1-CO, 41-23729, was the «2nd B-24-D-1 built. It is seen here in April 1943, serving with the 93rd BG, Eighth Air Force. Note that the yellow ring has been painted over with insig­nia blue on the fuselage grayed-out cocarde. The vertical line on the fin indicates the first squadron in the group, the 328th BS. (USAF)

Consolidated B-24D-1-CO, 41-23711, Aircraft *B’, in Dark Olive Drab and Neutral Gray, “Jerk’s Natural”, of the 328th BS, 93rd BG, Eighth Air Force. She had been deployed to North Africa and returned, hence the RAF fin flash. The previous yellow outer ring on the fuselage insignia has been repainted Insignia Blue. (USAF)

‘ ■

Boeing B-17F-65-BO, 42-29728 of the 332nd BS, 94th BG, 4th Bomb Wing, based at Bury St. Edmunds, Eighth Air Force. Shown in the spring of 1943, it has the typical grayed-out cocarde and carries the British issued code letters XM, aircraft H. (USAF)

The national insignia is an insignia white five pointed star inside an insignia blue circumscribed circle. It is to be applied so that in the normal flight attitude of the airplane one point of the star points up on vertical surfaces or forward on horizontal surfaces.

Two insignia are to be used on the wings of all airplanes. One is to be placed on the upper surface of the left wing and one on the lower surface of the right wing. On biplanes one is to be placed on the upper surface of the upper left wing and the other on the lower surface of the lower right wing. They are to be placed at a distance from the wing tip equal to one-third of the distance from the fuselage to the wing tip and tangent to the aileron cut out. If space is not available for the minimum size specified, the insignia can be moved inboard the minimum distance necessary.

Wing insignia are to have a maximum diameter of 60 inches and a minimum diameter of 30 inches. Standard sizes are to be in multiples of 5 inches. The diameter used is to be the standard size closest to, but not exceeding, 90 percent of the distance between the leading edge of the wing and the aileron cut out at the point of application.

Fuselage insignia are to be placed on each side of the fuselage approximately midway between the trailing edge of the wing and leading edge of the stabilizer, but the insignia is never to be placed closer than 35 inches to the trailing edge of the

wing. The insignia can be moved fore or aft of the mid-point to avoid covering transparencies. If the fuselage section between the wing and the stabilizer is not able to accommodate the minimum size specified, the fuselage insignia can be moved to other parts of the fuselage where it can be readily seen from the side.

The fuselage insignia are to have a maximum diameter of 50 inches and a minimum diameter of 20 inches, and are to come in standard sizes in multiples of 5 inches. The diameter selected is to be the standard size which comes nearest to, but does not exceed being 75 percent of the projected height of the fuselage side at the point of application.

This new joint spec, superseded Spec. 98-24102 and Spec. 24114. As a result Spec. 98-24102 was finally canceled on May 21, 1943.

When Spec. 98-24105-R was issued on September 20,1943, it added a new requirement for battery location marking. This required that the following marking was to be placed on the left side of the fuselage or tail boom as viewed from the rear of the airplane, using either a stencil or decalcomania, to permit the disconnecting of the battery on crashed airplanes by inexperienced personnel:

BATTERY LOCATION……………………….

The fore and aft location of the marking was to be approximately in line with the trailing edge of the wing. Its vertical loca­tion was to be 2 to 3 feet off the ground with the airplane in the wheels up position on the ground, or for airplanes with fixed landing gear, with the landing gear washed out. If there were windows in the prescribed area, the marking was to placed as close as possible to the desired area.

A new requirement for the radio call number on night fighters reduced their size (to an unspecified dimension) and changed their color to Insignia Red No. 45, Bulletin 41.

a – Standard insignia of the design shown in figure 1, will be placed on all Army Air Forces aircraft. It will be applied so that in normal flight attitude at the airplane, the top star point of the insignia points upward on fuselage surfaces and forward on wing surfaces. Decalcomanias may be used when available.

(1) The standard insignia retains the five-point white star within the blue circle (as formerly). Standard sizes will have diameters of the basic blue circle in multiples of 5 inches, as 20, 25, 30, 35, etc.

(2) The straight line formed on the top edges of the two-star points that are located to the left and right of the upper star point will be extended outward from the blue circle a distance equal to one radius (one-half of the diameter) of the circle. Draw lines at right angles to this line at each end extending downward for a distance equal to one half the radius of the circle. Draw horizontal lines parallel to the first line from the ends of the two vertical lines until they intersect the circle. The area thus created will be painted white.

North American B-25J-5-NC, 43-28088 and 43-3522, of the 447th BS, 321st BG, Ninth Air Force, over Italy in late 1943, Camouflaged, they have red tips to the fins and the three vertical Roman numbers indicate the third squadron of the group. The nearest aircraft has had its neutral gray finish brought up level with the wing and horizontal stabilizer. fUSAF)

Bell XP-59 Airacomet, still not carrying any visible serial number, shows the new red-outlined star insignia in mid-1943. It is seen flying near Muroc Army Air Base. (USAF)

(3) Using a width one-eighth the radius of the circle, place a border of insignia blue around the entire design

thus formed.

b. For wing insignia, the diameter of the basic blue circle will be the standard size which is nearest to, but does not exceed 75 percent of the distance between the leading edge of the wing and the aileron cutout at the point of application. It should not be greater than 60 nor less than 30 inches in diameter. The insignia specified herein will be placed on the top surface of the left wing and on the lower surface of the right wing with the center of the insignia inboard from each wing tip one-third of the distance from the wing tip to the fuselage, and with the blue border tangent to (touching) the aileron cut-out. The insignia may be moved in a minimum distance necessary where space is not available for the minimum size specified. On biplanes, insignia will be applied only to the upper left wing and lower right wing.

c. For fuselage insignia, the diameter of the insignia will be standard size which is nearest to, but not greater than, 75 percent of height of fuselage at the point of application. The diameter of the basic blue circle should be not less than 20 inches, or greater than 50 inches. These will be placed and maintained on each side of the fuselage near midway between the trailing edge of the wing and leading edge of the horizontal stabilizer, but may be moved to the rear (or forward) of the midpoint to avoid turrets or other plastic material. The insignia may extend over doors and emergency exits, but shall not extend over windows or openings which would change the insignia pattern. If the fuselage section, as described herein, is not large enough to accommo date the minimum size specified, the fuselage insignia may be placed on such other parts of the fuselage as will permit its being readily seen from the side. On aircraft assigned to AAF Training Command, if insufficient space is available for both insignia and Field identifying numerals, the fuselage insignia may be omitted.

2. ORGANIZATIONAL INSIGNIA.

a. The placing of organization 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.

About one month after the release of T. O. 07-1-1 on April 25, 1944, a correction had to be made to the basic instructions for the construction of the bars on either side of the insignia. The original issue had stated:

The straight line formed on the top edges of the two-star points that are located to the left and right of the upper star point will be extended outward from the blue circle a distance equal to one half the radius of the circle.

(the error has been underlined – author). The correct dimension was, of course, one radius (one-half of the diameter) of the circle.

Lack of dope code markings on fabric-covered parts for B-17 questioned, June – July, 1944.

On June 13, 1944, the Office of the Base Inspector, AAF Pilot School (Specialized 4 Engine), Lockbourne Army Air Base, Columbus, OH (phew!), wrote to the CG, Eastern Training Command, stating that they had received 78 ailerons, 50 elevators and 35 rudders installed on B-17 aircraft delivered to them from 21 different stations, including Air Depots and manufacturers. These surfaces did not have any identifying code markings, as required by Spec. 98-24105-Q. They requested instructions on how to correct the situation. The Eastern Flying Training Command in turn wrote to the CG., Air Service Command, Patterson Field, Ohio, requesting a decision on how to handle the situation.

The aircraft in this photo belong to the fighter group commanders of the fighter wings of the Eighth Air Force in summer 1944. They are: (I) P-51D. aircraft MC-R “Gentle Annie” of the 79th FS, 20th FG; (2) P-51D-10-NA, 44-14111, aircraft PE-X “Straw Boss” of the 328th FS, 352nd FG; (3) P-47D-20-RE, 42-76541, aircraft LM-S of the 62nd FS, 56th FG; (4) P-51D-10-NA, 44-14291, aircraft CL-P“Da Cowie” of the 338th FS, 55th FG; and (5) P-47D-20-RE, 42-76415, aircraft Pl-1 of 360th FS, 356th FG. The last aircraft in the front row is a T-6 and in the second row are a P-47D and a P-38H.

The resulting correspondence became somewhat acrimonious as the original complainant was asked for paper work pertaining to contract numbers, item numbers, packing sheet number, bill lading number, shipping date, quantity and part numbers! They replied that their complaint concerned parts installed on aircraft, not delivered as spare parts. They also raised the problems that arose during periodic inspections if the code markings were not on the parts; these included the difficulty of determining if deterioration of the surfaces was due to age or poorly manufactured paints, dopes or fabrics. If surfaces required refinishing it was difficult to determine if the maximum number of allowable coatings would be exceeded. They recommended that higher authorities take steps to correct the situation.

CG., Eastern Flying Training Command wrote to Air Service Comand on July 6,1944, requesting clarification and that any communica­tions to any of the stations in their command should be addressed to them.

On July 29,1944, ASC replied that T. 0.00-25-34 gave the reason for not dating aircraft and parts, and stated that Spec. 98-24105 had not been revised to conform to the T, O. and to Material Command Regulation 151-6. This was because the markings were still applicable to training aircraft already in service within the Continental United States. Therefore, T. 0. 07-1-1 required that these detail markings be accomplished by all repair activities. No action could be taken to have new control surfaces or new fabric aircraft dated until non-dating was no longer considered necessary.

This shows that conditions in the AAF had changed so much that they did not expect to be operating their aircraft for long lives; it is pertinent to point out that the average life of combat aircraft at that time had been calculated to be only twenty five hours!

Aircraft aati-corrosion protection raised to the JAC, May 15,1944, as a separate matter to use of camouflage finishes.

The Material Command reported that it had been found impractical in production to produce aircraft with their surfaces suitably pro­tected, and at the same time, build aircraft that were to be delivered with unpainted and uncamouflaged surfaces to meet the requirements of the AAF. They pointed out that the B-17, B-25, and P-51 all had excellent service records, and that none of them had any protective coatings applied to their faying and internal surfaces.

They therefore requested that the JAC reconsider their recommendations and report, dated January 19, 1944, and make it applicable to camouflage only. They believed that the subject of protective finishes could be resolved by agreement between the Army and Navy, through the working committee of the Aeronautical Board.

The JAC met on July 18, 1944, and agreed to delete the earlier recommendation, which had read as follows;

(2) That protective finishes be not eliminated in connection with any elimination of camouflage, but that surfaces be suitably protected, and that the committee be directed to expedite a spec, to accomplish this.

They also recommended that the AAF be required to apply protective coatings to the interior and faying surfaces of aircraft on dissimilar metal contacts such as aluminum alloy with magnesium, unclad aluminum alloy, steel, etc.. The finish of magnesium and steel parts were to continue to meet current specs.. The AAF were requested to make special and immediate check on their contractors to assure that the interior and faying surfaces of magnesium, unclad aluminum alloy and dissimilar metal contacts were properly protected in all cases. The Working Committee of the Aeronautical Board were requested to discontinue any action on the earlier recommendation and the Material Command, AAF, make a study regarding the use of protective coatings on helicopters.

(1) Metal surfaces which are painted with dull camouflage finish should preferably be stripped to bare metal in accordance with T. O. No. 07-1-7 and the metal cleaned and primed. However, Jet 622 camouflage enamel may be applied directly over the dull finish, after thorough cleaning and careful smoothing with No.320,or finer, waterproof sandpaper and water to minimum porosity and roughness. Application of Jet 622 to upper surfaces is not considered necessary but care will be taken to apply the jet camouflage to bottom surfaces and all other surfaces viewed from 30 degrees below horizontal. All junction lines will be “feathered” by overspraying the jet camouflage.

N ОТ E Application of lacquer over enamel may cause lifting of the enamel. If, upon trial, trouble is encountered in

application of lacquer over the old finish, the finish must be removed.

Prior to application of Jet 622 camouflage materials, unpainted metal surfaces will be cleaned in accordance with Specification No.98-20007, or by use of prepainting cleaners as outlined in T. O. No. 01-1-1 and then primed with one smooth coat of zinc chromate primer Specification No. AN-TT-P-656.

(2) Wood surfaces painted with dull camouflage or aluminized finish will be cleaned and then smoothed out by sanding with No.320, or finer; waterproof sandpaper and water, prior to application of the Jet No. 622 camouflage. Unfin­ished wood surfaces will be prepared to produce a surface as smooth and free from irregularities as possible, prior to application of the Jet No. 622 camouflage. Surfacer, Specification No. 14115, may be used in direct-on-wood finishes, provided the film is sanded as thin as possible commensurate with the desired smoothness and “holdout," or fullness, of gloss of the final finish.

b. APPLICATION. – Application of Jet No, 622 camouflage will be by spraying, which presents no unusual problems; however, because of the need to produce a black finish having as near a mirror-like appearance as possible, it is necessary to take extra precautions to avoid dust during painting and drying. Dust which becomes adhered to the paint, especially on the bottom and side surfaces, will result in reduced effectiveness of the camouflage.

NOTE Lacquer, being faster drying, is preferred for Jet No. 622 finish for this reason and should be requisitioned under stock No. 7300-521100.

Jet No. 622 lacquer will be applied to the properly prepared surfaces of metal (and wood) by spraying not less than two full coats. Application of the camouflage material will be controlled so as to produce a finish of uniform hiding, blackness and very high gloss.

NOTE In the event that a rough finish is applied in the field, it may be smoothed by rubbing lightly with 320 or 400 waterproof abrasive paper after which a light but wet coat of camouflage material should be applied.

c. FABRIC SURFACES. – Fabric, doped with aluminized or dull camouflage finish which has not become brittle, may be converted to jet camouflage by the following procedure: Remove all grease and dirt, then wash with soft soap and water, rinse with clean water, and allow the surfaces to dry. Apply two wet spray coats of thinner, Specification No, AN-TT-T256, to soften

up the old finish, and allow to dry not more than 30 minutes. Apply three spray coats of gloss black pigmented dope, the last of which is cut with an equal portion of clear dope, Specification No. AN-TT-D-514, before thinning, to impart added gloss. If fabric is new, tauten with a minimum of two brush coats and two spray coats of Specification No. AN-TT-D-514 dope. Sand lightly, exercising caution that the parts are grounded properly. Finish with three spray coats of gloss black pigmented dope, Specification No. AN-TT-D-554, the last coat of which is cut with an equal portion of clear dope, Specification No. AN-TT-D – 514, before thinning, to impart added gloss.

d. MAINTENANCE OF JET NO 622 FINISH. – The effectiveness of night camouflage is reduced by accumula­tions of mud, dust, oil, gun blast or exhaust gas residues, and chalking of the paint film, particularly on sides and under surfaces of aircraft. Excessively widespread scratches and especially bare metal exposed by scratches, also have a deleterious effect. Therefore, cleaning and maintenance operations on the airplane should be so conducted as to avoid scratching the finish and to minimize exposure of bare metal. Before engaging in night operation, mud, dust, muzzle blast, or exhaust gas residues and oil should be removed and any bare metal areas retouched with Jet No. 622 camouflage materials especially on sides and under surfaces. THE CLOSER THIS TYPE OF CAMOUFLAGE APPROACHES THE APPEARANCE OF A BLACK MIRROR, THE MORE EFFECTIVE IT BECOMES.

e. REJUVENATION. – If, on extended exposure, a surface haze appears on the paint, wash with soap and water and rinse with clean water, then wipe surface thoroughly with clean cloths wet with naphtha or solvent, Specification No. P-S-661. The cloths should be wet by pouring solvent on them and should not be dipped into the solvent. Discard cloths as they become soiled. Spray on one light coat of Jet No. 622 camouflage lacquer, Specification No. AN-L-29. Clean doped surfaces in the same manner, but apply only gloss black dope, Specification No, AN-TT-D-554, cut with clear dope, Specification No. AN-TT-D – 514.

7. DAY CAMOUFLAGE.

Standard day camouflage for liaison aircraft, helicopters, troop carrier transports, and gliders consist of upper surfaces olive drab, shade No. 613, AN Bulletin 157A and lower surfaces Army-Navy sea gray, No. 603. (Refer to AN Bulletin 157A.)

8. METAL CORROSION PREVENTION.

The exterior of alclad metal fuselages and metal airfoils does not ordinarily require paint as a protection against corro­sion.

(Refer to T. O. No. 01-1-2.) However, where it is necessary to provide additional protective finish, any such unprotected parts will be cleaned with prepainting cleaner (T. O, No. 01-1-1), 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. AN-TT-A-461. NOTE Mix in accordance with T. O. No. 07-1-2.

9. ANTIGLARE.

Antiglare camouflage olive drab or camouflage black is authorized to be applied to top of the fuselage in front of the cockpit on the inside upper one-fourth of the engine nacelle forward of the leading edge of the wing over a properly cleaned and primed surface.

Red stripes finally bring back red into the national insignia, Amendment -2 to AN-I-9b, January 1947

Some six months after the previous change to AN-I-9b, Amendment -2 was issued on January 16,1947, to be effective immediately upon issue. This changed the first sentence to read as follows:

“D-l. Construction.- The national insignia shall be an insignia white five pointed star inside an insignia blue circum­scribed circle with an insignia white rectangle, one radius of the blue circle in length and one-half radius of the blue circle in width, on each side of the star and the top edges placed to form a straight line with the top edges of the two star points beneath the top star point; with an insignia red horizontal stripe in the white rectangles at each end of the insignia, the width of the red stripe to be one-sixth the radius of the star; and an insignia blue border one-eighth radius of the blue circle in width outlining the entire design; except that when the insignia is to be applied on a sea blue, dark blue or black background, the insignia blue circumscribed circle and the insignia blue border may be omitted.”

This new amendment added red stripes inside each of the white horizontal bars, and this has remained the basic national star insignia to the present day.

New version AN-I-38a, Insignia and Markings for Search and Rescue Aircraft issued, June 1947.

On June 2, 1947, a revised version of the spec, for Insignia and markings for search and rescue aircraft, AN-I-38a, was effective imme diately upon issue. Many detail changes were made in the requirements; the new version read as follows:

AN-I-38a, 2 June 1947, Superseding AN-I-38, 17 October 1945

A. APPLICATION.

A-l. This specification is drawn to present the requirements for the size, location, and color of the insignia and markings for identification of all aircraft that are engaged in search and rescue operations.

B. APPLICABLE SPECIFICATIONS.

B-l. Publications.- The following publications of the issue in effect on date of invitation for bids shall form a part of this specification to the extent specified herein:

B-la. Army-Navy Aeronautical Specifications.

AN-D-2 Dope; Celiulose-Acetate-Butyrate, Pigmented, Gloss AN-TT-D-554 Dope; Cellulose-Nitrate, Pigmented AN-E-3 Enamel; Aircraft, Gloss AN-L-29 Lacquer; Cellulose Nitrate 13-lb, Army-Navy Aeronautical Bulletin.

No. 166 Colors; List of Standard Aircraft Glossy.

C. 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.

D. DESIGN REQUIREMENTS.

D-l. Markings for Large Seaplanes and Amphibians.

D-la. Wing Tips.

D-la(l). Wing tip floats and struts shall be painted orange-yellow.

D-la(2). Upper and lower surfaces of both wing tips shall be painted orange-yellow from the wing tip inboard a distance equal to 7 percent of the total wing span (float excluded). A black border 6 inches in width shall be added inboard, except on airplanes finished in glossy sea-blue color, in which case the black border is omitted.

D-lb. Wing, Center Section (Upper Surface Only).

D-lb(l). The upper surface of the center section, including the rear projection portion of the engine nacelles, shall be painted orange-yellow to a distance just outboard of the two inboard engine nacelles. A black border 6 inches in width shall be added outboard, except on airplanes finished in glossy sea-blue color, in which case the black border is omitted.

D-lb(2). On the upper surface, the word “RESCUE” shall be superimposed in black. Centered aft of the word “RES­CUE”, the appropriate identification numerals and/or letters shall be added. Letters and numerals shall be of the modified vertical block type, uniform in shape and size and shall be 36 inches high, 27 inches wide, and the width of the individual strokes forming them shall be 6 inches. The spacing between letters shall be 12 inches.

D-lc. Hull.-

D-lc(l). Hull (Rear Section).- A 36-inch orange-yellow band, approximately three feet forward of the leading edge of the horizontal stabilizer, shall encircle the aft portion of the hull, but not extend onto the last step or keel. Two 6-inch black stripes shall be added as borders, except on airplanes finished in glossy sea-blue color, in which case the black borders are omitted.

D-lc{2). Hull (Forward Section).- On each side of the forward part of the hull and centered between the leading edge of the wing and the bow, an orange-yellow rectangle, whose length shall be equal to three times its height, shall be painted. A two – inch black stripe shall border the rectangle. The height of the rectangle shall be 33 percent of the vertical dimension of the projection of the fuselage side at the point of application, except that the height of this rectangle shall be not greater than 36 nor less than 20 inches excluding the border. The rectangle shall be located as near as possible to the center of the vertical projection of the fuselage at the point of application. The national aircraft insignia, which normally would occupy this space, shall be located aft on the hull to clear this marking.

D-lc(2)a. Identification Numbers.- The search and rescue identification numbers and/or letters shall be of the modified vertical block type, uniform in shape and size, and shall be approximately 2/3 of the height of the orange-yellow rectangle. The width of the letters and numerals shall be 3/4 of the height and the width of the individual strokes forming them shall be 1/6 of the height. The letters and numerals shall be appropriately spaced,

D-lc(3). Hull (Bottom Section).- On the bottom of the hull, between the bow and the main step, and extending from chine to chine, the search and rescue identification numerals and/or letters shall be painted. The top of the letters and/or numer­als shall be at the port chine of the hull. Letters and numerals shall be orange-yellow, bordered by a two-inch black stripe. The width of the letters and numerals shall be 3/4 of the height, and the width of the individual strokes forming them shall be 1/6 of the height. The letters and numerals shall be appropriately spaced.

D-2. Markings for Permanently Shore-Based Helicopters.- The entire fuselage shall be finished in orange-yellow atid the word “Rescue” shall be painted in black at the widest part of the top (aft of the enclosure) and bottom of the fuselage, using vertical block letters as large as space will permit.

D-3. Markings for Other Aircraft.- The markings, as specified for large seaplanes and amphibians, shall be used as appropriate to the size and shape of the aircraft.

e. When insignia is applied to black camouflaged surfaces, the insignia blue circle and border may be omitted. Thus, the white star and white bar areas will be set off by black background, instead of insignia blue background, (this had been common practice on Navy aircraft painted glossy sea blue, etc., but this is the first use of it by the AAF. Also see next item).

Amendment to AN-l-9b changes insignia requirements for dark backgrounds, June 1946

On June 10,1946, Amendment -1 to Spec. AN-I-9b was issued, effective immediately upon issue. This stated that:

“when the national insignia was to be applied on a sea blue, dark blue or black background, the insignia blue circumscribed circle and the insignia blue border may be omitted”.

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