Category And Colors

Report No. 3-43-30 was issued by Eglin Field on May 26,1943, titled "Test of Daytime Camouflage”. This covered tests which had been run to determine the effectiveness of blue and gray paints as camouflage against lateral observation. It was concluded that gray was a better camouflage for side surfaces rather than the standard dark olive drab.

The report recommended that gray should be used for the side surfaces of heavy bombardment and large transport aircraft, because the olive drab often became darker or lighter under tropical conditions and lost its camouflage value. Eglin Field suggested that Mat. Com. investigate the color change of olive drab.

Markings for walkways and “No Step” added to Spec. 98-24105-Q, June 7,1943.

Amendment No. 4 to Spec. 98-24105-Q, issued on June 7, 1943, added a new paragraph, E-19, which read as follows:

E-19. Marking for Walkways. – All walkways shall be differentiated from other external surfaces of the airplane by a border two inches wide in black. The surrounding areas immediately adjacent to the walkway shall be labeled “NO STEP”.

This was the first official use by the USAAF of this now common marking (note, though, that B-17s had used such markings from their first deliveries).

New version of T. O. 07-1-1 issued in color, June 15, 1943.

A revised version ofT. 0.07-1-1 was issued on June 15, 1943, containing color chips and color views of the various official camouflage schemes at that time. In view of its importance, it is repeated in full below.

T. O. NO. 07-1-1 JUNE 15, 1943.

AIRCRAFT
CAMOUFLAGE
MARKINGS AND INSIGNIA

This Technical Order replaces T. O. Nos. 07-1-1, dated June 1, 1943,

07-1-lA dated January 9 1943 and 07-1 – IB dated August 15 1942.

Note: The work directed herein will be accomplished whenever necessary by service activities with the aid of sub-depots if necessary.

NOTICE: This document contains information affecting the National Defense of the United States within the meaning of the Espionage Act 50, U. S. C. 31 and 32 as amended. Its transmission or the revelation of its contents in any manner to an unauthorized person is prohibited by law.

SECTION I

Anew version of Military Requirements Policy, was issued on November 16, 1943, and authorized the following:

a. Removal of camouflage paint from all AAF aircraft in sendee is authorized, removal to be carried out in accordance with Technical Orders.

b. Camouflage is to be removed from transport aircraft when local materials and facilities became available, provid­ing that this does not interfere with operations.

c Removal of paint from all AAF aircraft, except transports, is to be accomplished when aircraft are sent to depots for repair or overhaul. Removal is to be at the discretion of the depot commander.

d. P-38 and B-29 aircraft are the only types to remain in production without camouflage being applied, due to a lack of general agreement concerning the desirability of camouflage by the various air forces.

e. Night fighter aircraft are to remain painted with non-reflective type paint.

f. Aluminum paint is to be used on fabric and wood type aircraft.

1944.

On January 30, 1944, Gen. Arnold sent a teletype to all AAF commanders stating that a copy of an Eglin Field report on glossy paint camouflage was being sent to them by courier. The recently developed paint was a high gloss black with tow diffuse reflectance for night camouflage, intended for use on the under and side surfaces of airplanes; it was now standard for use on all night fighters. He asked the commanders if they had a requirement for such a paint on their bombardment aircraft, and if so, how much would they need. He concluded by stating that AAF could send paint and civilian instructors to train personnel in use of the new paint.

On January 23,1944, an earlier teletype had informed HQ Eighth Air Force that policy had been established for the use of the black paint on all night fighters and it was being implemented. They were also looking into its use on night bombers (note this-author).

The first reply to Arnold’s teletype came from Gen. Spaatz, Commander USSAFE, dated February 3,1944, and said that their require­ments were not sufficient to warrant shipping special paint from the United States. Royal Air Force black paint would satisfy their present needs, which were very minor.

On February 10, 1944, Gen. Brereton of the Ninth Air Force stated that they had no requirements for the black paint on their bombard­ment aircraft. However, a follow-up teletype on February 19,1944, stated that the gloss black paint was desired for painting all night fighter squadrons being shipped to the Ninth AF, basing this on the impression gained from a Gen. Arnold message of February 8,1944, that the new paint was superior in all ways to the existing matt black paint,

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Consolidated B-24H, aircraft number 89 with vivid “Tiger" nose markings. Dark Olive Drab and Neutral Gray. Believed to be from the 448th BG, 2nd Air Div, Eighth Air Force. (USAF via Gerry R. Markgrafl

Republic P-47D-10s of the 325th FG, Fifteenth Air Force in Italy, prepare to take off for a bomber escort mission. The aircraft were camou­flaged, with yellow and black checks on the tail surfaces and red cowl markings with white trim. Aircraft numbers were in white. (Robert L, Baseler)

The ground crew of Lt. Col. Robert L. Baseler in front of his Republic P-47D-10-RE, 42-75008,325th FG, Fifteenth Air Force, in early 1944. All of his P-47 aircraft carried the name of “Big Stud" and the Ace of Spades card insignia. (Robert L. Baseler)

Another message from Gen. Spaatz, dated March 8, 1944, to Gen. Arnold, requested sufficient glossy black paint for thirty heavy bombers as the initial requirement. It also requested an officer who was an expert in the paint’s application be sent with the materials to supervise the work. The first use of this paint was to be the B-17s of the 422 BS, the Night Leaflet Squadron at Station 102, AJconbury, home of the 92nd BG (other accounts state that this unit was based at Chelveston – author). On March 15,1944, the unit was informed that a Major and sufficient paint for thirty heavy bombers would be leaving Wright Field on April 1, 1944.

Gloss Black paint assigned designation of Jet No. 622, March 15,1944.

The Supply Division, ASC, Patterson Field, Fairfield, OH, asked the Engineering Division at Wright Field, the designation for the new gloss black paint. On March 15, 1944, Eng. Div. replied that it had been assigned the designation Jet No. 622, and that it would be added to ANA Bulletin No. 157 as soon as possible. There were presently three sources for the new paint: (1) DuPont deNemours, (2) Pittsburgh Plate Glass Co., and (3) The Sherwin-Williams Co,. Other sources would be added as they were qualified.

(Jncamouflaged aircraft begin to reach UNSAFE, February, 1944,

On February 16, 1944, the 1st Bomb Division was informed by Hq Eighth AF, that in the future, many unpainted aircraft would be dispatched from North Africa to the United Kingdom, and at that time, there were many such aircraft at Marrakech awaiting dispatch to the UK. The 1st Bomb Div. was requested to notify all necessarily concerned.

Another memo concerning the use of uncamouflaged aircraft stated that after the 457th BG reached its effective strength in uncamouflaged aircraft, another BG would be designated by HQ Eighth AF to receive uncamouflaged aircraft. Some B-17s were then arriving in UK uncamouflaged. The 1st Bomb Div. was ordered to make arrangements for reassignment of 457th BG camouflaged aircraft in number equal to the number of uncamouflaged aircraft it had received.

On March 15. 1944, Gen. Spaatz informed the Eighth and Ninth AF Commanders that aircraft of all types were then arriving in Europe without camouflage and that he expected that all aircraft would soon be delivered uncamouflaged. He desired that the AF Commanders determine their own policies regarding the use of camouflage. He stated that paint could be removed from presently painted aircraft, or uncamouflaged aircraft could be painted, depending on their individual tactical considerations and desires.

In reply, Ninth AF HQ stated on March 22, 1944, that their earlier policy re camouflage, dated January 15,1944, was rescinded and the following was now their established policy:

(1) Unpainted aircraft arriving in the theater would be assigned to combat units as received. These aircraft were not to be painted and would be used in the same formations ascamouflaged aircraft without discrimination.

(2) No camouflage paint would be removed from aircraft now on hand or received at a later date.

Radio call number color changed, March 1944.

Spec.98-24105-R, amendment no. 2, dated March 21,1944, revised some of the color requirements for the radio call numbers. The new requirements read as follows:

Uncamouflaged airplanes. – For light colored backgrounds, the numbers shall be black, and for dark backgrounds, the numbers shall be International Orange, in accordance with color shade No. 508, Bulletin No. 166.

Camouflaged airplanes. – For light colored backgrounds, the numbers shall be black in accordance with color shade No. 604 of Bulletin No. 157, and for dark backgrounds, the numbers shall be Orange Yellow, in accordance with color shade No. 614 of Bulletin No. 157, except that the numbers for night fighter aircraft shall be Insignia Red in accordance with color shade No. 619 of Bulletin No. 157.

1945 opened with a massive surprise attack by the Luftwaffe on Allied airfields in Belgium. However, when the attack was over, the Luftwaffe had suffered huge losses in aircraft and pilots, while the Allies were able to replace all of their aircraft in a week, and lost only a few pilots. This broke the back of the Luftwaffe and from then on, the AAF were able to carry out ever increasing at­tacks on German industry as the country’s borders shrank under the Allies massive ground attacks. The end of the war in Europe came after only a few months and VE-Day was celebrated on May 8,

1945.

After catching its breath, the AAF turned to its final war effort, the defeat of Japan. The Twentieth Air Force had been formed in April 1944 and in the summer of that year had started heavy bomber operations against Japan, Formosa, Thailand, and Burma, At the beginning of 1945, the Far East Air Force (FEAF) was attacking the Philippines and Borneo. The Seventh, Tenth, Eleventh, and Fourteenth Air Forces were chasing the Japanese in the Asia and Pacific theaters, moving closer and closer to the Japanese home­land. The end for Japan came in August, when two atomic bombs proved that Japan could be defeated without an invasion,

Even though the war only continued for just over four months against Germany, aircraft losses continued to be heavy, 3,631 air­craft being lost in the European and Mediterranean theaters. This brought the total losses in the war against the Axis powers in Eu­rope to no less than 18,418 aircraft. In the Pacific area in the war against Japan, some 1,699 aircraft were lost, bringing the total in that area to 4,530 aircraft. This included 399 lost by the new Twen­tieth Air Force, primarily B-29s. Fighting the greatest war in world history had cost the USAAF some 22,948 aircraft and total casual­ties of 121,867 personnel.

At mid-1945, the USAAF strength had declined in total num­ber of aircraft, to 68,398, but this was somewhat misleading: all combat types of aircraft had actually increased, the decrease being chiefly in a drop of training aircraft from the previous 27,907 to some 12,581. Very heavy bombers, mainly the B-29 plus a few B – 32s, had grown to no less than 2,374 aircraft.

Once victory had been gained, the United States demobilized headlong, just as it had done at the end of World War I. Hundreds of aircraft were scrapped or sold, the strength having dropped to 44,782 aircraft by December 1945, and bases world-wide were closed. So many men were demobilized that the AAF could only muster two groups ready for combat by July 1946. A totally new Air Force had to be built for peacetime operations; its authorized strength was 70 groups but peacetime budgets kept it to only 48 groups (in fact, the reduction in the number of aircraft was such that when the next war broke out in Korea, there were only 19,944 on strength in June 1951).

As a result, the amount of time and effort spent on specs, and T. O. s was extremely small compared to the very active war years, as we shall see in this chapter. However, the Army Air Forces com­manders had never lost sight of their aim to become a separate ser­vice, on a level with the Army and Navy. Planning for this had started in 1943 and was well advanced by mid-1945. Eventually, all of this came to fruition in 1947, but not until after meeting with strong opposition from the Navy.

During this immediate post-war period, the AAF also began to receive the first of its jet-propelled aircraft, and put some of them into unit service. The Lockheed P-80 was the first to enter service, to be followed somewhat later by the Republic P-84. The first of the giant inter-continental bombers in the form of the competing Northrop XB-35 and the Convair XB-36 also made their first flights, as did the North American B-45 and Convair B-46 four-jet light and medium bombers. However, the transport field was still domi­nated by piston-engined types, such as the Douglas C-74 and the Fairchild C-82. It was a period of transition to new technologies, and opened up the future to the sharply reduced AAF.

US Army Air Forces specifications in use, revised, or issued, by date and version,

during 1945. 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.

Gen. Spaatz succeeded Gen. Arnold as CG, AAF on February 28, 1946, and finally became the first Chief of Staff of the new US Air Force on September 26, 1947, the point at which this volume concludes.

The major developments in the 1945-1947 time period for USAAF aircraft markings and camouflage were:

PT trainer aircraft to have yellow wings and tail surfaces, January 1945.

All A-20, A-26, and B-25 aircraft destined for the Far East Air Force to have ANA Olive Drab and Sea Gray camouflage, March 1945. Interior of all USAAF aircraft to be painted medium green or black, April 1945.

T. O, 07-1-1 adds yellow and black markings for Air Sea Rescue aircraft, July 1945.

Air Sea Rescue aircraft identification numerals changed to last three digits of serial number, September 1945.

Camouflage no longer required on gliders, liaison aircraft, helicopters, and troop transports, November 1945.

TO. 07-1-1 adds “Buzz Numbers” for all aircraft operating solely within the continental USA, November 1945.

Insignia applied to black camouflaged surfaces to now omit the insignia blue circle and border, June 1946.

Insignia red stripes added to white bars of national star insignia, January 1947.

US Army Air Forces specifications in use, revised, or issued, by date and version, during 1946-1947. 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. The USAAF came to an end on September 26, 1947, when it was superseded by the new US Air Force.

A supplement to T, 0.07-1-1 was issued on September 26,1945. It deleted the following sentence at the end of Para. 21, “Air sea rescue identification numerals and letters will be as assigned by Headquarters AAR” and replaced it with the following: “Air Sea Rescue identification numerals will be the last three numerals of the aircraft serial number.”

Reason for this change is not specifically known, but the war was finally over in the Pacific theater and the number of Air Sea Rescue aircraft required was scaled back drastically.

New Spec. AN-I-38 covers Insignias and Markings for Rescue Aircraft, October 1945.

A new Army-Navy aeronautical spec. AN-I-38, Insignia and Markings for Rescue Aircraft, was issued on October 17, 1945, and read as follows:

This specification…. shall become effective not later than 17 April 1946. It may be put into effect, however, at any earlier date after promulgation.

A. APPLICATION.

A-l. This specification is drawn to present the requirements for the size, location, and color of the insignia and markings for identification of all aircraft that are engaged in Air-Sea-Rescueoperations within the Continental United States and rear areas. Identification of aircraft in other areas in conformance with this specification, shall be left to the discretion of the force or area commander concerned.

Amendment No. 4 to Spec. 24114, dated August 28, 1941, added the use of camouflage enamel to Spec. 14109, specifying that only one coat of enamel need be applied versus the two coats of lacquer required, the resulting thickness being about the same for both types.

There was also a change to paragraph E-5, headed “Camouflaging of Propellers”, which stated that the tips for a distance of four inches from the ends of the blades were to be yellow in accordance with Shade No. 48 of Bulletin No. 41.

Fuselage Cocarde maximum size established, September 1941

The Air Corps Board, having completed most of the work on their camouflage studies, took issue with the size of the cocarde specified on the fuselage of camouflaged aircraft, because they felt that a cocarde which was three-quarters of the length of the projection of the fuselage side, would be entirely too large on some of the heavier aircraft the entering service, such as the Consolidated B-24, It would also possibly furnish an excellent bull’s-eye to an enemy at long ranges. They, therefore, recommended that the requirement be changed so that the diameter of the circle for the fuselage cocarde should be three-quarters of the length of the projection of the fuselage side. However, the diameter was not to exceed forty-eight inches (121.92 cm).

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Douglas Boston Mk. П, AH435, aircraft No.6, with the short-lived tall fin stripes of 1940. Black propellers with yellow tips. The RAF camou­flage is Dark Earth, Dark Green and Night. (USAF via Gerry R. Markgraf)

This recommendation was duly incorporated into Amendment No. 5 dated September 16, 1941, to Spec. 24114 and was the last change to be applied to the national insignia prior to World War II.

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

T. O. 07-1-1A revision issued on October 28, 1941.

The last revision of T. O. 07-1-1, before the USAentered the war, was issued on October 28, 1941, and incorporated the changes

discussed above, in three main areas:

1. 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.

(2) Airplane designators for camouflaged airplanes will be as specified in paragraph 8 c.

(3) 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 by Spec. 24114 should be accomplished by spraying each propeller blade in a 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 materials on propeller blades offers adequate coverage. It is anticipated that this finish on propeller blades will chip and become unsightly after a period of use, 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.

8. b. Airplane Designators:

(1) Each Air Corps airplane, (including training types) regardless of whether equipped with radio, will be identified by a designator consisting of the radio call numbers for (hat airplane as specified in A. C, Circular 100-4. These designators will be painted on the airplanes as directed in paragraph 8c. herein.

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Douglas Boston Mk. HI, W8—, aircraft No. l7, is shown with the later short fin stripes. The camouflage is Dark Earth and Dark Green, plus Sky underneath. It is seen at Floyd Bennett Field prior to delivery. (USAF via Gerry R. Markgraf)

(2) Where insignia to denote rank or office of an individual is to be used in addition to the designator, the official insignia will be of a size in accordance with A. C. drawing No.41D658 and located and installed in accordance with A. C. drawing No. 41A656. The materials used in painting the official insignia will be restricted to the use of standard Air Corps specification materials and standard colors or blends thereof.

North American BC-1A, aircraft no. “1" of the 123rd OS, Oregon NG at Oakland in 1941. Natural metal finish to Spec. 24113-A. The white “line” on the rudder blue stripe is actually the dope code markings for the fabric, (F. Shertzer via William L. Swisher)

North American BC-1A, aircraft no. IS of the 120th OS, Colorado NG at Higgs Field, Fort Bliss, Texas on October 18, 1941. This aircraft has a beautiful unit insignia on the fuselage. (USAF)

Two Beech F-2-BHs of the 1st Photo Group over Alaska in 1941. These were photographic reconnaissance aircraft, fourteen being modified from Beech B-18 commercial aircraft. Finish was to Spec. 24113-A, natural metal with large orange and green “Alaska” visibility panels on the wings, fuselage, and tail surfaces. (USAF)

Infra-red reflectance paint tested in Florida, November 1941,

A paint having high infra red reflectance was being subjected to an exposure test in Florida to determine its desirability. Aerial photographic tests had indicated that this paint offered definite advantages to prevent detection of ground camouflaged parked airplanes.

Spec 24114 “Camouflage Finishes For Aircraft", Amendment No. 6, December 12, 1941.

This spec, was revised only a few days after the United States entered the war and made the following changes:

Application.- One coat of zinc chromate primer, Specification AN-TT-P-656 was to be applied to all exterior surfaces. This was to be followed by one of two types of camouflage finishes as follows:

(1). Ail exterior surfaces, except for insignia and markings, were to be coated with two coats of camouflage lacquer, Specification No. 14105 or with one coat of camouflage enamel, Specification No. 14109. The lacquer was to be thinned by mixing approximately two parts of lacquer with one part of lacquer thinner. The enamel was to be thinned with approximately four parts of enamel to one part of enamel thinner. The enamel was to be so applied that a coating of approxi­mately 1 mi) thickness was obtained.

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(2) . The entire airplane was to be coated with either lacquer or enamel. In no case was lacquer to be used for the upper surface and enamel for the lower, or enamel for the upper surface and lacquer for the lower.

(3) . Alt upper surfaces except for insignia were to be coated with dark olive drab, Shade 41 of Bulletin 41. The dark olive drab was to extend downward on the sides of the fuselage and all similar surfaces in such manner that none of the neutral gray coating was visible when the airplane was in normal level flight attitude and was viewed from above in any direction within an angle of approximately 30 degrees from vertical lines tangent to the airplane. The location of the color boundary line was subject to approval by the AAF.

(4) . All under surfaces, except for insignia and markings, were to be coated with neutral gray, Shade 43 of Bulletin 41.

(5) . Fabric covered surfaces, regardless of whether or not the finish of the metal surfaces was lacquer, or enamel, camouflage, Specification No. 14109, were to be finished as follows: (see original spec, issue of October 1940 – author).

The following new paragraph was added:

Camouflaging of Propellers.- All external surfaces of airplane propellers and hubs, after being cleaned, were to be sprayed with one coat of zinc chromate primer. The final finish was to consist of one tight coat of cellulose nitrate camouflage lacquer. During the finishing process, and until the final coat had set, each propeller blade was to be maintained in a horizontal position. The color of all external surfaces, except the tips, were to be black in accordance with Shade No. 44, Bulletin No. 41. The tips for a distance of 4 inches from the ends of the blades were to be yellow in accordance with Shade No. 48, Bulletin No. 41. After the propeller and hub had been camouflaged and prior to installation, the propeller assembly was to be checked for balance.

Civil Aeronautics Administration issues requirements for Flight Test Areas, Flight Procedures and Aircraft Markings, Decem­ber IS, 1941.

After the attack on Pearl Harbor, the U. S. west coast was very apprehensive of being attacked by the Japanese. To cut down flying in the Los Angeles area, the CAA, in conjunction with the Fourth Interceptor Command, AAF, issued a memo to aircraft manufacturers and test pilots prescribing flight test areas in the San Diego and Los Angeles Metropolitan area. Flight plans were also required; all flights had to have the flight plan approved by the CAA before each flight was made. All aircraft flying in these areas had to be marked with the standard U. S. insignia on the upper left wing and on the lower right wing. The diameter of these insignias was to be 36, 48, or 72 inches, using the largest practical size.

In addition, the letters “U. S.”, in the largest possible size, and in a contrasting color to make them easily seen, were to be painted on both sides of the fuselage. These markings were to be in addition to the standard CAA civil markings. On December 17, 1941, a clarification was issued by the CAA, stating that the letters on the fuselage should have a width of at least two-thirds of their height. The width of each stroke was to be at least one-sixth of the height, and the space between the letters was also to be not less than one – sixth of the height. The letters were to be painted in a solid color and kept clean.

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The AAF granted Douglas Company permission to eliminate camouflage finish on surfaces under all de-icer boots, on all aircraft under contract, in a letter dated October 26, 1942.

Dir. of Photography desires that photographic aircraft be camouflaged, November 4,1942.

Mat. Com. (Wash.) agreed with the Eglin Field report on haze paint, considering that the paint’s slight advantage in one condition did not outweigh all of its disadvantages. Therefore, use of haze paint on aircraft other than photographic types was not contemplated and they asked the Dir. of Mil. Req. (Wash.) for a decision as to its use on photographic types. On November 8,1942, Gen. Fairchild replied that since haze paint was generally inferior to other paints, further use of haze paints did not appear to be required.

In response to an inquiry, the Dir, of Photography stated that they preferred that all photographic aircraft be camouflaged, because they were unarmed and depended on altitude, speed, evasive action, and camouflage to avoid interception. They would like to sec a better haze paint developed.

Value of aircraft camouflage questioned, November 4, 1942,

In a memo dated November 4, 1942, to the Dir. of Mil, Req. (Wash.), Brig. Gen Chidlaw, AC/S (E), Mat. Com. (Wash,), summarized an intelligence report stating that the British were removing the camouflage from their fighter aircraft and replacing it with a highly polished surface. This change might result in an increase in top speed of 6 to 8 mph. The Gen. questioned whether or not there was a point of diminishing returns at which the advantages of camouflage were outweighed by the loss of performance due to drag and weight. He also stated that he was not questioning the basic value of camouflage. (Note: this report was very misleading in stating that the British were removing camouflage. Actually, they had developed new, (type S) much smoother, camouflage finishes and were also allowing pilots to add a final coat of wax to get the smoothest possible finish. This was the result of the Luftwaffe introduction of the Focke-Wulf Fwl9t) fighter into service, with its performance advantages over the Supermarine Spitfire Mk. V. The new smooth finish was introduced on the later Spitfire Mk. lX: the author remembers its public debut. A rain shower at that time also helped the shiny effect of the finish. The RAF never removed the camouflage from its operational fighters during the war).

1. AIRCRAFT TO BE CAMOUFLAGED.

All United States Аллу Air Forces aircraft will be camouflaged in accordance with Army Air Forces Specification No. 24114, with the following exceptions:

a. Aircraft operating in the Alaskan Department or in any country having similar climatic and terrain condi­tions will not be basic camouflaged. However, either camouflage or marked contrast finishes may be used as specified in paragraph 2.a.(4)(d).

b. Training type of aircraft.

c. Aircraft of other types regularly used for training purposes by the Flying Training Command.

d. All types of aircraft not regularly assigned to, or normally located in, theaters of operation.

2. TYPES OF CAMOUFLAGE FINISHES.

a. PERMANENT CAMOUFLAGE.

(1) TYPES AND APPLICATIONS.—Paragraph E-lb of Army Air Forces Specification No. 24114, permits the use of lacquer and enamel materials on metal surfaces, dope on fabric, subject to the provisions herein. It will be noted that the use of both types of materials for metal require use of primer, zinc chromate. Camouflage materials in kind can be satisfactorily applied over existing protective coatings, that is, specification camouflage lacquer over existing lacquer finishes, specification camouflage enamel over existing enamel finishes, and specification camouflage dope over existing dope finishes. It is anticipated that there will be minor chipping of the camouflage materials at the leading edges of airfoils, which may be somewhat unsightly, but as long as the material affords a reasonable coverage of the surface, the finish will not be touched up. However, touching-up of permanently camouflaged surfaces is autho­rized, if the permanent camouflage has been partially destroyed by brushing action in removing temporary camouflage. No attempt will be made to secure a high gloss as this will tend to defeat the purpose of camouflage.

(2) PAINTS TO BE USED ON CAMOUFLAGED AIRPLANES.—The only permanent exterior paints that will be applied to camouflaged airplanes will be the following Air Forces camouflage materials in colors covered by Air Forces Bulletin No. 41:

(a) Lacquer, Specification No. 14105.

(b) Dope, Specification No. 14106.

(c) Enamel, Specification No. 14109.

These specifications are being revised to include infra-red reflectance qualities which decrease photographic qualities of a plane. This new paint will be used on all planes consigned to overseas theaters. Primer, zinc chromate, Specifica­tion No. AN-TT-P-656, will be used wherever a primer coat is required. Special de-icer paint is available only in oyster white for use on white camouflage.

NOTE

It will be borne in mind that essentially, all paints, dopes, and lacquers are of a toxic nature and inflammable. Therefore, precautionary measures will be exercised in handling and application (See T. 0. No. 07-1-4 and Army Air Forces Regulation No. 85-6.)

(3) BASIC CAMOUFLAGE.—The basic camouflage scheme in permanent camouflage materials for Army Air Forces aircraft is dark olive drab, shade No. 41, for surfaces viewed from above and extending down on sides of fuselage; medium green, shade No. 42, in irregular splotches along all edges on the upper side of the wing and the horizontal outline of the tail assembly; also, along all edges of both sides of the vertical outline of the tail assembly, extending inward from the edges for various distances up to 20 percent of the total width of the wing or the tail as­sembly. Rubber parts will not be painted except utilizing white de-icer paint in white camouflage. (See figure I.) Neutral gray, shade No. 43, will be used for surface viewed from below. Masking will not be employed to separate ANY COLORS. Junction lines will be blended by overspraying. (See figure 9.)

(4) SPECIAL.—Use of one coat of the following special permanent finishes over material of like type is authorized (also temporary Specification No. 14057), as required to conform to existing local terrain.

(a) Medium green, shade No. 42, on upper wing and fuselage surfaces for aircraft operating over terrain predominately green,

(b) Sand, shade No, 49, for upper surfaces for aircraft operating over desert terrain.

(c) Black, shade No. 44, for under surfaces for aircraft to be used for night flying.

(d) To provide marked contrast for spotting forced landings, or to provide camouflage, as required by the Commanding Officers, the use of any camouflage materials in color covered by Bulletin No. 41 may be used for air­craft in Alaskan or other theaters having similar terrain conditions.

(e) Insignia white, shade No, 46, on all under surfaces and leading edges and olive drab, shade No. 41, on all upper surfaces for aircraft assigned to seasearch duty. Special de-icer paint in oyster white is available only for this and similar camouflage outlined in preceding paragraph.

(5) CAMOUFLAGE OF PROPELLER. — The camouflage of propellers, as required by Army Air Forces Specification No. 24114, will be accomplished by spraying each propeller blade in a 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. Over one light coat of zinc chromate primer, one coat of black lacquer, shade No. 44, will extend to within 4 inches of the tip of the blade; this 4-inch tip will be yellow lacquer, shade No. 48, one light coat. When necessary, three and four blade metal props may be lightly “touched-up” between overhaul periods while in­stalled on the plane. Care should be taken to apply proportionate amounts of paint to each blade to maintain the proper balance.

After overhaul the propellers will be repainted as outlined above, and balanced. No attempt will be made to camouflage wood propellers,

b. TEMPORARY CAMOUFLAGE.—Paint, water dry, Army Air Forces Specification No. 14057, in the following shades may be applied over existing permanent camouflage finishes when required and directed by com manders in the theaters of operation.

(1) Sea green, shade No. 28, for upper surfaces when operating over terrain predominately green.

(2) Black, shade No.33, for the lower surfaces of night flying aircraft

(3) Sand, shade No. 26, for upper surfaces when operating over desert terrain.

SECTION II

The Chief of Mat. Div. (Wash.) in a letter dated November 23,1943, to the Chief of Staff, Mat, Com. WF, directed that Mil. Req. Pol. No. 15, issued November 19,1943 (see entry above) would be placed in immediate effect. All aircraft would be produced in accordance with the policy, with the exception of those allotted to China and the Soviet Union. Those aircraft were to be delivered with the standard Army aircraft camouflage.

Eighth Air Service Command requests information on gloss black enamel, November 25,1943.

The Eighth Air Force Service Command in England requested all available information on a new gloss black enamel for night bombers. This was reputed to render aircraft invisible for 80% of the time at 13,000 feet while in searchlight beams. Mat. Com.(WF) replied on November 25,1943, giving them detailed instructions for removing old camouflage paint and applying the new gloss black paint.

New Army-Navy Aeronautical Bulletin No. 166 lists the standard colors for gloss finishes, December 4,1943.

The second color standard to be issued as a result of the J AC meetings was the new Army-Navy ANA Bulletin No. 166, dated December 4, 1943. This listed the following names and numerical designations for glossy finishes:

Under paragraph 2, it was stated that the sets of porcelain enamel panels entitled Army-Navy Aircraft Color Standards were to be used as standard for the colors listed herein. The title of these standards was now changed to read: Army-Navy Aircraft Color Standards (Glossy).

This actually meant that there was no change in any of the colors, but new sets of color chips eventually replaced the original porcelain plates (issued in September, 1938), which were getting very scarce. Note that the Olive Drab did not change its shade, unlike the camouflage color called out in ANA Bulletin No. 157 (described earlier; see Chapter 7 for full details).

Douglas C-47s in their newly applied black and white stripes prepare for the invasion of France on the night of June 5/6, 1944, (D-Day). There are more than twenty-five aircraft visible, plus one Cessna IJC-78. Aircraft marked 8Y are from the 98th TCS, 440th TCG and those marked 9X are from the 95th TCS, 440th TCG, Ninth Air Force. (USAF)

Douglas C-47s and Waco CG-4s are seen lined up ready for takeoff. The aircraft are coded М2 for the 88th TCS, 438th TCG of the Ninth Air Force. Note that each glider has a large white number painted on its nose, together with the black and white stripes on the aircraft. A huge force of several hundred of these aircraft flew over London, England, on June 5/6,1944, all with their navigation lights on to help prevent collisions. It was the first time that such lights had been seen over England since September 3,1944. (Witnessed by the author). (USAF)

Two Consolidated B-24HS, J4-V and Z5-S, follow B-24H-20-DT, 41-28965, “The Spotted Ass Ape”, lead ship of the 458th BG, 96th CBW, 1st Air Div.. Note the AZON blade antennas under the rear fuselage of J4-V. AZON was a guided-bomb bombing technique that proved to be of limited value. (USAF)