Category And Colors

a. Radio call numbers of not less than four numerals will be maintained on all AAF aircraft except as stated in paragraph 17.c. These will be applied to both sides or each outboard side, as applicable, of the vertical stabilizer and rudder assembly, except that on rotary winged aircraft, they will be applied to the sides of the fuselage. These call numbers, or designators, will be of a size discernible at a distance of 150 yards. The suggested minimum size is 8 x 12 inches. They will be derived by deletion of the first numeral of the serial number (4) and the hyphen (-), and the combination of the remaining four or more numerals. In case of serial numbers of type 41-7, use zero as necessary to make four numerals as 1007. Colors will be black for uncamouflaged surfaces, and yellow for camouflaged surfaces except that black camouflaged planes will have insignia red call numbers. Decalcomanias are authorized if available,

b. IDENTIFICATION MARKINGS.

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

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

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

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

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

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

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

(The following paragraphs were added or revised):

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

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

* * *

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

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

1. Camouflaging of Aircraft.

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

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

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

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

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

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

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

primer.

f. Use of Special Color of Camouflage Materials.

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

lows;

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

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

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

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

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

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

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

2. Color of Painted Surfaces of Training Aircraft.

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

7. Organization Insignia.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

This read as follows:

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

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

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

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

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

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

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

,,. :

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

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

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

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

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

used for aluminized dope.

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

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

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

(a) Rudders and vertical fins painted insignia red.

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

(c) Ring cowls to be painted insignia red,

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

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

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

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

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

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

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

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

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

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

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

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

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

3. PARTS IN STOCK.

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

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

4. PROPELLERS.

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

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

CAUTION Care will be exercised to mask any angular graduations on the

propeller hub or blades. The space between the blade shank and barrel will be masked-off to prevent paint from contacting the seals.

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

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

5. PRECAUTIONS.

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

SECTION II

AUTHORIZED AIRCRAFT FINISHES

6. JET 622 NIGHT CAMOUFLAGE.

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

TABLE 1

METAL SURFACES FABRIC SURFACES

Lacquer, 2 coats over primer Dope Total Approx

Weight Increase

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

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

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

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

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

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

SECTION IV
INSIGNIA

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)

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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.