Category And Colors

Douglas Aircraft directed to proceed with deletion of camouflage, January 13,1944

Material Command on January 13, 1944, directed Douglas to proceed with the deletion of camouflage on A-20G, A-20H, A-20J, and A – 20K aircraft, in accordance with their earlier letter dated December 8,1943. They told Douglas that a contract change would be initiated when Douglas told them the effective point of the change, and requested that Douglas expedite comments and date of the effective point. On January 17, 1944, Douglas advised Material Command by teletype that immediate results could be obtained by refinishing A-20 series aircraft in an aluminum color, as outlined in AAF tetter dated December 8, 1943. They had been unable to find any satisfactory stripping material that would allow them to delete camouflage without causing serious production delays. They requested permission to produce bare-mctal A-20 series aircraft, as requested in the letter dated December 27, 1943. The Douglas letter dated January 8, 1944, made no mention of eliminating primer on A-20 aircraft. Douglas’s effective point was contingent on an answer to the letter of December 27,1943, and upon receipt of allocations for AAF P-70, Moth and Mink aircraft a minimum of three months in advance of delivery dates. This was so that Douglas could make satisfactory arrangements for the deletion of camouflage with subcontractors. They concluded by requesting authority to proceed signed by an AAF contracting officer.

On February 8, 1944, Douglas received an air mail letter from Material Command, which stated that this letter was to be considered the final directive, superceding the letter dated December 8, 1943, for the deletion of camouflage on A-20 series aircraft. Douglas was directed to take immediate action to delete all exterior camouflage from subject airplanes without causing a delay in production. It went on to direct that prior to delivery, all A-20 aircraft allocated to Mink, Moth and those destined for conversion to P-70 airplanes would be camouflaged on exterior surfaces only, in accordance with present camouflage schemes. A primer coat of zinc-chromate primer was required on Mink, Moth and P-70 aircraft. All A-20 series aircraft delivered to the AAF were to be delivered without camouflage and other exterior coatings, except for Moth, Mink and P-70 aircraft.

This exchange concluded that started on December 8,1943, and serves to show the reasons for some of the typical delays and misunder­standings that arose in implementing new AAF policies on the production lines.

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Consolidated XB-32-CO, 41-142, was the second prototype of the intended companion to the Boeing B-29. It is shown with twin tails, eventually replaced by a single tail on the production aircraft. The first aircraft flew on February 28, 1944. (Convair)

Douglas details corrosion on natural metal C-54Bs, October 1944

In the same October copy of the service bulletin, Douglas detailed how to prevent corrosion of the wing and nacelle skins due to exhaust gases. This had been found prevalent due to these aircraft being delivered in natural metal finish, rather than camouflage finish. (This became a problem on most post war piston-engined commercial transports and resulted in extensive painting of the affected areas – author).

Skin Treatment

CORROSION OF WING AND NACELLE SKIN DUE TO EXHAUST GASES

Excessive corrosion of wing and nacelle skin surfaces due to exhaust gases has been found on C-54 series airplanes delivered with natural rather than camouflage finish.

To eliminate this corrosion, the following procedure is recommended:

1. Remove oil and dirt from areas affected by wiping with rags saturated with wash thinner or suitable solvent. Wipe the surfaces with dry rags before allowing the thinner or solvent to evaporate completely.

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Republic P-47D-28-RE, 44-19898, aircraft G9-S of the 509th FS, 405 th FG, nose cowl was in red and the band across the vertical tail is black. It still has the invasion stripes under the fuselage only. The significance of the black “D" is not known. (William L. Swisher)

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North American P-S1D-S-NA, 44-13483, aircraft no. l, “Little Stud” of 325th FG, 15th Air Force in Italy late 1944. Natural metal with red spinner and nose hand, black and yellow checks on the tail, (Robert L. Baseler)

2. Prepare the affected area for painting by using either of two methods, depending upon the severity of the corrosion:

a. If the corrosion is light or moderate, polish with Bon Ami in the normal manner. Other abrasives may be used, but care should be taken to see that they are not too severe.

b. If the corrosion is severe, smooth the surface of the metal by means of an abrasive cloth or sandpaper (no. 280 to 400 grit). Apply a hydrofluoric acid-gum tragacanth solution (see NOTE) with a paint brush and continue brushing to aid the etch­ing action. When the surface and pitted areas appear clean, remove the gum-acid solution with damp rags, flush thoroughly with water, and wipe dry.

CAUTION: Goggles, rubber aprons, and rubber gloves should be used when the gumacid solution is applied. Short-time con tact with the acid is not harmful if the acid is rinsed off immediately with plenty of water. The acid should not come in contact with areas or parts, particularly plated steel, other than specified. The landing gear should be covered with paper during this cleaning.

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North American P-51B, serial unknown, aircraft no.261, of the 26,h FS, 51я FG, at one of the Fourteenth Air Force South China airfields. It had to be evacuated on November 19,1944, in Ihe face of a strung Japanese offensive. Aircraft is in standard camouflage and has two yellow hands, trimmed in hlack on the vertical tail and yellow wing tips, possibly yellow. The sharks teeth nose marking is in black, white and red. (USAF)

After the surfaces are thoroughly cleaned, apply one spray coat of zine chromate primer (Spec. AN-TT-P-656) to affected areas and allow to dry. Apply two spray coats of aluminized lacquer over the primer surfaces.

NOTE: To prepare the aluminized lacquer, add 2 parts of lacquer thinner (Spec. AN-TT-T256) to 3 parts of Du Pont No, 1234 clear lacquer. Add 6 ounces of aluminum paste (Spec. AN-Tr-A-461) for each gallon of thinned lacquer. The procedure should be repeated when subsequent cleaning of the surface removes the aluminized lacquer to the extent that the zinc chromate primer is exposed.

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Two Dark Olive Drab and Neutral Gray, and one natural metal Martin B-26, drop their bombs in Italy, late 1944. Nearest aircraft is B-26C-45- MO, 42-107531. All are from the 441st BS, 320th BG, as shown by the yellow aircraft tail numbers. (USAF’ via Gerry R. Markgraf)

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Boeing B-29-10-BA, 42-63393, aircraft “I", named “B-13 Rush Order”, of Ihe 462nd BG,58th BW, Twentieth Air Force, seen in China late 1944. (USAF)

Aluminized lacquer will be applied to the exterior areas affected on C-54B airplane AAF 43-17150 and all subsequent prior to delivery. Starting with C-54B airplane AAF 43-17163, the interior surfaces of the trailing edge of the center wing will have two coats of aluminized A and A lacquer (Army Specification 3-168) applied over the zinc chromate primer coating in production.

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Boeing B-29-15-BW, of the 678th BS, 444th BG, Twentieth Air Force, flying over the Himalayan Mountains enroute to Japan on November 21, 1944. The lead aircraft is 42-6399, and has the squadron unit insignia on its nose. All aircraft carried the large black diamond above the serial number on the tail; the aircraft no. in white signified the aircraft number in the group. No.34 leads nos. 44 and 55 in this photo. A large yellow band with black diagonal stripes, around the fuselage behind the wing, indicates the 678th BS. (USAF)

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Six Martin B-26s, one camouflaged and the rest natural metal, of the 441st BS, 320th BG, over Italy in late 1944, The most distant natural metal aircraft has invasion stripes under the fuselage only, probably a replacement aircraft from England. (USAF via Gerry R. Markgraf)

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Douglas C-47A-40-DC, 42-24051, aircraft CN-N of the 73rd TCS, 434th TCG, leads others from that unit and the 74th TCS, 434th TCG, Ninth Air Force. They are on their way to drop supplies to the beleaguered troops in Bastogne, Belgium, December23,1944, Note the external supplies on rack under the fuselage and wings of the aircraft. Invasion stripes remain only under the fuselage. The lead aircraft still carries the factory applied medium green blotches and dearly shows the repainted blue outline to the 1943 insignia. (USAF)

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Republic P-47D-6-RE, 42-74742, aircraft WZ-D bar, “Snafu”, of the 84th FS, 78th FG, Eighth Air Force, is seen after a belly landing at Duxford in England on December 15,1944. Nose checks are black and white, the name and the 90 mission markers are in yellow, code fetters white as is the band across the fin. The rudder is black- Note the large rear view mirror above the front screen. (USAF)

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Boeing B-17F-40-DL, 42-3236, aircraft PY-3236 of a training group, starting up. Note its two-color top camouflage. Behind it are five more fi­ns, one P-51A, one Curtiss P-40, three P-47s, one B-25, one B-24 and one A-34. Location unknown, but is a major base with acres of concrete ramp and runways.

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North American P-51D-10-NA, 44-14495, aircraft SX-I “Dallas Doll”, of the 352nd FS, 353rd FG, Eighth Air Force, is seen wailing for its next mission on a typical wet December day in 1944. The spinner and nose band are in black and yellow, and there is a black band across the vertical tail. The under-fuselage invasion stripes were ordered to be removed at the end of 1944. (USAF)

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 except that night fighter aircraft will have 25-inch insignia. 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 accommodate 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 the insignia and Field identifying numerals, the fuselage insignia may be omitted.

17. ORGANIZATIONAL INSIGNIA

a. 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. 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 airplanes 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 members of the airplane.

STANDARD INSIGNIA (Specifications 98-24102 and 24114)

The T. O. called for standard insignia to be used as required in Spec. 98-24102, or Spec. 24114 for camouflaged airplanes.

Spec. 98-24102-K was issued on November 1, 1935. As it so happened, this was also the last letter issue on this specification prior to World War II.

Although the design of the insignia on both wings and rudders remained exactly as before, several detail requirements were changed. For insignia on the wings, a new requirement was added that when the wing covering was both fabric and metal, the available chord length was to be that of the metal covered portion only.

This requirement was caused by the newer aircraft that were coming into service, which had metal covering over the forward portion of the wing and fabric on the aft portion. The effect of this was to effectively reduce the size of the national insignia as a proportion of the total wing chord, and this can be seen on many aircraft of the period. The requirement for the size of the available chord and maximum diameter and positions, remained exactly as before.

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Consolidated B-24C on a pre-delivery test flight in late 1941, shows the standard AAF camouflage to Spec. 24114. (Convair)

 

Stearman PT-13 in gloss A-N Time Blue and gloss A-N Orange Yellow Finish was one of the AAFs most important trainers, particularly in the early phases of the huge AAF training program. (Harry Gann)

 

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Metal Covering

 

Joint Line __

Fabric Covering

 

Standard wing insignia on both wings to Spec. 98-24102-K

 

Maximum width of rudder aft of the rudder post.

 

13 alternate stripes of equal width, seven red and six white. Parallel to the longitudinal axis of the airplane.

 

Standard rudder stripes to Spec. 98-24102-K

©Victor Archer

 

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Stearman PT-13A al Randolph Field was one of ninety-two PT-13s and was used by the Stage Commander. Finished in the then standard trainer finish to Spec. 24113-A, it was nick-named the “Gray Ghost” or the “Washing Machine”, presumably as it was used when trainees either passed or washed-out in their primary training course.(USAF)

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Fairchild PT-19s of an unidentified school squadron at Oakland in 1941. They are finished in the gloss True Blue and Orange Yellow trainer aircraft scheme per Spec. 24113-A. (William L. Swisher)

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Ryan XPT-16, 39-717, at Wright Field forevaluation. This Is the first XPT-16, powered by a 125hp Menasco C4 inline engine. It was originally registered commercially as NC18907. Natural metal finish with insignia to Spec. 24102-K. This was the first monoplane primary trainer ordered by the Army.(Harry Gann)

For wings without ailerons, the requirements were changed so that the insignia was to be located on the metal covering tangent to the joint between the metal and fabric covering on wings where both fabric and metal were used for the wing covering.

The rudder design remained as before, with be seven red and six white stripes. It was also required that the surfaces of devices attached to the rudder, such as trim tabs, should be finished to blend with the adjacent surfaces of the rudder.

Amendment No. 2 to Spec. 98-24102-K, dated February 9, 1939 changed the insignia colors to conform to the new A-N Aircraft Color Standards (See Chapter 7).

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Major changes were made in 1940 to the national insignia positions and placing, as a result of the decision to camouflage combat aircraft. Spec. 24114s requirements for insignia stated that one cocarde was to be applied on the upper surface of the left wing and one on the under surface of the right wing of the airplane. The design and dimensions of the wing cocarde were to conform to Spec. 98-24102. One cocarde was to be applied on each side of the fuselage midway between the vertical projections of the trailing edge of the wing and the leading edge of the horizontal stabilizer. If transparencies were located in this area, the cocardes could be moved forward or to the rear as directed by the Air Corps Procuring Agency.

Ryan PT-20A-RY, 40-2416, with a Kinner R-440-1 engine. This was the last PT-20A-RY of a hatch of 27 re-engined PT-20s. Natural metal finish to Spec. 24113-A, (Harry Gann)

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Ryan PT-21-RY, 41-1881, the first one of 100, at Wright Field forevaluation. This was the result of the AAF discarding the Menasco engine and replacing it by the KJnner R-440-3 engine. All subsequent PT-21s had the radial engine. Finish was the same as the PT-20A. (Harry Gann)

The diameter of the circle for the fuselage cocarde was to be three-quarters of the length of the projection of the fuselage side. The design was to conform to Spec. 98-24102. All vertical tail surfaces, including the rudder, or rudders, were to be camouflaged and were not to have any insignia.

Insignia were to be applied with camouflage lacquer Spec. 14105 to metal surfaces, or with fully pigmented camouflage dope, Spec. 14106 to fabric surfaces. The colors were to conform to Bulletin 41 (see Chapter 7).

Thus, the newly camouflaged combat aircraft of the service had a completely revised placement of the national insignia. This was the first time that the service had used only one cocarde on the top and bottom of the wings, as suggested in McCook Field Report No, 1305 of 1920. (Although several more changes were to be made in the design of the national insignia in subsequent years, their position­ing has remained basically the same to date).

All non-combat aircraft, i. e. those which were not camouflaged, retained the cocarde and rudder stripes as specified in Spec. 98- 24102-K and amendments. Thus, the USAAF entered World War 11 with its combat and non-combat aircraft bearing national insignia in different positions. This was to be duly changed at a later date.

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Consolidated LB-ЗОЛ, aircraft AM259, was the second one produced, and is seen running up at San Diego, California, in December 1941. It is finished in the then current RAF heavy bomber scheme. The colors were Dark Earth, Dark Green and Night (only on bottom of fuselage). (USAF)

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North American BT-9 trainer of the 46th SS, aircraft no. “292", in the standard trainer finish of gloss A-N True Blue and Orange Yellow.

(USAF)

A-N Aeronautical Board proposed standardization of Insignia and Markings, October 8, 1942

A conference was held by the Aeronautical Board in Washington, DC, on October 8,1942, to review the proposed ANA spec, for Insignia and Markings on aircraft exteriors.

It was agreed that the principal benefit from the standardization of insignia and markings on Army and Navy aircraft was that it would allow manufacturers producing aircraft for both services to put the same insignia in all aircraft. However, considerable variations existed between the markings applied for both services and their would be little or no benefits from standardization of markings such as serial numbers as each aircraft carried a different serial number, and it made little difference to the manufacturer to which part of the airplane it was applied. Standardization of squadron insignia would also confer no benefit to manufacturers as they were not applied until the

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airplanes were assigned in service. Thus, it was agreed that standardization would be limited to the size and location of the national star insignia. The following agreements were reached:

a. There would be two insignia on the wings and two on the fuselage or hull.

b. The size and locations of the wing and fuselage insignia was decided.

The new spec, was finally released in March, 1943, as AN-1-9 (which see later).

Eglin Field issues report on test of Varied Camouflage of Fighter Aircraft, May 4,1943

Egiin Field issued another report in its continuing tests on camouflage, this one No. 3-43-47, dated May 4,1943. However, no copy of this report could be found at Eglin Field when requested by the author, so its contents remain unknown. However, no changes in the then current dark olive drab and neutral gray finish resulted, so it may be inferred that the results were basically negative.

AAF Bulletin No. 52, Aircraft Manufacturers’ Code Symbols, May 19,1943.

This Bulletin stated that the following manufacturers’ code symbols had been assigned to identify the aircraft manufacture and the plant in which the aircraft had been produced. These code symbols were to be added as a “suffix” to the present aircraft model designation, located on the aircraft as required in spec. 98-24105 (this list will be found in Appendix A).

Mat. Div. (Wash.) state that no definite recommendations for camouflage could be made throughout AAF due to conflicting theater needs, May 20,1943.

On May 20,1943, Mat. Div. (Wash.) forwarded to the Req. Div., OC&R (Wash.) the comments received in reply to the Dir. of Mil. Req. (Wash.) survey request dated March 24, 1943. Because of the conflicting replies received, Mat. Div, fell that no definite recommenda­tions could be made to the AAF as a whole. The Mat. Com. (WF) project on smooth camouflage was substantially complete; results were showing that it could result in increases of from 2 to 4 miles per hour in speed with no loss of camouflage effectiveness.

Removal of Camouflage Requested by “Urgent Secret” teletype. May 21, 1943.

The following “Urgent Secret” teletype was sent on May 21,1943, by the Commander, Eighth Air Force Bomber Command, England, to the Bomb Wing One:

It is considered advisable to remove the camouflage from all of our operational aircraft in order to gain additional speed coupled with less weight. It will require 30 gallons of paint remover and 200 man-hours per B-17 to accomplish this work. As the AFSC (Air Force Systems Command) will not be able to do this work for us due to shortage of personnel it is believed it will have to be accomplished by station personnel. It is planned to have this camouflage removal start on aircraft out for maintenance and repair and battle damage and gradually work towards fully operational aircraft.

This will possibly cause some of your formations to consist of half camouflaged and half uncamoutlaged aircraft at first but eventually they will all become uncamouflaged. It is realized that this will require an additional amount of labor and time on the part of our own personnel. It is believed the advantages to be gained will greatly outweigh this factor. Request your concurrence or non-concurrence in the above. Forward your reply by 1500, May 21, 1943.

If you are in concurrence with the above, this HQ.’s will take the necessary steps to furnish your command required material and personnel to provide camouflage coverings for your aircraft while in dispersal areas. Aircraft will not be stripped of camouflage until authority is granted by this HQ.’s.

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Three Boeing YB-40-VEs of the 91st BG at Bassingbourne, England, show the extra turrets installed under the nose and above the radio compartment of the converted B-17Fs. Seen on May 15,1945, these were intended to provide fighter protection for the bombers over Europe. The nearest one is 42-5736, the fifth one of twenty converted. (USAF)

The reply received on May 21, 1943, from the Commander, Bomb Wing One, Eighth Air Force, England, stated:

Concur in plan to remove camouflage from operational aircraft. Request this headquarters be furnished thirty (30) gallons of paint remover immediately so that comparative test can be made between a camouflaged airplane and one with the paint removed. Not desirable to start paint removal until satisfactory camouflage coverings are provided. Tests now being conducted in this wing on camouflage coverings for airplanes and coverings for dispersal points.

High Gloss camouflage investigated for night bombers, November, 1943

At this time, the Eighth Air Force was winding down the conversion of its day bombing operations to night bombing, which had been accelerated earlier, mainly as a result of its devastating losses in attacks on Regensburg and Schweinfurt. This had started in July, 1943, with a plan to convert six B-17 groups, three from each bomb division. These were the 92nd, 94th, 96th, 305th, 306th and 385th Bomb Groups.

This was a major undertaking, as the entire AAF bomb campaign in Europe had revolved around continual day operations, this complementing the British RAF night bombing operations. The lack of suitable long-range escort fighters had forced the Eighth AF to make its longer missions deep into Germany without fighter escort, and in the summer of 1943, the resulting losses were far too high to sustain.

Gen. Eaker ordered the necessary preparations for switching to night operations; this included the changes to the B-17 to allow its use at night. These changes proved to be very extensive, numbering 100 per aircraft. Quite apart from the addition of engine exhaust flame dampers, flash eliminators for the guns, blackout and anti-searchlight curtains for various crew stations, night lights, etc., the aircraft required repainting for night flying. The following information has been extracted from a "Secret” report issued by the 422 Bomb Sq. (H), 305 Bomb Group, on night operations. This report contained details of the results of converting 13 operational B-17F’s for use in night bombing missions over Germany, The repainting was both external and internal and consisted of the following:

1. Black-out band on windows.

A 1 1/2 inch black band or stripe was painted around the edge of each window in the radio and navigation compartments to prevent leakage of light around the black-out curtains. This was necessary on all aircraft and required one man, one hour per plane.

2. Blacken bombardier compartment.

All unpainted metal in the bombardier’s compartment had to be painted black to reduce reflection and glare from searchlights. One man, one hour per plane.

3. Blacken waist and tail sections.

The entire waist and tail sections of the aircraft had to be painted black to reduce reflection and glare from searchlights. The waist windows and door windows were painted black in order that in the case of emergency the dome lights could be turned on without danger of light escaping. One man, five hours per plane,

4. Blacken underside of aircraft.

The undersides of alt aircraft were painted with black camouflage paint. This required three men, eight hours to clean and paint each aircraft.

The report’s summary stated that:

It has been definitely proved that American Aircraft can operate at night. The obstacles, though considerable, are not impos­sible. It is not believed possible to operate both day and night with the same aircraft without losing a great deal of efficiency for one or the other.

For dusk operations there is a considerable time after sundown, and after it is too dark to fly formation, that the western sky will remain light enough to cause a bomber above to be silhouetted, while an enemy fighter below will, in all probability, be unseen.

Eleven personnel were listed as being responsible for the experimentation, modification, and the results of the project. These included seven USAAF personnel and four RAF personnel, showing the close cooperation between the two air forces.

At that time, the RAF was using matt black finishes on the underneath and vertical surfaces of its night bombers. However, these finishes considerably increased the drag of the aircraft. Moreover, the increasing effectiveness of the Luftwaffe night fighters increased the need for improved performance.

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A formation of nine U-17s on their way to Germany in late 1943, shows how well the new star and bar insignia can be seen underneath the aircraft. (Nick Williams)

Thus, the RAF was investigating the use of smooth, seem-gloss and high gloss black finishes for its aircraft. Information on these finishes was passed along to VIII Bomber Command, stating that they had been able to obtain approximately a 10 mph increase in speed, together with decreased detection by searchlights. However, they were afraid that a high gloss finish would be too easily detected in moonlight, This information set off research into the possible use of high gloss for the Eighth AF night aircraft.

In the event, the night operations by the 422nd Bomb Squadron, run in September and October, 1943, suffered higher-than-expected losses and caused the tests to be terminated. A top level conference at Eighth AF HQ. in October decided that the VIII Bomber Command would be better utilized by continuing its original day bombing, especially as suitable long-range fighters were now becoming available.

However, the night operation testing resulted in two new operations which continued to the end of the war:

(1) Leaflet dropping

(2) Operation Carpetbagger – support to the resistance movement in Europe.

A third operation was the use of B-24s in support of RAF Bomber Command’s 100th Group jamming operations, but this was concluded in March, 1945.

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Boeing B-17F-20-BO, 41-24519, aircraft "Miss Barbara" of the 305th BG, shows its almost brand-new Dark Olive Drab and Neutral Gray finish. Note the added gun ports in the transparent nose and the cover over the secret Norden bomb sight. Eighth Air Force. fUSAF)

 

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Two Lockheed P-38Hs on the line at the Delta Air Lines modification facility at Atlanta. By this time in the war, many aircraft went directly from the manufacturers production lines to modification centers to have the latest changes incorporated. This kept the production lines moving at the very high rates needed to meet the AAF demands. (Delta Air Lines via Talbott)

Sub-Committee on Standardization, JAC’ (Wash.), continues use of camouflage and adopts two new Navy colors, January 19, 1944

The JAC sub-committee on Standardization met on January 19, 1944, to review the new requirements and policies of the three services concerning the use of camouflage on their aircraft. Particular attention was paid to the latest AAF Military Requirements Policy (MPR) No. 15, dated January 6,1944. The new AAF camouflage policy read as follows:

Aircraft allocated to Lend-Lease beneficiary governments and the Navy will be delivered with standard U. S. Army camou­flage, unless other specified camouflage has been requested bythe recipient Agency.

The AAF stated that MRP No. 15 only referred to camouflage paints and that the Material Command retained control of protective coatings. The committee decided that in view of this, that the existing service specifications should continue to define protective coatings. The AAF, Navy and British committee members agreed that:

1. The weight of camouflage paint applied to aircraft was less than had been commonly believed; for example, the paint on a B-24 aircraft only weighed 71 pounds, an insignificant proportion of the aircraft’s 60,000 pound gross weight.

2. The increase in drag due to rough camouflage paint was not a serious factor.

3. Aircraft on the ground could be camouflaged more effectively than in flight.

4. Navy tests on an F4U-1 aircraft showed that speed increases due to lack of camouflage were smalt, and their results substan­tiated those obtained by AAF and British tests.

The British member stated that they had found that nets were less effective over non-camouflaged aircraft on the ground, and the Navy member agreed with this statement. The AAF member said that MPR No, 15 did not apply to this situation.

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Consolidated B-24H-20-DT, 41-28967, was the Formation lead aircraft for the 458th BG, 96th CBW, of the 2 Air Division, Eighth Air Force, it crash landed on March 9,1944. The forward half of the fuselage and all surfaces of the wing were painted in white with blue and red polka dots. The left of the aircraft was olive drab with yellow and red polka dots. Outer surfaces of the red vertical tails had a white stripe in the middle. The letter Z was in red. Just visible in the photograph is the row of lights on the white stripe in the middle of a red circle, replacing the fuselage cocarde. (USAF)

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Consolidated B-24H-20-DT, 41-28967, shown in happier days while it was still flying. Note the red, black and white shark teeth around the nose and the black outlined “eye”. (USAF)

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Consolidated B-24 crew prepare to board aircraft ‘‘Lonesome Polecat, Jr.” It is finished in Dark Olive Drab and Neutral Gray. (USAF via Gerry R. MarkgraD

In view of these statements and data, the committee decided that standard camouflage schemes would be applied by the manufacturers; if this was not possible, the camouflage would be applied at the Modification Centers.

The committee also approved the addition of the Navy Light and Dark Gull Grays to the standard camouflage colors. The Dark Gull Gray would replace the Navy Light Gray and the British Sea Gray Medium, and the Light Gull Gray would be an additional color.

These recommendations were approved by the JAC on January 27,1944.

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North American P-51B-1-NA, 43-12216, aircraft AJ-U of the 356th FS, 354th FG, Ninth Air Force early in 1944, It is folly camouflaged and has the specified white bands around the nose and across the wings and tail surfaces. The spinner was also white. These markings were intended to help differentiate the P-51 from the German Messerschmitt Mel09. (USAF)

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Camouflage deleted from P-47s allocated to the British and French Air Forces, November 1, 1944

On October 20, 1944, the JAC approved the deletion of camouflage from all P-47 aircraft allocated to the French Government, and on November l, 1944, they did the same for P-47s allocated to the British Government. The Chief of Administration (WF) requested that they be informed of the serial numbers of the first non-camouflaged aircraft delivered to those countries.

Eleventh Air Force given data on comparative effectiveness of current camouflage schemes, November 6.1944.

The Production Engineering Division (WF) informed the CG, 11th AF Systems Command, on November 6, 1944, that standard olive drab camouflage, unpainted aircraft, and Jet black no. 622 finished aircraft, respectively, were most effective for daytime flight camou­flage. White, rather than gray, was better against a cloudy sky, but gray was effective against a clear sky.

They further stated that unpainted and olive drab finished aircraft were equally invisible against a heavy haze background, but that the olive drab finish gave better concealment for ground camouflage.

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North American P-51D-15-NA, 44-14951, aircraft E9-Pof the 367th FS, 361st FG, Eighth Air Force, is seen at strip A-64 on December 30,1944. It had been ordered to France to fly top cover for aircraft of the Ninth Air Force operating over the Battle of the Bulge. The spinner and nose were in yellow, as was the rudder. (William L. Swisher)

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North American P-51D-15-NA, 44-15387, aircraft SX-? “Stasia П", of the 352nd FS, 353rd FG, Eighth Air Force, at Raydon, England, in late December 1944. Spinner and nose markings are black and yellow. The under fuselage invasion stripes are still in place. (DSAF)

Spec. 98-24І13-В amended to change color of interior surfaces of AAF aircraft, August 1945

For a long time, the interior surfaces of all AAF aircraft had been painted “Yellow Green.” Amendment No. 3 to Spec. 98-24113-B was issued on August 18, 1945, and directed that all “Interior (Enclosed) Surfaces” were now to be finished in “Interior Green”, ANA Bulletin No. 157 color no. 611. This now meant that the interior of all AAF aircraft would be finished in either black, medium green, or interior green, depending on the location of the particular surface.

Spec. 98-24105-S adds new requirements for markings, including escape hatches,

September 1945.

This specification covering markings for airplanes and airplane parts had grown steadily in size with the increasing complexity of AAF aircraft and a new release, dated September 5, 1945, had grown to no less than twenty eight pages. The applicable changes follow:

H-5a. Camouflage Finishes.—All exterior markings on aircraft having camouflage finishes shall be applied with black, blue, or orange yellow, shades Nos. 604, 606, and 614, respectively, of Bulletin No. 157, of the same materials as the finish of the airplane. On aircraft having night camouflage finish, Jet No. 622, the exterior markings shall be applied with insignia red No. 619.

E-6. Fuselage Markings:

E-6a. The following markings, properly filled in, shall be stenciled on the left side of the fuselage, forward of the front cockpit. Where the cockpit is in the nose of the fuselage, the markings shall be placed to the rear of the cockpit:

U. S. ARMY—(Model Designation)

A. A. F. SERIAL NO

E-7. Vertical Tail Surface Markings:

E-7b(l). When there is a possibility that the numbers will be obscured by exhaust gas residue, they shall be placed as high up on the vertical surface as possible and still comply with the discernibility requirement.

E-7e. Gncamouflaged Airplanes.—For uncamouflaged airplanes, the radio call numbers shall be placed on the vertical stabilizer surfaces. For light colored backgrounds, the numbersshall be black, and for dark backgrounds, the numbers shall be International orange in accordance with color shade No. 508, Bulletin No. 166.

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North American P-51C-5-NT, 42-103896, aircraft No. 1078 of the 530"1 FS, 31Г*1 FG, of the Fourteenth Air Force seen from a C-47 it was escorting over rugged Chinese terrain, on July 24,1945. The bands on the yellow tail are black, spinner is yellow. Note the serial number on the fuselage and the direction-finding loop on top of the rear fuselage. (1JSAF)

E-7d. Camouflaged Airplanes.—For camouflaged airplanes, the radio cali numbers shall be placed to utilize both the vertical stabilizer and the rudder surfaces. For light colored backgrounds, the numbers shall be black in accordance with color shade No. 604 of Bulletin No. 157 and for dark backgrounds, the numbers shall be orange yellow In accordance with color shade No. 614 of Bulletin No. 157, except that the numbers for night fighter aircraft shall be Insignia Red in accordance with color shade No. 619 of Bulletin No. 157.

E-15b. External Markings.—The following external markings dealing with the identification of emergency exit open­ings and their operation from the outside of the airplane shall be in accordance with the following:

E-15b(l). Materials.—The markings for the identification of escape hatches, doors, and exits on the outside of the airplane shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow sur faces the color shade shall be No. 515. The markings either shall be in lacquer conforming to Specification AN-L-29 or in enamel conforming to Specification AN-E-3.

E-15b(2). Exit Release,—All external releases for operating emergency exit panels shall be labeled “Exit Release” on the outside of the airplane to facilitate quick identification. This wording shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 515.

E-15b(2) (a). Operation Instructions.—The wording describing the operation of the “Exit Release” shall be in standard English, such as “pull”, “push”, “turn”, or “slide”, and shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No, 515.

E-I5b(2) (b). Size of Lettering.—The words “Exit Release” and “pull”, “push”, "turn”, or “slide” shall be preferably 2 inches in height, and shall not be less than 1 inch in height.

E-16. Identification of Areas for Auxiliary Exits, for Forced Entry into Aircraft for Rescue Purposes, and for Forced Exits:

E-16a. Markings.—The following markings dealing with the identification, from the outside of the airplane, of areas for forced entry into airplanes for rescue purposes and with the identification, from the inside of the airplane, of areas for forced exit shall be in accordance with the following:

E-16a(l). Materials.—The markings for the identification, from the outside of the airplane, of areas for forced entry into airplanes for rescue purposes, and the markings for the identification, from the inside of the airplane, of areas for forced exit shall be painted orange yellow in accordance with color shade No. 506 of Bulletin No, 166, except that on yellow surfaces the color shade shall be No. 516. The markings either shall be in lacquer conforming to Specification AN-L-29 or in enamel conforming to Specification AN-E-3.

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Douglas A-26s of the 8th, 13th, 89th, and 90th AS, 3rd AG, Fifth Air Force, seen at Belo Airstrip, Okinawa, on August 11, 1945. All aircraft are camouflaged in ANA Olive Drab No. 613 and Sea Gray No. 603, as requested by the AAF Commanders in the Pacific. The squadron fin top bands are yellow for the 8th AS, red for the 13th AS, green for the 89th AS, and White for the 90th AS. (USAF)

E-16a(2). Identification of Areas Around Auxiliary Exits.—Openings, such as auxiliary exits, windows, and navigators domes, are usually of a smaller size than the primary openings and consequently entry or exit is more difficult. Where the struc­ture immediately surrounding the foregoing openings is free from heavy structural members such as bulkheads and main longi­tudinal members, from oxygen, fuel, and oil lines, and battery leads, such areas shall be marked, both on the inside and out­side of the fuselage at the extreme boundary of such areas, with a broken band, which shall be orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 516,

E-16a(2) (a). Size of Broken Identification Marking Band.—The broken identification marking band, both on the inside and outside of the fuselage, shall be 1/2 of an inch in width. Each segment of the broken band shall be approximately 1 inch in length, with segments approximately 12 inches apart. Examples of the identification of such areas on the outside of the airplane are shown in Figures 4 and 6.

E-16a(3). Identification Nomenclature.—The words “Cut Here For Emergency Rescue", shall be painted or stenciled on the inside of, parallel with, and immediately adjacent to the broken band identifying an area on the outside of the airplane, for forced entry into the aircraft for rescue purposes. The words, “Cut Here For Emergency Exit” shall be painted or stenciled on the inside of, parallel with, and immediately adjacent to the broken band identifying an area, on the, inside of the airplane, for forced exit from the airplane. The foregoing nomenclature shall be orange yellow in accordance with color shade No. 606 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 516.

EJ6a(3) (a). Size of Lettering,—The words, “Cut Here For Emergency Rescue” and “Cut Here For Emergency Exit”, shall be painted or stenciled approximately 1 inch in height.

E-16a(4). Identification of Other Areas.—Other emergency escape areas are usually areas of a type which may be cut through to provide a means of rescue when entrance or exit cannot be made in any other manner. These areas shall be deter­mined by visual inspection of each affected airplane, since relocation and reinstallation of equipment, furnishings, oxygen, fuel and oil lines, and battery leads may have been made which would not be indicated on the installation drawing of the airplane. These areas shall be as close as possible to the normal stations of personnel, except where personal injury to occupants might result from forced entry at that point These areas shall be marked both on the inside and outside of the fuselage by painting or stenciling corner markings only which shall be orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No, 515.

E-16a(4) (a). Size of Identification Corner Markings.—The horizontal and vertical bars of the corner markings, both on the inside and outside of the fuselage, shall be approximately 3inches in length and 1 inch in width. Examples of the identifica­tion of such areas on the outside of the airplane are shown in Figures 6 and 7.

E-16a(5). Identification Nomenclature.—The words, “Cut Here For Emergency Rescue”, shall be painted or stenciled in the approximate center of the four corner markings, on the outside of the airplane, indicating other areas for forced entry into the aircraft for rescue purposes. The words, “Cut Here For Emergency Exit”, shall be painted or stenciled in the approximate center ofthe four corner markings, on the inside of the airplane, indicating other areas for forced exit from the airplane. The foregoing nomenclature shall be orange yellow in accordance with color shade No. 506 of Bulletin No. 166, except that on yellow surfaces the color shade shall be No. 515.

E-16a(5) (a). Size of Lettering.—The words “Cut Here For Emergency Rescue” and “Cut Here For Emergency Exit”, shall be painted or stenciled approximately 1 inch in height.”

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Boeing B-17G-I10-VE, 44-85815, an Eglin Field lest aircraft, is seen carrying a JB-1 flying bomb under the right wing. This missile was the US built version of the infamous Fieseler Fi 156 V-l flying bomb, (author’s collection)