Category And Colors

This new issue, dated August 14, 1947, made a number of detail changes to the requirements for the new national aircraft insignia. This included using a gray color for the insignia white on upper wing surfaces when finished in low visibility camouflage color schemes, and deleting the small size national insignia used above the wings of night fighters, enlarging them to a minimum size of thirty inches (from the previous twenty five inches). The spec, read as follows:

A. APPLICATION

A-l. Application.- This specification is drawn to present the requirements for the size and location of the national insignia on the exterior surfaces of aircraft.

B. APPLICABLE SPECIFICATIONS,

B-l. There are no specifications applicable to this specification.

C. MATERIALS.

C-l. General.-The insignia shall be applied with approved lacquers, dopes or enamels as are applicable and compatible with the finishes applied to adjacent surfaces, Decalcomanias may be used upon specific approval of the Procuring Agency. The gloss or specularity shall match that of adjacent surfaces, except that non-specular laquers, dopes or enamels shall be used on surfaces finished semi-gloss sea blue.

C-2. Color.- Colors used shall conform to the applicable Army-Navy standard color cards for non-specular insignia and to the Army-Navy Aeronautical Color Standards for glossy insignia.

D. DESIGN.

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 centered 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. The construction of the star is obtained by marking off five equidistant points on the circumscribed circle and connecting each point to the two non-adjacent points. See Figure 1. The national insignia shall be applied so that in the normal flight attitude of the airplane the top star point of the insignia points upward and perpendicular to the line of flight on vertical surfaces, or forward and parallel to the line of flight on horizontal surfaces. A gray color, obtained by mixing one part of insignia white with one part of light gray, shall replace the insignia white on applications to upper wing surfaces when finished in low visibility camouflage color schemes.

D-2. Application.- D-2a. Wing Insignia.-

D-2a(l). Location.- Two insignia shall be placed on the wings of all airplanes. The national insignia shall be placed on the upper surface of the left wing and the lower surface of the right wing. On bi-planes one insignia shall be placed on the upper surface of the upper left wing and the other on the lower surface of the lower right wing. They shall 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 measured from the center of the insignia. The insignia may be moved inboard the minimum distance necessary where wing tip floats of sea­planes interfere or when space is not available for the minimum size specified.

D-2a(2). Size.- The insignia shall have a blue circle, excluding the borders with a maximum diameter of 50 inches and a minimum diameter of 30 inches. Standard sizes shall have blue circle diameters in multiples of five inches. The blue circle diameter selected shall be the standard size which is closest to, but does not exceed, 75 percent of the distance between the leading edge of the wing and the aileron cut out at the point of application.

D-2b. Fuselage Insignia.

D-2b(l). Location.- The national insignia shall be applied to each side of the fuselage approximately midway between the trailing edge of the wing and leading edge of the stabilizer but in no case shall any part of the insignia be located closer than 35 inches to the trailing edge of the wing, except that the insignia may be moved forward or to the rear of the midpoint to avoid covering transparent material. When the fuselage section between the trailing edge of the wing and the leading edge of the stabilizer is not large enough to accommodate the minimum size specified, the fuselage insignia shall be placed on such other parts of the fuselage, as will permit its being readily seen from the side. On patrol seaplanes, the insignia shall be applied to each side of the bow in such position that it is completely visible when the plane is water-borne in normal load condition. Alternate locations, as permitted above, shall be such as to obtain suitable visibility and shall be approved by the Procuring Agency. Fuselage insignia may extend over doors and emergency exits but shall not extend over windows or such opening used during combat which would change the insignia pattern.

D-2b(2). Size.- The insignia shall have a blue circle, excluding the border, with amaximum diameter of 50 inches and a minimum diameter of 20 inches. Standard sizes shall have blue circle diameters in multiples of five inches. The diameter selected shall be the standard size which comes nearest to, but does not exceed, 75 percent of the height of the projection of the fuselage side at the point of application.

E. NOTES.

E-l. Superseding Data.- This specification supersedes those parts of the current issues of the Bureau of Aeronautics Specification SR-2 and U. S. Army Specification 98-24102, which pertain to aircraft insignia, and Specification AN-I-9b for Army; and Navy aeronautical use.

* * *

This ends the history of the ever-changing AAF requirements for the camouflage, markings and insignia on its combat and non-combat aircraft between 1941 and 1947, until the service finally became independent of the U. S. Army, as the new U. S. Air Force on September 26,1947.

* * *

Robert D. Archer spent his early years in Bristol, England. He kept extensive notes on the color schemes and markings to be seen on the huge variety of aircraft at Filton Airfield from 1936, until the outbreak of war in 1939, beginning a life-long interest in aircraft color schemes.

He entered the aircraft industry as a design engineer in 1942, working for Napier’s on the Nomad, Naiad, and double-Naiad en­gines: at English Electric on electrical control systems; and at Supermarine on the Swift series, and Types 525 and 545. He was elected an Associate Member of the Royal Aeronautical Society in 1954, and was active in the Air Training Corps and the Royal Observer Corps of the Royal Air Force until he left England in 1954 to join Canadair, Canada, on the CL-28 pro­gram.

Fie was brought to California in 1956 by Northrop and worked on the T-38, F-5, Lockheed Electra and the McDonnell F-4 prototype. In 1964 he joined Douglas Aircraft at Long Beach, initially in military advanced design. He worked on the control systems of the КС-10 and MD-80, made a special review of the F-15 flight control system, and completed his service as a manager on the fly-by-wire control system of the C-17. For a brief period he worked at Lockheed Aircraft, as a project engineer on the WP-ЗА and NKC-121K programs.

In 1966, the USAF granted him the then necessary secret clearances to research at! of the files concerning the subject of this volume. He was the only non-service person granted this privilege. This has ensured the accuracy and depth of the material presented herein, much of it for the first time.

Over the years, he has contributed to various publica­tions, such as Interavia, Flight International, Space/Aeronau – tics, Jane’s All The World’s Aircraft, and the American Avia­tion Historical Society Journal, and wrote a book covering the development and service use of the Republic F-105 Thunderchief.

He was a founding member of the American Aviation Historical Society, serving for many years on the editorial board of the Journal, and was a director for a short time. He
is a member of the Air Force Association and is also a founding member of the US branch of the International Plastic Modelers Society, and contributed scores of articles to several scale model magazines. After 49 years in the aviation industry, he retired in 1991.

His most recent work was the Monogram U. S. Army Air Ser­vice and Air Corps Aircraft Color Guide, a definitive reference work covering the period between 1908 and 1941, published in 1995.

The changes in Amendment No. 4 to Spec. 98-24102-K, issued on August 29, 1942, stated that decalcomania transfers could be used for the insignia depending upon specific approval of the AAF. The design of the insignia was changed to the white star within a circum­scribed biue circle, and the following new paras, were added:

3. Size of Insignia for airplane fuselage, – For the fuselage of airplanes, the diameter of the circumscribed circle, shown in Figure 1, shall be 3/4 of the depth of the projection of the fuselage side, but in no instance shall the diameter exceed 48 inches, 9. Location of insignia on fuselage. – One insignia shall be applied to each side of the fuselage, with a point pointing upward midway between the vertical projections of the trailing edge of the wing and the leading edge of the horizontal stabilizer. In the event that transparent materials are located in this area, the star insignia shall be moved forward or to the rear as specified by the procuring agency.

Beech AT-ll-BH Kansan, 41-27679, bombardier trainer version of the AT-7. 1,582 were built and had a bomb bay for 1,000 lbs of bombs. (March AFB Museum)

10. Rudders, Insignia. – Insignia will not be applied to rudders. Rudders will be finished with the color which is applied to the vertical surfaces of the fuselage.

Mat. Com. (Wash.) informed Prod. Div, (WF) that the Dir. of Photo, had received information from the theaters that camouflage paint was needed despite the added weight. The Dir. of Photo. (Wash.) had directed (hat all photographic aircraft be haze painted at the factory, since the camouflage was a distinct advantage in avoiding interception. Although the Dir. of Mil. Req. (Wash.) did not concur in this directive, there was no objection to having the aircraft painted with haze paint, provided that Mat. Com. (Wash.) approved. Mat. Com. (Wash.) requested that an investigation be conducted and a report forwarded.

The National Insignia was revised in T. O, 07-1-ID, to require the use of a BLUE BORDER in lieu of the RED BORDER formerly specified.

The work was to be accomplished as soon as possible and not later than the next 25-hour inspection by service activities with the aid of sub-depots, if necessary.

The newT. O. changed all previous references to the RED BORDER to one of BLUE. The new insignia was to now consist of a five – point, white star within a blue circle, as previously specified, together with the two white rectangles, this entire design to be circum­scribed by a BORDER of BLUE whose width was 1/8 the radius of the original blue circle. Existing insignia could be reworked by painting over the existing red border with insignia blue, shade No. 47.

The order for the revised insignia went out to industry very quickly, where it was required that the changeover should be made at the factories and mod centers as quickly as possible without delaying deliveries. For example, this revision reached Douglas Aircraft at Long Beach and Santa Monica, and Lockheed Aircraft at Burbank on September 29, 1943.

It should be noted that the Navy moved even faster, sending out the change on September 23,1943, one day before the issue of T. O. 07-1- ID. In fact, their teletype was dated September 15,1943, but its transmission was apparently delayed by coordination with the AAF.

New’ ANA BULLETIN No. 157 standardizes names and numbers of Army-Navy colors for aircraft camouflage, September 28, 1943.

The results of the JAC standardization of aircraft camouflage colors was finally issued on September 28, 1943, as ANA Bulletin No.157. This listed the following:

COLOR NO. COLOR NAME

601 Insignia White

602 Light Gray

603 Sea Gray

604 Black

605 Insignia Blue

606 Semi-Gloss Sea Blue

Two Consolidated B-24Ds of the 376th BG, shortly after their return from the Ploesti mission. The nearest aircraft is 4І-П630, aircraft no.83. Note that the RAF fin flashes are on both sides of the vertical tail. (March AFB Museum)

Note 2a. of the original document stated that:

The Arm у-Navy Aircraft Camouflage Color Standards supersede Army Air Forces Bulletin No. 41 and any other color standards for the colors listed herein for Army and Navy aeronautical use.

For many reasons, these new color standards did not take effect for several months. For example, the engineering department at Douglas Aircraft Co’s. Santa Monica plant did not receive their copy until October 30, 1943. However, the main reason was it took several months before the necessary camouflage paint specifications were revised to meet the requirements (for full details see Chapter 7). Also note that there were no high altitude camouflage colors included, despite the request of August 13, 1943, to the Tech. Sub­Committee on Camouflage.

None of the colors in the Bulletin were changed, except for the major one of color No. 613, Olive Drab. This replaced the previous Dark Olive Drab No. 41 of Bulletin No. 41, per the Army request of January 22,1943 (described earlier). There was quite a difference in the shade of the two colors, but in the event, the change was not to appear in the combat theaters for many months, and as it so happened, not on the AAF major combat aircraft. This was because, as a result of Gen. Arnold’s inquiries to his theater commanders (described earlier), far-reaching changes were about to be made in the AAF camouflage requirements.

a. Organization insignia will be placed on each side of each lighter-than-air aircraft. The location for observation balloons will be on each side, halfway between the greatest diameter and the leading edges of the horizontal lobes. The locations for spherical balloons will be at points in line with and 3 feet from each end of the wording ‘U. S. Army.”

b. In no instance will the size of lighter-than-air insignia exceed 9 square feet. The insignia placed on each craft assigned to an organization will be uniform in size. However, this does not require that insignia of different organizations be of the same size.

c. The insignia for all lighter-than-air aircraft will be painted on two-ply envelope fabric, code No. 101, and securely attached to the envelope with rubber cement. Each sheet of fabric will be neatly trimmed to the minimum size required; and, to insure adhesion, corresponding areas of the aluminum finish will be carefully removed from the envelopes with suitable wire brushes.

3. MATERIALS REQUIRED, (omitted from this work – author).

* * *

This concluded the AAF work on aircraft camouflage, markings, insignia and colors for 1943. The situation world-wide had changed to where the AAF was preparing to go on the offensive with massive strength in all combat theaters, particularly in Europe. The Allies intentions were to beat Germany first and then concentrate on Japan. Russia’s insistence on a “Second Front" in Europe played a key role in the planning for 1944: the US and British response was the planning of Operation OVERLORD, the landing of strong Allied forces on the north coast of France. This obviously required total air supremacy in that area, thus the destruction of the Luftwaffe’s capability to defend the Channel Coast was paramount in the plans for 1944.

The story of 1943 is one showing that the AAF was no longer worried about defending its airpower on the ground against hostile attack. This allowed them to concentrate on getting the maximum production of the required aircraft and getting every little bit of performance out of each type. The deletion of basic camouflage from its aircraft at the end of 1943 showed that these aims were being achieved, despite the heavy losses of the Eighth Air Force Bomber Command in the summer of 1943. In 1943, key problem in Europe had been shortage of aircraft, rather than crews. This was to change drastically in 1944. The arrival of the P-51 in England finally gave the Eighth AF the long-range escort fighter it needed to destroy German industry without suffering prohibitive losses.

A completely new version of T. О. 0-7-1-1 was issued on August 25,1944, stating that it was revised to include additional information. However, close examination shows that there was really very little new information, most of the changes being present in the earlier T. O. 07-1-lAand T, О. 07-1-1B supplements. The statement re “troop carriers, transports” needing camouflage was changed to read “troop carrier transports.” In section, “3. MARKINGS,” under c. RADIO CALL NUMBERS, para (2), for aircraft operating solely within the continental limits of the United States, a final sentence was added: “However, the suggested method is to apply 16 x 24 numerals on the lower left wing.”

In the same section, the following new paragraph, covering PT type aircraft markings was added: e. SPECIAL TRAINER MARKINGS

(4) PT type aircraft in use at installations under the jurisdiction of the CG, AAFTC may, for purposes of increased visibility, have the following markings, applied locally. These will be of corresponding materials applied over the aluminized finish.

(a) A 30-inch band of international orange completely around the fuselage, near midway between the trailing edge of the wing and the leading edge of horizontal stabilizer.

(b) International orange on each wing tip, covering the area from the leading to the trailing edges, top and bottom, and extending inboard a distance of 24 inches. On biplanes, this color will be applied to the top and bottom of the tips of both the upper and lower wings.

It is important to note here that AAFTCs request on March 25, 1944, to revert to its earlier blue and yellow paint scheme for its PT type aircraft, was not carried out. Although it had been approved by HQ AAF on May 6, 1944, these new instructions now directed AAFTC to paint international orange bands on the wings and fuselage instead.

Although no reason for the reversal of the earlier approval by HQ AAF was given, it seems likely that the decreasing need for new pilots at this state of the war was reducing the need for anti-collision paint schemes.

The tremendous numbers of pilots trained by the AAFTC can be seen by the 35,000 day fighter pilots that passed through the schools between December 1942 and August 1945.

Exterior wood surfaces (fabric covered) will have a minimum of one brush coat of varnish, thinned with an equal portion of naphtha, and two brush or spray coats of clear tautening dope, Specification No. ANTT-D-514, prior to attachment of fabric. The fabric may be cemented in place with the second coat of clear dope, or may be laid on the dried second coat with cementing effected by wetting the fabric with thinner or thinned dope The finish over the fabric shall consist of a minimum of one brushed (first) coat and two sprayed coats of clear tautening dope followed by the necessary spray coals of pigmented dope.

10. FABRIC.

a. Exterior fabric parts will have a minimum of two brush and two spray coats of clear nitrate dope, Specification No. AN-TT-D-514 (aluminized dope vehicle, Specification No. AN-TT-D-551, is not a suitable substitute, as it does not have the tautening qualities of Specification No. AN-TT-D-514). The weight of clear dope coats should be between 2.5 and 3.5 ounces per square yard. This will be followed by two or more coats of aluminized dope prepared by addingS ounces per gallon pigment, aluminum paste, Specification No. AN-TT-A-461, to dope cellulose nitrate, clear, Specification No. AN-TT-D-551, before

thinning. The weight of the complete finish should be between 4.5 and 5.0 ounces per square yard. Patching will be accom­plished with clear dope, Specification No. AN-TT-D-514, applied in same manner and will be covered with suitably colored pigmented dope coats as prescribed for new fabric.

b. For emergency rejuvenation of old fabric, add a fluid ounce of each tricresyl phosphate and castor oil to 1 gallon of two to one mix of clear dope, Specification No. AN-TT-D-514, and blush retarding thinner, Specification No. AN-TT-T- 258. Apply one coat by brush to clean surface, followed by one spray coat, After several hours drying, spray one coat of aluminized dope, prepared as specified in paragraph 13.a,

SECTION III MARKINGS

The USAAF was formed after the war in Europe had been un­derway for more than twenty-two months, and it became obvious that it was only a matter of time before the USA became involved. By then, Nazi Germany had conquered Poland, Belgium, Holland, Norway, Denmark, and France, leaving only Britain to fight back alone.

Unable to defeat the Royal Air Force in the summer of 1940, Hitler abandoned his plans to invade England and began an all-out bomber campaign to force the British to come to terms. Meanwhile, he planned a huge offensive in eastern Europe against his erstwhile partner, the Soviet Union and finally launched this on June 22,1941 (this was two days after the formation of the USAAF).

However, Gen. Arnold, commander of the new USAAF, had foreseen the need for a huge expansion of the air forces and plan­ning for just this had been taking place for several years. A great deal of cooperation had taken place with the British and many Air Corps aircraft had been sent to Britain though, obsolete as they were, their only effective use was in training. More importantly, a small force of B-17 heavy bombers in the RAF saw action over Germany and revealed many shortcomings. Re-design of the type into its B-17E version turned it into an effective heavy bomber which was to become the mainstay of the air war against Germany for the next four years.

Among the most important plans laid by Gen. Arnold was those for a huge training effort at all levels, resulting in a disproportion­ately large number of trainer aircraft to combat types. He also pushed the small American aircraft manufacturing base into a huge expan­sion of new plants all over the USA. The results of this are seen in the table showing the strength of the USAAF. When formed on June 20, 1941, it had the following totals of the main types of air­craft:

Despite Arnold’s best efforts, the USAAF suffered grievous losses when the Japanese made their surprise attack on Pearl Har­bor, December 7, 1941, and these continued when the Japanese bombed the Philippines, prior to invading on December 10,1941.

Thus, at the end of 1941, the USAAF had only suffered defeat, but 1942 would prove to be a different story, laying the foundations for the buildup of the biggest air force in history, reaching a peak strength of 79,908 aircraft in July 1944, only three years later.

All of these original USAAF aircraft were painted and marked in accordance with the latest versions of the applicable specifica­tions evolved by the Air Corps and the GHQ Air Force. As de­scribed in the author’s earlier volume, covering the development of these specifications and requirements from 1908 to 1941, these two predecessors of the USAAF had arrived at very complete require­ments for painting their combat and training aircraft.

OPPOSITE: Bell P-39Cs of the 31st PG, in May 1941. They are fin­ished and marked to Spec. 24114 and carry the latest GHQAF desig­nators on the fin. Propellers are camouflaged black; the squadron in­signia has not yet been added to the new aircraft. Aircraft numbers 22, 23, and 30-31P are visible. These are typical of the aircraft taken over when the AAF was formed, incorporating the Air Corps and the GHQAF. (USAF)

US Army Air Forces specifications in use, revised, or issued, by date and version, during 1941. Includes earlier versions issued by the US Army Air Corps, until formation of the USAAF.

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

Existing Orders in Effect for Aircraft Marking, Insignia
and Camouflage when USAAF was formed, June 20,1941.

The principal War Department, Headquarters of the Army Air Forces, Washington, document for finishing requirements was Technical Order No. 07-1-1, entitled:

DOPES. PAINTS. AND RELATED MATERIALS. GENERAL –
AIRCRAFT MARKING, INSIGNIAAND CAMOUFLAGE.

The latest applicable issue of this T. 0. was dated April 8, 1941 and incorporated many references to other specifications. Relevant details from each of the referenced specs, have been provided at the end of the T. O. This information appears under the following headings:

Camouflage Finishes for Aircraft (Spec. 24114)

Colors for Training Airplanes (Spec. 98-24113-А)

Markings for Airplanes and Airplane Parts (Spec. 24105)

Standard Insignia (Spec. 24102)

The T. O. read as follows:

This technical order replaces Technical Order 07-1-1 dated May 15, 1940, and all previous instructions on airplane camou­flage in conflict herewith.

NOTE: The camouflaging of airplanes directed herein will be accomplished as soon as practicable by Service Activities having the necessary equipment, or if necessary, at Depots as arranged with the Control Depot.

TABLE OF CONTENTS

1 Camouflaging of Airplanes.

2. Color of Painted Surfaces of Training Airplanes.

3. Identification Numerals for Training Airplanes

4. Colors for Alaskan Department Airplanes.

5. Marking of Airplanes.

6. Standard Insignia.

7. Organization Insignia.

8. Organization Identification.

9. Command Recognition Stripes.

10. Names of Combat Crew.

11. Paint to be used.

1. CAMOUFLAGING OF AIRPLANES

a. Types of Airplanes to be Camouflaged: All U. S. Army Air Corps and Federalized National Guard airplanes will be camouflaged in accordance with A. C. Spec. No. 24114, with the following exceptions:

(1) Training types of airplanes.

(2) Airplanes of other types regularly used for training purposes by Training Centers.

(3) Airplanes operating in the Alaskan Department or in any country having similar climatic and terrain conditions. (See paragraph 4.)

b. Application of Camouflage materials over existing protective coatings: Specification camouflage materials in

kind can be satisfactorily applied over existing protective coating on airplanes, that is, specification camouflage lacquer over existing enamel finishes and specification camouflage dope over existing doped finishes.

The colorful appearance of the USAC aircraft changed drastically with the introduction of camouflage in 1940, as seen in these two Curtiss P – 36s of the 36th and 51st Pursuit Groups.

c. Appearance of camouflaged airplanes: Due to the highly pigmented content and dull finish of camouflage materials, camouflaged airplanes will not present as pleasing an appearance as the highly polished Alclad or glossy painted airplanes of the past. No attempt should be made to secure a polish or high gloss, as this will tend to defeat the purpose of the camouflage.

d. Maintenance of camouflage surfaces: Camouflage materials may have neither the adhesive nor the colorfast quality of specification paint materials used heretofore. It is anticipated that there will be minor chipping of the camouflage materials at the leading edges of airfoils, particularly if the airplane is flown through heavy rains. This chipping may be somewhat unsightly, but as long as the material affords a reasonable coverage of the surface, the finish should not be touched up, as the chipping effect is not objectionable from a camouflage standpoint and the additional weight derived through the continued touching-up process might become objectionable.

e. Types of Camouflage materials: Paragraph E-lb of A. C. Spec. 24114 permits the use of two types of camou­flage materials on metal surfaces. Either of these types may be used, subject to provisions of subpara. b. It will be noted that the use of enamel, camouflage, Spec. 14109 on metal surfaces requires the use of but one (1) coat of enamel and that no primer coat is necessary. Results of tests indicate that the least effort that is made toward exactness in the application of camouflage materials, other than the satisfactory spraying on of the prescribed number of coats, offers the best results from the standpoint of camouflage value.

f. Use of special color of camouflage material: The basic color of camouflage material for the top surfaces of all camouflaged airplanes will be dark olive drab, Shade No. 41, A. C. Bulletin No. 41. However, to meet requirements where airplanes are operated over a terrain which is predominately green, the use of one coat of medium green, Shade No. 42, A. C. Bulletin No. 41, is authorized to supplement the top surface camouflage finish.

g. Identification Markings:

(1) All identification markings, insignia, designators and squadron and flight command stripes on camouflaged airplanes will be of specification camouflage materials and of colors conforming to the color shades outlined in A. C. Bulletin No. 41.

Bell P-39Cs of the 40th PS, 31st PG, being refueled during the 1941 annual maneuvers (the last prior to US entry into the war). The white cross is for identification in the maneuvers. fUSAF)

Curtiss P-40C of the 77th PS, 20th PG, at Oakland in 1941. It is camouflaged to Spec. 24114, but does not have the fuselage cocarde. The designator is in yellow, as are the spinner and the wheel covcrs. fPeter Bowers via William L. Swisher)

(2) Airplane designators for camouflaged airplanes:

(a) The designator used on the wings will be as specified in Paragraph 8 b, with the location and size as specified in paragraph 8 c. Insignia blue, shade No, 47 camouflage material will be used.

(b) The designator used on the vertical stabilizer and rudder will be as specified in paragraph 8 b, with the location and size as specified in paragraph 8 c. Black, shade No. 44 camouflage material will be used.

(c) Other identification markings, insignia, and organization identification will be as specified in paragraphs 5, 6, 7,

and 8.

h. Camouflaging of Propeller: The camouflaging of propellers as required in paragraph “E-5” of A. C. Spec. No. 24114 should be accomplished by spraying each propeller blade in the horizontal position and retaining the propeller in this position until the camouflaging materials have set, after which it will be necessary that the propeller be checked for balance.

Tests indicate that one (1) coat of camouflage material on propeller blades offers adequate coverage. It is anticipated that this finish on propeller blades will chip and become unsightly after a period of time, however, no attempt should be made to touch up the surface of the propeller blades at any time until the propeller is overhauled, at which time the assembly will be repainted and balanced.

j. Because of the magnitude of the work involved, and the emergency conditions now existing, all service activities will make every effort, before contacting the depots, to accomplish the camouflage work specified herein with equipment and facilities already on hand or that can be made available locally. When climatic conditions permit, the work may be accom­plished out of doors, or in the lee of hangars or other buildings when partial protection from excessive wind is necessary. It should be borne in mind that essentially all paints, dopes and lacquers are of a toxic nature and inflammable; accordingly, precautionary measures should be exercised in handling and application.

Continuing the effort to get the use of white camouflaged approved for anti-submarine operations, tests had been run at Langley Field, VA, comparing the visibility of different camouflage colors used on B-17E and B-34 airplanes. The colors used were an off white and a brown (olive drab) on one of each type of airplane. It was found that the white painted airplanes had a definite advantage over the brown painted airplanes in anti-submarine operations. It was recommended that:

a. With least practical delay, paint all aircraft inashadeof “offwhite”. Ashadea little more “off white” than those used in these tests was considered preferable.

b. Future aircraft destined for anti-submarine operations should be properly camouflaged prior to delivery to a tactical unit. (Regrettably, it was to be quite a while before any top-level action was taken to implement these recommendations, as we shall see – author).

New AAF Spec. No. 24115 Protective Coatings and Finishes (for Aircraft Wood Surfaces), issued on September 3, 1942.

The AAF had an increasing number of new types of aircraft under development using wood as the main material. It was found necessary to issue a spec, covering the requirements for protective coatings and finishes on these aircraft and Spec. No. 24115 was issued on September 3, 1942. (this was exactly three years after the declaration of war by Britain and France on Germany brought the Allies into World War II. This spec, had a very short life, being canceled and replaced by a new Army-Navy Aeronautical spec., AN-C-83, on July 1,1943 – author.)

For plain wood surfaces, interior enclosed surfaces were to receive at least two coats of a clear sealer. Interior open surfaces were to be finished with at least one coat of clear sealer, one coat of surfacer and one coat of the specified color, or at least two coats of pigmented sealer and one coat of the specified color. Exterior surfaces were to be finished the same as interior surfaces, except that at least two coats

of the specified color were to be applied. Wood surfaces that were fabric covered were to be given at least one coat of sealer and either two coats of clear dope and one layer of suitable fabric, or one coat of clear dope and one layer of pre-doped fabric. After the fabric had been applied, the finish was to be completed by the use of three coats of clear dope (including the taping dope) and two coats of pigmented dope. The first coat of clear dope used on either the pre-doped fabric or the un-doped fabric was to be thiimed 50% with thinner.

All color coats were to be either camouflage enamel or lacquer.