Category And Colors

The same day that the revised version of AN-19a introduced the new rectangular bar insignia, HQ. AAF issued a revision to T. O. 07-1­1, which stated that:

The work directed herein will be accomplished immediately by service activities with the aid of sub-depots, if necessary. Under para. 4. STANDARD INSIGNIA., it stated:

a. A cocarde of new design as described below will be placed on all aircraft of the AAF immediately. (Refer to figure 11.)

(1) A five pointed white star within a blue circle (as formerly),

(2) The straight line formed by the top edges of the two star points which are located to the left and right respectively of the upper star point, will be extended outward a distance equal to 1 radius of the circle on either side. Draw lines perpendicu­lar to this line at each end and extending downward for a distance equal to 1/2 the radius of the circle. Draw lines parallel to the above horizontal line from the ends of the two perpendicular lines until they intersect the circle. The bars thus created will be painted white.

(3) Using a width which is 1/8 the radius of the circle, describe a border of red around the entire design outlined in paragraphs 4.a.(l) and (2).

At the end of this section of the T. O., the following was added:

NOTE: Existing insignia may be reworked by adding the white rectangular areas and the red border provided that the provisions of paragraphs 4.b. and c. are complied with in so doing.

Results of camouflage speed test sent to Commanding General, Eighth Air Force, England, by HQ. VII! Bomber Command, dated July 1, 1943.

In accordance with the earlier request to delete camouflage from its aircraft, the 1st Bomb Wing ran camouflage speed tests on a B-17F, with its original camouflage applied and then with it removed, to check the improvement, if any, in its speed. The report stated that removal of the camouflage required the removal of all fabric covered surfaces and the engine cowlings before the job could be started. It took 1,300 man-hours to complete the operation, using 155 gallons of paint remover, one bale of rags, and eight pounds of steel wool. It took this much effort because it was the first time it had been done in the field, there was a lack of paint brushes, lack of a sufficiently strong paint remover, and lack of proper stands to facilitate access all over the aircraft. It was considered that fifty gallons of double strength paint remover would be sufficient to do the job if brushes were available instead of rags. B-17F, serial number 42-29780, was used for the tests.

North American B-25H-NA. of the 823rd BF, 38th BG, оГ the 5th Air Force in the Pacific area, shows both its fearsome tiger marking and its 75mm cannon and four 0.5 inch guns in the nose. It is in the normal dark olive drab and neutral gray camouflage. (March AFB Museum)

North American B-25J-1, possibly 43­3892, of the 823rd BS, 38th BG. F ifth Air Force in July 1943. (March AFB Museum)

The results showed that the speed gain varied between 2.3 and 3.2 miles per hour, and it could be expected that a maximum gain of 4-5 miles per hour would result from removing the camouflage paint. In view of the small gain in speed, it was not recommended to remove camouflage paint from operational aircraft. HQ. VIII Bomber command agreed with this recommendation in their letter to the CG., Eighth Air Force. (This small speed increase was in contrast to the earlier assertion that 20 to 25 miles per hour could be gained – author).

T. 0.07-1-1C fixes diameter of the new wing insignia, July 3,1943

A few days after the new insignia was issued, a change was made to the wing insignia size. The new order read : “Diameter of the blue circle will be 75 percent of the distance between the leading edge of the wing and the aileron cut-out except that the circle will not be greater than 60 nor less than 30 inches in diameter.”

Smooth surface camouflage report released, July 9,1943.

Smooth surface camouflage was discussed in a report issued on July 9,1943 by Eng. Div. (WF). The smooth finish, which had been tested at both Eglin Field and WF, was discussed thoroughly. Eglin Field had also issued a final report, No. 3-43-48, dated May 12, 1943, of additional comparative tests, and this was attached to the WF report. The reports concluded that:

A definite gain of from 1% to 2 % in top speed.

There would be no decrease in camouflaging qualities or delay in production if the smoothing operation was properly fitted into the production schedule.

Boeing B-17F-10-BO, 41­24453, aircraft LG-O, and LG-P, of the 322nd BS, 91st BG, in the pre-June 1943 insignia. Note that the hlue-over-yellow out­lined fuselage insignias have been heavily grayed over, unlike those on the wing upper surfaces. Note the heavily-applied me­dium green blotches all over the aircraft. They show up particularly well on the fabric doped sur­faces. (USAF)

In view of these facts, Eng. Div. recommended that all camouflaged combat aircraft be smoothed and the current painting procedures and specs, be modified to require a minimum of smoothing effort. They also recommended that aircraft manufacturers be requested to review their aircraft designs and methods of construction to prevent dents, skin lap joints and poorly fitting doors, as the resulting drag could be greater than that of rough camouflage paint.

Eglin Field run tests on camouflage of bombardment aircraft, July 12,1943.

On July 12, 1943, Eglin Field made an interim report on tests they were running to determine whether or not bombardment aircraft should be camouflaged differently than the basic camouflage for fighter aircraft. The otive drab color had been developed primarily to protect fighters from observation from above. This color was also used on the sides as well as on the top of the aircraft, because the side areas were small and unimportant.

However, on bombardment aircraft, the increased side area made a specific color coloration necessary for those areas, since the dark olive drab on the side areas silhouetted the aircraft against a bright sky when seen from the side.

Eglin Field believed that camouflaging the under surfaces of bombardment aircraft was unimportant, thus the camouflage could be omitted, also saving weight. They recommended that a gray color be used for camouflaging the sides of bombardment aircraft. Their final report, No. 3-43-77, “Test of Daytime Camouflage for Heavy Bombardment Type Aircraft”, was issued on November 12, 1943.

On August 5,1943, Eng. Div. (WF) informed the Mat. Div., (Wash.), that they felt that painting the sides of aircraft was effective in reducing recognition of low flying aircraft, but that olive drab was better camouflage when viewed from an angle above the aircraft. They also believed that the same coloration would not be effective in all situations, and therefore different colors should be used depending, on the background (sky, water, or land) against which the aircraft would be seen, to achieve the best camouflage effect.

Eglin Field reports on test to increase the visibility of training aircraft, July 28, 1943

Report No. 3-43-99, “Test to Increase Visibility of Training Planes”, was issued by Eglin Field on July 28, 1943. Unfortunately, this is another of the missing reports referred to earlier, but we do know that on December 26,1943, a major revision of T. O. 07-1-1 included new requirements for special trainer markings. No other changes were made to trainer markings prior to this time, so it is most likely that these resulted from the Eglin Field test. The changes affected only aircraft used for instrument training and consisted of adding large areas of insignia red to various parts of the trainer aircraft (see paragraph 3f of the revised T. O. 07-1-1 later in this chapter).

Tech. Sub-Committee on Camouflage asked to approve colors for high-altitude aircraft camouflage, August 13,1943.

A memo dated August 13, 1943, was sent to members of the Tech. Sub-Committee on Camouflage telling them that the suggestion that Army, Navy, and British ideas be exchanged, might prove useful in the development of high altitude camouflage. The members were asked to signify their approval of colors to be added to the AN Standard aircraft camouflage colors. (Note: the British already had a wide range of such colors, such as PRU Blue, Sky Blue, Deep Sky, and Dark Mediterranean Blue, developed for use on their high flying fighters and reconnaissance aircraft. In view of the earlier cooperation between the two countries on standardizing camouflage colors, it is surprising that at this date that such a request should have to be made. Possibly, it was a result of the feelings re British type camouflage expressed earlier by the Dir. Mil. Req, – see the entry for July 27,1942, In the event, Lockheed ended up by painting all of the later F-5A aircraft in a color very similar to the RAF PRU Blue – author).

Bob Hope’s entertainment group is shown arriving at Mateur, Tunisia, on August 10, 1943. They were flown in the 325th FGs B – 25 “Passion Flower 2nd”. Lt. Col. Baseler is in the center of the group, with Frances Langford and Bob Hope at the right. (Robert L. Baseler)

North American B-25D-15-NC, 41-30428, is seen with the Twelfth Air Force in North Africa in 1943. The aircraft is camouflaged in the special North West African scheme of March 1943. (March AFB Museum)

a. The exterior of metal fuselages and metal airfoils do not ordinarily require paint as a protection against corrosion (T. O, No. 01-1-2), However, where it is necessary to provide additional protective finish on any parts not made from chromium – coated sheet material, any such unprotected parts will be cleaned with phosphoric acid alcohol cleaner, finished with one coat of zinc chromate primer, Specification No. AN-TT-P-656, and two coats of aluminized lacquer. Aluminized lacquer consists of lacquer, cellulose nitrate, clear, Specification No. AN-TT-L-51, pigmented with 12 ounces per gallon of paste, aluminum pig­ment, Specification No. TT-A-468.

b. Antiglare camouflage olive drab or dull dark green paint is authorized, where necessary, to be applied to top of the fuselage in front of the cockpit and on the inside upper one fourth of the engine nacelle.

c. Exterior plywood surfaces will be finished with two coats of sealer, Specification No. AN-S-17, or on open grained woods, one coat of sealer followed by one coat of surfacer, Specification No. 14115, sanded down, before the final two coats of aluminized varnish. Use 16-20 ounces of pigment, aluminum paste, Specification No. TT-A-468, in each gallon of varnish. Specification No. AN-TT-V-116 or No. AN-TT-V-118.

d. All 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 AN-TT~D-551 is not a suitable substitute, as it does not have the tautening quali­ties of AN-TT-D514), This will be followed by two or more coats of aluminized dope prepared by adding 8 ounces per gallon of paste, aluminum pigment, TT-A-468, to dope, cellulose nitrate, clear, Specification No. AN-TT-D551, before thinning.

e. Patching will be accomplished with clear dope, Specification No. AN-TT-D-514, applied in same manner as semipigmented dope previously used.

f. EMERGENCY REJUVENATOR FOR OLD FABRIC. – To one 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, add 1 fluid ounce each of tricrcsyl phos­phate and castor oil. Apply one coatby brush to clean surface, followed by one spray coat. After several hours drying, spray one coat aluminized dope, prepared as specified in paragraph 2,d.

g. For removal of all types of paint material from metal surfaces, use paint and varnish remover, Specification No. 14119, for removal. If not available, lacquer finishes may be removed with material compounded by the following formula: 3 gallons benzene, 2 gallons acetone, 1 pound paraffin wax. For removal of dope from fabric surfaces, use nitrate dope and lacquer thinner, Specification No. AN-TT-T-256.

1. MARKINGS.

Only such markings and identifying insignia as outlined herein will be used on AAF aircraft except as specifically authorized by the Commanding General, Army Air Forces.

a. Each part and assembly will be permanently and legibly marked the same number as the drawing number in such location, that it can be read after assembly in the unit.(See Specification No. 98-24105.)

b. Various detail and code markings for the cockpit, fuselage, oil lines, etc., as required in Specification No. 98-24105 will be maintained.

c. Radio call numbers of not less than four numbers will be maintained on all AAF aircraft, utilizing both sides or each outboard side, as applicable, of vertical stabilizer and rudder assembly; on all airplanes operating solely within the continental limits of the United States, the radio call numbers will also be placed on the lower surfaces of both wings. These are not required, however, on primary trainers not equipped with radio and which bear field identifying numbers. Wing numerals will be placed with the top forward on the right wing immediately inboard of the insignia and in a corresponding position on the left wing. Call numbers, or designators, will be of a size discernible at a distance of 150 yards. They will be derived by deletion of the first number 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. Decalcomanias may be used where available.

d. Under no conditions will the letters “U. S. Army” be applied to any airplane lower wing surface,

e. American propeller blades, design Nos. A-2721107 add C-3821306, used in sets in Aeroproducts and Curtiss propel­lers, respectively, will be identified by a yellow stripe, 3/8 inch in width and 3/8 inch inboard of the yellow tip section, A. O. Smith propeller blades used in sets in Curtiss propellers will be identified by two 3/8-inch yellow stripes, one 3/8 inch inboard

of the yellow tip section and the second stripe 3/8 inch inboard from the first. These stripes will extend completely around the blade section.

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.

The stenciled markings between the 18- and 24-inch R stations on the cambered side of the propeller blades will be retained.

a. GENERAL. – 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. LOCATION. – No specific locations are mandatory, but points between wing and tail surfaces on opposite sides of the fuselage are considered most desirable. In no case will size of insignia exceed 75 percent of height of fuselage at point of application. Similar planes in the same organization will have the same size insignia. If applied to other than smooth surfaces, insignia may be painted on the aluminum sheet and bolted or screwed securely to rigid membersof the airplane.

4. DECALCOMAN1AS.

a. The use of decalcomanias, Specification No. 14118, for standard or organization insignias and markings is authorized. Instructions for application should be printed on the reverse side of the various types; however, in event of any confusion, the Command­ing General, Air Service Command, Patterson Field, Ohio, will be notified, giving Purchase Order number, type, and size.

5. LIGHTER-THAN-AIR.(omitted – no changes)

A revised version of T. 0. 07-1-1 was issued on July 20, 1945 and added additional information on Jet 622 camouflage and a new paragraph 21, covering markings for Air Sea Rescue planes. As this was changed in format from earlier version, it is reprinted in full below:

This Technical Order replaces T. O, Nos. 07-1-1, dated 25 August 1944, and 07-1-1 A, dated 22 January 1945, revised to include additional information, particularly on Jet 622 camouflage; also to include paragraph 21, on markings for Air Sea Rescue planes. NOTE The work required herein will be accomplished as soon as practicable by all activities having (he affected airplanes.

TABLE OF CONTENTS

General…… . .

Authorized Aircraft Finishes Markings. . .

Insignia

Lighter-than-air…. .

Materials Required.

SECTION 1

GENERAL

1. CAMOUFLAGE.

Camouflaging of the exterior surface of AAF aircraft is hereby discontinued except for helicopters, liaison airplanes, gliders, troop carrier transports, and night fighters and as may be directed otherwise by the Commanding General, Army Air Forces. Aircraft destined for delivery to U. S. Navy and foreign agencies are not included in these requirements. This does not, however, eliminate the required identification data, insignia, antiglare coatings, and corrosion prevention.

OPPOSITE: North American P-51D, aircraft “My Aching Back”, of the 4th FG, in early 1945.

2. REMOVAL OF CAMOUFLAGE

a. Paint may be removed from presently camouflaged metal aircraft provided no interruption in operations results. Aluminized parts installed on a camouflaged aircraft wilt not be camouflaged. However when any unpainted metal surface of sufficient area to materially affect the flight characteristics of the airplane is installed, the remaining camouflage paint may be removed. Camouflaged metal parts installed on unpainted airplanes need not have camouflage removed but all painted surfaces will be properly maintained to present a neat and uniform appearance.

NOTE On aircraft undergoing DIR the paint will either be touched up or removed, whichever is more economical, to avoid an unsightly appearance.

b. For removal of all types of paint materials from metal or wood surfaces, use paint and varnish remover. Specifica­tion No. 14119, in accordance withT. O. No. 07-1-7. For removal of dope from fabric surfaces, use nitrate dope and lacquer thinner. Specification No. AN-TT-T-256.

NOTE On airplanes having laminar flow wings paint should be removed only from the trailing 60 percent of the wings. Sand the edges at the 40 percent chord enough to “feather” but exercise care that the cladding is not removed. Hide the olive-drab finish on the leading 40 percent of both top and bottom of the wing with either aluminized lacquer or aluminized varnish as applicable. This is necessary in order that the special putty and surfacer on that portion of the wings be left undisturbed. The proper putty and surfacer for repair of laminar flow wings are included in section VI of this Technical Order.

Lockheed P-38J-10-LO, 42-68055, aircraft E6-M, of the 402nd FS, 370th FG, has black spinners and a black disc on the vertical tail. The last three digits of the serial number are on the nose in black. (William L. Swisher)

Л group of communication aircraft lined up at Bassinghourne, England, home of the 91st BG, Eighth Air Force, in the spring of 1945. From left to right they are a Piper L-4, no serial visible; Noorduyn UC-64A-N1), 44-70258 in aluminum finish; Republic P-47D-10-RE, 42-75151, aircraft MX-Lofthe 82nd FS, 78th FG; Cessna C-78-CE, 42-58434, aircraft “U". Taxing in the background is a B-37G of the 91st BG. All of the lined up aii-craft are carrying a white triangle with an unidentified symbol in it. (USAF)

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

b. IDENTIFICATION MARKINGS.

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

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

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

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

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

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

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

(The following paragraphs were added or revised):

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

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

* * *

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

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

1. Camouflaging of Aircraft.

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

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

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

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

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

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

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

primer.

f. Use of Special Color of Camouflage Materials.

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

lows;

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

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

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

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

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

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

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

2. Color of Painted Surfaces of Training Aircraft.

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

7. Organization Insignia.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

This read as follows:

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

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

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

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

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

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

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

,,. :

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.